northwest missouri regional airport€¦ · figure 3: northwest missouri regional pci map e....

Issued for Bid March 30, 2017

ENGINEER’S REPORT

Schedule I Apron Reconstruction

Schedule II

Runway Safety Area Grading

MoDOT Project No. 16-002A-1

Northwest Missouri Regional Airport

Maryville, Missouri

Sponsored By:

City of Maryville Federal Aviation Administration

MoDOT

Issued for Bid March 30, 2017 1 Project No: 16-002A-1

TABLE OF CONTENTS Page

1. Scope of Work ................................................................................................................................ 3

2. Photographs ................................................................................................................................... 6

3. Life Cycle Cost Analysis ................................................................................................................. 7

4. Design Standards ........................................................................................................................... 7

5. Environmental Protection .............................................................................................................. 9

6. Soils and Grading ........................................................................................................................... 9

7. Drainage ........................................................................................................................................ 10

8. Pavement Design .......................................................................................................................... 10

9. Recycling ....................................................................................................................................... 12

10. Material Availability ...................................................................................................................... 12

11. Pavement Marking ........................................................................................................................ 12

12. Signage .......................................................................................................................................... 12

13. Lighting ......................................................................................................................................... 13

14. FAA Owned Facilities ................................................................................................................... 13

15. Non-AIP work ............................................................................................................................... 13

16. Engineer’s Estimate ...................................................................................................................... 13

17. DBE Participation ......................................................................................................................... 13

18. Buildings ....................................................................................................................................... 13

19. Airport Operational Safety ............................................................................................................ 14

20. Predesign Meeting Minutes .......................................................................................................... 14


APPENDICES

A. Project Exhibits

B. Engineer’s Estimate of Probable Construction Cost

C. Subsurface Exploration Report

D. Life Cycle Cost Analysis

E. FAA 5100 Pavement Design Form & Supporting Documentation

F. Construction Safety and Phasing Plan

G. Modifications to Standards


1. SCOPE OF WORK

A. Narrative

The scope of work for this project includes reconstruction of the east apron and regrading of the runway safety area (RSA) on the south end of Runway 14/32. The scope of the project will consist of two schedules of work split into two phases. Schedule I (Phase 1) is Apron Reconstruction northeast of the terminal building; and Schedule II (Phase 2) is Runway Safety Area Grading on the Runway 32 end.

The apron reconstruction part of this project will remove and replacement the existing concrete apron pavement including pavement demolition, lime stabilization of the subgrade, surface drainage, and pavement markings.

Figure 1: Project Area Exhibit

This project shall have the following schedules described below in more detail:

Schedule I – Phase 1: Apron Reconstruction This schedule will include the reconstruction of the northeast apron pavement and the subsidiary items associated with this new pavement, excluding the new pavement in front of the fuel farm. The pavement area adjacent to the fuel tanks was reconstructed last year to minimize the impact to fueling operations during the reconstruction of the remainder of the apron. Fueling operations will remain operable during project calendar days. Construction for this schedule is identified as Phase 1. Schedule I – Phase 1 shall be completed concurrently with Schedule II – Phase 2 within the 75 calendar days associated with the award of Schedule I. The closure of Runway 14/32 is not necessary for Schedule I construction; however, the runway shall be closed for the duration of Schedule II – Phase 2.


Schedule II – Phase 2: Runway Safety Area Grading This schedule will consist of grading the Runway 32 Safety Area to meet design standards. The work area surrounds runway end 32. Construction for this schedule is identified as Phase 2. Schedule II – Phase 2 work shall be completed in 10 days concurrently with Schedule I – Phase 1 work. Runway 14/32 will be closed for the duration of Schedule II – Phase 2 construction.

B. Unique and Unusual Site Conditions

There are no unique or unusual site conditions encountered on this project.

C. Age of the Existing Pavement

The Portland cement concrete apron at Northwest Missouri Regional Airport was constructed in 1985. This was the last major maintenance/rehabilitation to the pavement. At the last MoDOT Pavement Condition Index (PCI) inspection in 2011, it was reported that there is high-severity joint seal damage and low-to-medium-severity LTD cracking, faulting, and shattered slabs. Joint spalling, shrinkage cracking and corner breaks were also noted.

D. Current PCI Value

The most recent pavement evaluation, May 2011, determined that the PCI value for the northernmost apron section was 60, which indicates the need for rehabilitation. At the time of the 2011 inspection, it was projected that with no maintenance and due to load, climate, durability and other factors, the PCI value in 2017 will likely be 49.

Figure 2: Northwest Missouri Regional PCI Map


Figure 3: Northwest Missouri Regional PCI Map

E. History of Work Performed in Project Area – Apron

This section of the apron pavement was constructed in 1985 using Portland cement concrete. No other major work has been conducted since the initial construction.


2. PHOTOGRAPHS

Figure 4: Joint spalling on apron pavement (2011).

Figure 5: Overview of apron (2011).


3. LIFE CYCLE COST ANALYSIS

A Life Cycle Cost Analysis was performed for the apron pavement to evaluate the 20-year costs comparing the reconstruction of this area with a Portland cement concrete pavement section versus a bituminous pavement section. Based on the analysis for a 20-year design life the Concrete Alternative is 12% cheaper than the Asphalt Alternative. The reconstruction of the apron will be using a Portland cement concrete pavement section.

The Life Cycle Cost Analysis in included in Appendix D of this report.

A. Asphalt Alternative:

5.0 inches of Bituminous Paving Course (P-401)

7.0 inches of Aggregate Base Course (P-209)

9.0 inches of Fly Ash Treated Subgrade (P-158)

B. Concrete Alternative:

6.0 inches of Portland Cement Concrete Pavement (P-501)

6.0 inches of Aggregate Base Course (P-209)

9.0 inches of Fly Ash Treated Subgrade (P-158)

The life cycle cost comparison favors the new rigid pavement on base course section due to the 20-year overall cost, including the proposed maintenance and rehabilitation of each pavement section. The analysis takes into consideration initial cost and maintenance of each section over a 20-year time-period.

The comparison yielded the following results:

Initial Costs - Asphalt Alternative $46.48 per Square Yard

Initial Costs - Concrete Alternative $66.87 per Square Yard

20 Year Lifespan Cost - Asphalt Alternative $81.40 per Square Yard

20 Year Lifespan Cost - Concrete Alternative $71.41 per Square Yard

See Appendix D for supporting documentation for the Life Cycle Cost Analysis.

4. DESIGN STANDARDS

The Northwest Missouri Regional Airport apron, RSA and other items associated with the reconstruction of this pavement are designed to meet the requirements and specifications of MoDOT Aviation, the 2011 Missouri Standard Specifications Book for Highway Construction, and the most current FAA Advisory Circulars. The new proposed apron pavement grades will meet the pavement surface grading requirements not to exceed a 2% slope. The RSA will tie into existing areas and will vary between 1.5% and 5%. The Advisory Circular 5300-13A Airport Design was referenced for establishing the


components of this project. The geometry used for design of aircraft taxiing pavements is that of the Taxiway Design Group (TDG) 2. The runway is designed to meet the requirements of a Runway Design Code (RDC) for a B-II runway.

The apron construction shall include taxilane centerline and tie down pavement markings. Included in this project will be the painted hold bar and centerline marking for the connector taxilane at the southernmost portion of the airfield. The centerline will connect in with the centerline of the connector taxilane just north, that was completed in the Runway 13/31 reconstruction project of 2016. These markings shall comply with the Standards for Airport Markings, AC 150/5340-1L.

To determine operational usage of pavement on this northeastern portion of apron pavement, autoturn was utilized. A group I and group II aircraft path was reviewed for use over the apron area for operations such as refueling, taxiing to and from the runway, parking at the tie down locations and taxiing to hangars. Upon review of the pavement usage, it has been determined that the bulk of this pavement is eligible for the project up to 27 feet from each hangar. The 27 feet of pavement in front of the existing hangar is considered part of the building and building eligibility rules apply. Pavement removal and tie-in will be much easier at existing concrete joints. Upon consideration of existing concrete joint layout, the actual width reconstructed along the northeast edge of the apron will be within approximately 22’ of the hangar entrances, at an existing concrete joint. Due to larger panel sizes, the south border of the apron in front of the larger City-owned hangars will be reconstructed to approximately 15’ in front of the hangar. These slight expansions of the eligible area will help to reduce construction costs for saw-cut, joint sealant, and removal of partial panels.

Project pavements were analyzed and designed to ensure positive drainage of all pavement surfaces. All portions of the proposed airfield pavement will be situated below the Primary Surface, Transitional Surface and/or Approach Surface, as required by CFR Part 77.

Runway Item ADG II

Standard Comments Standard Met?

Runway Widths 75' (14/32) Yes

Runway Safety Area Width (RSA) 150' Centered on the Runway Centerline

Yes

Runway Safety Area Length (RSA) 300’ Extending from both Runway Ends

Yes

Runway Object Free Area Width (ROFA)

500' Centered on the Runway Centerline

Yes


Taxiway Item TDG 2

Standard Comments

Standard Met?

Taxiway Width 35' Yes

Taxiway Shoulder Widths 15’ Yes

Taxiway Safety Area Width (TSA) 79’ Centered on the Taxiway Centerline

Yes

Taxiway Object Free Area Width (TOFA)

131’ Centered on the Taxiway Centerline

Yes

5. ENVIRONMENTAL PROTECTION

On December 28, 2016, a letter of environmental clearance was submitted to MoDOT in place of a Categorical Exclusion document due to the small scope of potential impact. The new pavement for this project will replace existing pavements and not disturb additional area. Additionally, the regraded RSA will minimally impact the existing environment. This project is categorically excluded per paragraph 5-6.4(e) of FAA Order 1050.1F as referenced in the MoDOT categorical exclusion which was received by email on January 25, 2017.

6. SOILS AND GRADING

A geotechnical study was prepared by TSi Engineering, Inc in November 2014 for Runway 14/32 and the apron to summarize the geotechnical findings. The conclusions and recommendations of their study are presented in the report titled, Report of Subsurface Exploration and Geotechnical Engineering Evaluation, Northwest Missouri Regional Airport, Maryville, MO, dated December 15, 2014. The entire report can be found in Appendix C of this report. This geotechnical study included subsurface exploration to determine soil properties and provided geotechnical recommendations for the pavement design criteria and associated geotechnical recommendations in accordance with the current AC 150/5320-6.

As part of the subsurface exploration portion of the geotechnical study, TSi completed a total of two pavement borings at locations associated with the apron reconstruction.

A laboratory testing program was completed to determine the soil characteristics encountered during the subsurface exploration. Testing included classification, Atterberg Limits, natural moisture content, California Bearing Ratio (CBR), Soil Reaction Modulus (k), and swell/consolidation testing.

Soil conditions encountered at Boring No. B-07 generally consisted of 5.5” of Portland cement concrete and gray, fat clay (CH). Soil conditions encountered at Boring No. 8 generally consisted of 6” of Portland cement concrete and brown, fat clay (CH). Soils from both locations were determined to have significant swell potentials. The report concludes that high plasticity clays should be over-excavated 18” and replaced with Low Volume Change (LVC) fill material. On-site soil treated with lime would qualify as LVC fill material. In follow-up conversations between Ryan Lorton of Jviation and Michael Schmitz of TSi, flyash was allowed to be substituted for lime. Since 9” of flyash treatment worked well on the runway and taxiway projects with similar soils, it will be utilized on the apron project as well.


7. DRAINAGE

The original storm drainage system for the northernmost apron was completed during construction of the apron in 1985. The apron area has adequate site drainage capability.

As the reconstruction of the apron will not stretch beyond the footprint of the existing apron, pavements will not significantly impact the existing runoff basins or drainage characteristics.

A. Rainfall and Runoff

Evaluation of rainfall data was considered in the original design of the apron and appears to be functioning adequately. Re-evaluation is not required by this scope of work.

B. Storm Drains/Structure Design

Storm sewer inlets and culverts have been designed to capture and convey the 100-year storm.

C. Detention Pond Design

This section is not applicable for this project.

D. Special Measures Taken to Mitigate Wildlife Hazards


8. PAVEMENT DESIGN

A. Existing Northeast Apron Pavement

The existing concrete apron portion will be removed in entirety due to the failure and age of the material. Information gathered from Missouri Department of Transportation’s multimodal operations division (aviation section) states that the pavement is over 30 years old. Pavement core results indicate the pavement section consists of 5.5 to 6 inches of Portland cement concrete pavement underlain by soil.

This apron portion of pavement is experiencing LTD cracking, joint spalling and joint sealant damage.

B. Design Assumptions

For the apron pavement a pavement design was performed using the FAA’s pavement design software, FAARFIELD. The geotechnical report completed by TSi Geotechnical recommended the use of a subgrade k value of 100pci based on a CBR of 3. Due to the existing high plasticity clays (CH), the geotechnical engineer also recommended that these materials be replaced with Low Volume Change (LVC) fill. In addition, the geotechnical report also recommended a minimum 6-inch layer of P-209 crushed aggregate base course be utilized to allow drainage. The remainder of the 9 inches of LVC fill will be addressed by use of fly ash treated subbase.

Aircraft included in the fleet mix consist of single-wheel aircraft weighing 12,500 pounds or less with a few operations of heavier aircraft, all under 60,000 pounds. The Federal Aviation Administration AC 150/5320-6F, Airport Pavement Design and Evaluation, requires that ASTM D 698, Standard Test Methods for Laboratory Compaction Characteristics of Soil Using Standard Effort, be utilized for soils beneath pavements for aircraft weighing less than 60,000 pounds.


C. Fleet Mix and Number of Departures for Each Aircraft

Annual departures were based on the 2015 AirNAV data and tenant information provided by the airport personnel. The annual growth rate was estimated from the AirNAV data and past historical operations numbers.

The assumed fleet mix consisted of the following:

No. Name Gross Wt.

lbs Annual

Departures 1 Single Whl-12.5 12,500 3,000 2 Single Whl-10 10,000 2,400 3 Learjet-35A/65A 18,000 100

D. FAARFIELD Pavement Design Output

Per the FAA AC 150/5320-6F Airport Pavement Design and Evaluation, all pavement designs will be computed with the FAA design software for rigid and flexible pavements (FAARFIELD). Based upon the design data presented above, the following pavement sections have been computed by FAARFIELD software with a design life cycle of 20 years.

The FAARFIELD results were as follows:

Figure 6: FAARFIELD apron pavement section

The actual section will include 6 inches of crushed aggregate base course (P-209) per the recommendation of the geotechnical report for providing drainage below the PCC pavement. The remainder of LVC will be addressed by using fly ash stabilization resulting in a proposed 9-inch thick fly ash treated subbase (P-158) below the proposed 6 inches of crushed aggregate base course (P-209).


E. Frost Design

The geotechnical investigation concluded the subgrade material onsite beneath the pavement section is primarily fat clay (CH) with a plasticity index averaging 41. The Frost Group for these types of materials is Frost Group 3 (FG-3).

Historically, a frost depth of 32 inches has been utilized at the Airport. AC 150/5320-6F recommends two methods to contend with frost in FG-3 soils; Complete Frost Protection and Limited Subgrade Frost Penetration. Due to historical frost design and the lack of frost heave in the existing 30-year-old pavement, this project will utilize a Limited Subgrade Frost Penetration.

G. Final design summary on FAA Form 5100-1

Pavement thicknesses based upon aircraft loading were calculated utilizing the current FAA computer program for rigid pavement (FAARFIELD). The FAA 5100-1 form included in this report was designed to be used with the previous pavement design methodology which utilized design aircraft, respective design curves, and equivalent departures. Detailed pavement design information can be found in Appendix E of this report.

H. Conclusion

The recommended pavement section was computed by FAARFIELD and consists of 6 inches of Portland Cement Concrete Pavement (P-501) on 6 inches of Crushed Aggregate Base Course (P-209) on 9 inches of Fly Ash Treated Subgrade (P-158) compacted to a Standard Proctor (ASTM D 698) density.

This recommendation considers the sponsor certification criteria that requires all FAA funded AIP projects to follow the guidelines presented in the current versions of the FAA Advisory Circulars.

9. RECYCLING


10. MATERIAL AVAILABILITY

Portland Cement Concrete and all other project materials are readily available for use in the state of Missouri.

11. PAVEMENT MARKING

All apron pavement markings will be installed per the requirements of the updated FAA AC 150/5300-13A. All new pavements will be striped in accordance with P-620 and FAA Advisory Circular 150/5340-1K, Standards for Airport Markings. The paint materials used will comply with the FAA P-620 Specification and will receive Type III Glass Beads.

12. SIGNAGE

The Contractor will protect all signage during paving operations.


13. LIGHTING


14. FAA OWNED FACILITIES

A. Construction Impacts

There are no impacts to FAA owned facilities for this project.

B. Grading Impacts

There are no grading impacts to FAA owned facilities for this project.

C. Temporary Outages to FAA Equipment


D. Schedule of NAVAID Shutdowns


15. NON-AIP WORK

All funding for the construction of this project will be funded by AIP and local funds. The RSA grading will utilize the Airport’s Non-Primary Entitlement funds and the apron is anticipated to utilize federal discretionary funding.

16. ENGINEER’S ESTIMATE

The Engineer’s cost estimate has been included in Appendix B.

17. DBE PARTICIPATION

MoDOT to establish a DBE goal for construction.

18. BUILDINGS

No new buildings are to be constructed as part of this project.


19. AIRPORT OPERATIONAL SAFETY

A. Construction Safety and Phasing Plan (CSPP)

This project has two schedules with two phases. Each phase will impact operations at the airport, with the Schedule II work requiring Runway 14/32 to be closed for the duration of the Schedule II – Phase 2 work. The detailed phasing is shown on the Phasing drawings of the plan set (G008 through G010).

The Engineer will request NOTAMS to be issued through the airport for all impacts to the Airport Operations Area (AOA). The Contractor will be required to place construction barricades and clearly delineate his construction limits for each phase of work. The contractor shall be familiar with AC 150/5370-2F Operational Safety on Airports during Construction and abide by the requirements at all times during construction. All vehicles and construction equipment will be required to have orange beacons and/or approved orange and white checkered flags visible while operating on airport property.

During construction, all NOTAMS will be issued by the airport staff or engineer as required by the project phasing. Weekly progress meetings will identify proposed closures, allowing for sufficient notice to be given to the airport and airport users.

The CSPP is included in Appendix F of this report.

B. Drawings Detailing Construction Operations Plan

The proposed Contractor staging area, construction access and routes, sequence and phasing of construction, pavement closures, temporary closure marking and lighting, barricade requirements, and safety areas have been included in the plan set sheet G007.

C. Safety Phasing Checklist

The safety phasing checklist will be included in the CSPP.

20. PREDESIGN MEETING MINUTES

No formal predesign meeting occurred for this project, however, several project design/scoping discussions have taken place between Jviation, MoDOT, and the City.

Issued for Bid Appendix A March 30, 2017 Project No: 16-002A-1

APPENDIX A – PROJECT EXHIBITS

Issued for Bid Appendix A March 30, 2017 Project No: 16-002A-1

Intentionally Left Blank

H

A

W

K

R

D

.

RUNWAY 14/32

SCHEDULE I

SCHEDULE II

H

I

G

H

W

A

Y

4

6

NORTHWEST MISSOURI REGIONAL AIRPORT

DATE: DECEMBER 30, 2016 SHEET 1 OF 1

APRON RECONSTRUCTION AND

RUNWAY SAFETY AREA GRADING

®

MARYVILLE, MISSOURI

AutoCAD SHX Text

0

AutoCAD SHX Text

( IN FEET )

AutoCAD SHX Text

GRAPHIC SCALE

AutoCAD SHX Text

180

AutoCAD SHX Text

180

AutoCAD SHX Text

360

AutoCAD SHX Text

JEFFERSON CITY, MO 65109

AutoCAD SHX Text

931 WILDWOOD DRIVE

AutoCAD SHX Text

SUITE 101

AutoCAD SHX Text

573-636-3200

AutoCAD SHX Text

FAX:

AutoCAD SHX Text

573-636-3201

AutoCAD SHX Text

PHONE:

AutoCAD SHX Text

WWW.JVIATION.COM

AutoCAD SHX Text

SCHEDULE II

AutoCAD SHX Text

LEGEND:

AutoCAD SHX Text

SCHEDULE I

14

32

RW1432MY-10 (68)

TWAMY-10 (54)

TH01MY-10 (85)

TH01MY-20 (20)

A01MY-10 (60)

A01MY-20 (97)

TWCMY-10 (94)

RW1432MY-20 (99)

TWBMY-10 (33)

TH01MY-40 (98)

TH01MY-50 (93)

TH01MY-30 (100)

RW1836AU-10 (98)

SECTION IDENTIFIER

BRANCH IDENTIFIER

LEGEND

SECTION BREAK LINE

PAVEMENT CONDITION INDEX

PCI VALUE

0

50

40

65

80

100

AGENCY:

LOCATION:

PAGE TITLE:

PROJECT DATE:

DRAWING SCALE:

FILENAME:

LAST MODIFIED DATE:

CREATION DATE: PROJECT MANAGER:

REVISED BY:

LAYOUT NAME/NUMBER:

DRAWN BY:

JOB NUMBER:

Missouri Department of Transportation

Northwest Missouri Regional AirportMaryville, Mo.

PAVEMENT CONDITION INDEX MAP

JAN. 2011 JAN. 2011 MRC 10-041-AM01

1"=400' SEPT. 2011 DSP DSP

Maryville.dwg PCIFIGURE:

8

115 W. Main Street, Suite 400Urbana, IL 61801

Tel: (217) 398-3977Fax: (217) 398-4027

1301 Kingshighway, Suite LCape Girardeau, MO 63701

Tel: (573) 332-8200Fax: (573) 332-8244

GLD, Inc.

Engineering Consultants

Gertis, Lester, Dameron & Associates, Inc.

Issued for Bid Appendix B March 30, 2017 Project No: 16-002A-1

APPENDIX B – ENGINEER’S ESTIMATE OF PROBABLE CONSTRUCTION COSTS

Issued for Bid Appendix B March 30, 2017 Project No: 16-002A-1


Unit $ Item $ Unit $ Item $

P-105 MOBILIZATIONP-105a Mobilization LS 1 73,235.60$ 73,235.60$ 1 8,582.00$ 8,582.00$

P-101 PAVEMENT REMOVALP-101a Full Depth PCC Pavement Removal SY 7,292 8.00$ 58,336.00$ - 8.00$ -$

P-152 EXCAVATION, SUBGRADE, AND EMBANKMENTP-152a Overexcavation and Replacement SY 300 12.00$ 3,600.00$ 850 12.00$ 10,200.00$ P-152b Unclassified Excavation CY 1,500 12.00$ 18,000.00$ 3,000 12.00$ 36,000.00$

P-156TEMPORARY AIR AND WATER POLLUTION, SOIL EROSION, AND SILTATION CONTROL

P-156a Silt Fence LF - 4.00$ -$ 1,500 4.00$ 6,000.00$ P-156b Ditch Check EA - 250.00$ -$ 3 250.00$ 750.00$ P-156c Culvert Protection EA - -$ 2 250.00$ 500.00$

P-158 FLY ASH TREATED SUBGRADEP-158a 9-Inch Fly Ash Treated Subgrade SY 7,292 10.00$ 72,920.00$ - 10.00$ -$ P-158b Class C Fly Ash TON 440 80.00$ 35,200.00$ - 80.00$ -$

P-209 CRUSHED AGGREGATE BASE COURSEP-209a 6-Inch Crushed Aggregate Base Course SY 7,292 10.00$ 72,920.00$ - 10.00$ -$

P-312 NON-WOVEN GEOTEXTILE FABRICSP-312a Stabilization Fabric SY 7,292 2.50$ 18,230.00$ - 2.50$ -$

P-501 PORTLAND CEMENT CONCRETE (PCC) PAVEMENTP-501a 6-Inch Portland Cement Concrete Pavement SY 7,292 55.00$ 401,060.00$ - 55.00$ -$

P-620 RUNWAY AND TAXIWAY PAINTINGP-620a Airport Taxiway Pavement Marking (Yellow) SF 105 11.00$ 1,155.00$ - 1.25$ -$ P-620b Airport Pavement Marking (Black) SF 210 11.00$ 2,310.00$ - 1.25$ -$

P-640 AIRCRAFT TIEDOWN ANCHORSP-640a Aircraft Tiedown Anchors EA 33 575.00$ 18,975.00$ - 575.00$ -$

D-701 PIPE FOR STORM DRAINS AND CULVERTSD-701a 12" Reinforced Concrete Pipe LF 210 70.00$ 14,700.00$ - 90.00$ -$ D-701b Existing Storm Pipe Removal LF 210 40.00$ 8,400.00$ - 40.00$ -$

D-705 PIPE UNDERDRAINS FOR AIRPORTSD-705a Install 6-Inch Non-Perforated Polyethylene Pipe LF - 20.00$ -$ 450 20.00$ 9,000.00$ D-705b Existing 4" PVC Underdrain Outlet Pipe Removal LF - 10.00$ -$ 405 10.00$ 4,050.00$

D-751 MANHOLES, CATCH BASINS, INLETS AND INSPECTION HOLESD-751a Aircraft Rated Inlet EA 1 5,000.00$ 5,000.00$ - 5,000.00$ -$ D-751b Existing Inlet Removal EA 1 500.00$ 500.00$ - 500.00$ -$ D-751c Install 6-Inch Underdrain Outfall EA - 1,000.00$ -$ 11 1,000.00$ 11,000.00$

L-108 UNDERGROUND POWER CABLE FOR AIRPORTSL-108a Adjust Existing Runway Power Cable LF - 10.00$ -$ 85 2.00$ 170.00$ L-108b Adjust Existing PAPI Power Cable LF - 10.00$ -$ 80 2.00$ 160.00$

L-125 INSTALLATION OF AIRPORT LIGHTING SYSTEMSL-125a Adjust Runway/Taxiway Stake Mounted Edge Light EA - 150.00$ -$ 16 40.00$ 640.00$

T-901 SEEDINGT-901a Seeding with Hydromulch AC 0.5 2,100.00$ 1,050.00$ 3.5 2,100.00$ 7,350.00$

805,591.60$ 94,402.00$ TOTAL CONSTRUCTION ESTIMATE 899,993.60$ ESTIMATED CONSTRUCTION MANAGEMENTTOTAL 899,993.60$

ITEM ITEM DESCRIPTION UNIT

SCHEDULE IIRUNWAY SAFETY AREA GRADING

QNTYEngineer's Estimate

SCHEDULE I APRON RECONSTRUCTION

QNTYEngineer's Estimate

Issued for Bid Appendix C March 30, 2017 Project No: 16-002A-1

APPENDIX C – SUBSURFACE EXPLORATION REPORT

Issued for Bid Appendix C March 30, 2017 Project No: 16-002A-1


REPORT OF SUBSURFACE EXPLORATION AND

GEOTECHNICAL ENGINEERING EVALUATION

NORTHWEST MISSOURI REGIONAL AIRPORT

MARYVILLE, MISSOURI

TSI PROJECT NUMBER 20142062

JVIATION, INC.

900 S. Broadway, Suite 350

Denver, Colorado 80209

1322 Adams Street

Kansas City, Kansas 66103

December 15, 2014

engineering,inc.

CONTENTS

1.0 SCOPE OF WORK ........................................................................................................................1

2.0 SITE AND PROJECT DESCRIPTIONS ..............................................................................................2

3.0 FIELD EXPLORATION AND LABORATORY TESTING .....................................................................3

3.1 Field Exploration ................................................................................................................3 3.2 Laboratory Testing .............................................................................................................3

4.0 SUBSURFACE CONDITIONS .........................................................................................................4 4.1 Generalized Subsurface Profile ..........................................................................................4 4.2 Groundwater .......................................................................................................................4

5.0 ENGINEERING ASSESSMENTS AND RECOMMENDATIONS ............................................................5

5.1 Swelling Clay Considerations ............................................................................................5 5.2 Pavement Design ................................................................................................................5

6.0 SITE PREPARATION AND EXCAVATION CONSIDERATIONS ..........................................................7 6.1 Subgrade Preparation..........................................................................................................7 6.2 Excavations.........................................................................................................................7

6.3 Subgrade Protection............................................................................................................7 6.4 Fill and Backfill Materials ..................................................................................................8

6.5 Fill and Backfill Placement ................................................................................................8 6.6 Groundwater Considerations ..............................................................................................8

7.0 CONSTRUCTION OBSERVATION AND TESTING ............................................................................9

8.0 REPORT LIMITATIONS ..............................................................................................................10

Appendix A – Site and Boring Location Plan, Figure 1

Appendix B – Boring Logs

General Notes

Unified Soil Classification System

Appendix C – Pavement Core Photographs

1

SUBSURFACE EXPLORATION AND

GEOTECHNICAL ENGINEERING EVALUATION

NW MO REGIONAL AIRPORT

MARYVILLE, MISSOURI

1.0 SCOPE OF WORK

This report summarizes the results of a geotechnical study performed for the proposed

reconstruction of Runway 14-32 and apron rehabilitation at the Northwest Missouri Regional

Airport in Maryville, Missouri. The study was performed in general accordance with TSi’s

proposal to Jviation, dated August 4, 2014. Based on TSi’s understanding of the project, the

following items have been identified for inclusion in this study report:

subsurface conditions at the boring locations;

laboratory test results;

influence of groundwater on the project;

excavation considerations;

preparation of fill subgrades;

recommendations for fill materials, placement, and compaction; and,

pavement subgrade recommendations.

2

2.0 SITE AND PROJECT DESCRIPTIONS

The following project understanding is based on discussions with Jviation and a site

reconnaissance by a geotechnical engineer from TSi. The project consists of improvements at

the Northwest Missouri Regional Airport at Maryville, Missouri. The general location of the

project site is shown below. The Site and Boring Location Plan, Figure 1 in Appendix A,

provides a more detailed plan of the project area.

The Northwest Missouri Regional Airport is in the early stages of design for the reconstruction

of Runway 14-32 and an apron rehabilitation. The proposed project includes reconstructing the

north 4,000 feet of Runway 14-32 and rehabilitating the east half of the apron.

Maryville, MO

NW MO

Regional Airport

3

3.0 FIELD EXPLORATION AND LABORATORY TESTING 3.1 FIELD EXPLORATION On November 19, 2014, TSi conducted an exploration program at the project site consisting of eight borings, designated as Borings B-1 through -8. Six of the borings were along the existing runway and two were in the apron. The pavement at each boring location was cored and photographed. The pavement core photographs from this exploration are included in Appendix C. The approximate locations of the cores are indicated on the Site and Boring Location Plan, Figure 1 in Appendix A. The pavement cores were drilled using a pavement core machine with a 6-inch diameter pavement core barrel and a CME-45 truck-mounted drill rig to advance flight auger drilling tools. Three standard penetration test (ASTM D 1586) samples and one Shelby tube (ASTM D 1587) sample were obtained at each boring. Auger cuttings were collected from the top 5 feet of the borings and combined to form three composite samples for modified Proctor moisture density relationship and California Bearing Ratio tests (CBR). One composite sample was collected for the apron (B-07 and -08), one for the north section of the runway (B-04, -05 and -06) and one for the south section of the runway (B-01, -02 and -03). The results of the field tests and measurements were recorded on field logs and appropriate data sheets by TSi’s engineer. Those data sheets and logs contain information concerning the exploration methods, samples attempted and recovered, indications of the presence of various subsurface materials, and the observation of groundwater. The field logs and data sheets contain the engineer’s interpretations of the conditions between samples, based on the performance of the exploration equipment and the cuttings brought to the surface. The final data included in this report were based on the field logs, modified as appropriate based on the results of laboratory testing of soil samples.

3.2 LABORATORY TESTING A laboratory testing program was conducted by TSi to determine selected engineering properties of the obtained soil samples. The following laboratory tests were performed on the samples recovered from the borings:

visual descriptions by color and texture of each sample (ASTM 2488);

natural moisture content of fine-grained samples (ASTM D 2216);

Atterberg limits on selected cohesive samples (ASTM D 4318);

grain size analysis of granular soils (ASTM D422); and

California Bearing Ratio (CBR) (ASTM D 6951). The results of the laboratory tests are summarized on the boring logs. The analyses and conclusions contained in this report are based on field and laboratory test results and on the interpretations of the subsurface conditions as reported on the logs. Only data pertinent to the objectives of this report have been included on the logs; therefore, these logs should not be used for other purposes.

4

4.0 SUBSURFACE CONDITIONS

Details of the subsurface conditions encountered at the core locations and their pertinent

engineering characteristics are described in the following paragraphs. Conditions represented by

the cores should be considered applicable only at these locations on the dates shown; the

reported conditions may be different at other locations or at other times.

4.1 GENERALIZED SUBSURFACE PROFILE

The borings and pavement cores generally encountered approximately 6 inches of Portland

cement concrete (PCC) pavement along the runway underlain by about 6 inches of base rock.

Exceptions to this were B-03 which encountered about 16 inches of base rock and B-06 which

encountered a thin layer of asphaltic concrete (AC) beneath 7 inches of PCC. The apron area

consisted of approximately 6 inches of PCC with no base rock encountered. Table 1 below lists

the pavement type and thicknesses encountered at each boring and pavement core:

TABLE 1.

PAVEMENT MATERIALS THICKNESS

Boring Concrete (in) Asphalt (in) Base Rock (in) Location

B-01 6.0 NE 6.0 Runway


B-03 5.5 NE 16.0 Runway

B-04 5.75 NE 6.0 Runway


B-06 7.0 1.75 6.0 Runway

B-07 5.5 NE NE Apron

B-08 6.0 NE NE Apron NE = Not Encountered

Underlying the pavement materials at most of the borings is a gray-brown fat clay (CH, in

accordance with the Unified Soil Classification System) with varying amounts of sand.

Moisture content tests of the fat clay range from 4% to 29% with an average of 23%. Atterberg

limits tests on samples of the clay resulted in liquid limits that range from 48 to 73 (average 62)

and with plasticity indices that range from 29 to 50 (average 41). Dry unit weights of the clay

range from 93 to 100 pounds per cubic feet (pcf) with an average of 94 pcf. Undrained shear

strengths of the clay range from 0.63 to 3.25 tons per square feet (tsf) with an average of 1.23 tsf.

4.2 GROUNDWATER

Groundwater was not encountered beneath the pavement during this investigation. The presence

or absence of groundwater at a particular location does not necessarily mean that groundwater

will be present or absent at that location at other times. Seasonal variations and other unknown

considerations could cause fluctuations in water levels and the presence of water in the soils.

5

5.0 ENGINEERING ASSESSMENTS AND RECOMMENDATIONS

5.1 SWELLING CLAY CONSIDERATIONS

Laboratory tests indicated that the on-site soils are high plasticity clays with high shrink/swell

potential. High plasticity fat clays will be exposed during grading. Fat clays are of concern with

regard to their potential for volume change. These materials swell when they absorb water and

shrink when they dry out. This concern applies to these materials whether they are in their

natural condition or used as fill material. Potential detrimental effects for development of the

site include heaving, settlement, and differential movements of pavements constructed directly

over these materials.

It is recommended that where high plasticity clays (CH) are found at the subgrade levels of the

proposed pavement, they should be overexcavated to a depth of 18 inches below the subgrade

level. These materials should be replaced with Low Volume Change (LVC) fill material, as

discussed in Section 6.4 of this report. If the on-site soils are treated with lime, the modified clay

will meet the requirements of an LVC fill material. The optimum lime percentage was not part

of this scope of work and will need to be determined in the laboratory before construction

activities begin.

In addition to the removal and replacement or treatment, some relatively simple design and

construction considerations are recommended that will help to maintain the natural moisture

contents of the clays. Avoiding conditions that could result in excessive wetting or drying of

these materials will reduce their potential for volume change. The following design and

construction precautions are recommended:

1. Positive surface drainage should be provided during and after construction to prevent the

ponding of water on, or adjacent to, pavements.

2. Stormwater runoff should be collected and carried away from the pavements to avoid

saturating the subgrade under the pavements.

3. Excessive watering of grass adjacent to the pavements should be avoided.

These considerations should be incorporated into the site grading and development plans for the

project. In addition, individual structures/pavement areas should be observed during

construction to determine the specific soil conditions that exist at that location and the most

prudent approach for mitigating any swelling soil concerns.

5.2 PAVEMENT DESIGN

The fat clay encountered at the borings is not appropriate for support of the pavement section and

allows very little drainage. The native clay soils at the site will require lime treatment to be

acceptable for pavement support. The pavement section should also be directly underlain by a

crushed limestone layer, such as MoDOT Type 5, (minimum 6 inches) to allow drainage. The

lime-treated soils and crushed limestone may be counted in the LVC fill requirement in Section

5.1.

6

Lime-modified Proctor and CBR testing was not included in the scope of this work. Based upon

previous experience, the lime application will need to be applied at a rate of 3% to 5% of the

treated soil on a dry unit weight basis. The exact amount of lime application should be

determined in the laboratory before construction begins. The soil should be treated and

compacted in lifts with a maximum thickness of 9.0 inches to help mixing of the soil and lime.

The CBR value for lime-treated soils will be greater than the CBR values measured in the native

clay. The stabilized soil should be compacted as recommended in Section 6.5 of this report.

Suggested specifications for the lime treatment can be provided if desired.

Three CBR tests of the native fat clay were performed, one on a combined sample from B-01,

-02 and -03, one on a combined sample from B-04, -05 and -06, and one on a combined sample

from B-07 and -08. Table 2 below lists the results of the CBR tests and the modified Proctor test

results.

TABLE 2

CBR AND MODIFIED PROCTOR TEST RESULTS

Sample Location Maximum Dry

Density (pcf)

Optimum Moisture

Content (%) CBR Value

B-01, -02, -03 121.0 12.2 3.0

B-04, -05, -06 117.6 14.8 3.0

B-07, -08 117.5 13.4 3.0

Based on the general character of the on-site subsurface conditions and assuming a properly

prepared subgrade, the measured CBR value of 3 is considered appropriate for use in designing

the flexible pavement sections for the site. A resilient modulus value can be estimated by using

the CBR value of 3 with the following equation, as taken from the AASHTO design guide:

Resilient modulus = 2555 (CBR)0.64

Rigid pavement design can be based on a modulus-of-subgrade reaction (k) of 100 pounds per

cubic inch (pci) for the subgrade. These values for rigid and flexible pavement design are based

on the requirement that the pavement subgrade is prepared in accordance with the

recommendations provided in this report.

7

6.0 SITE PREPARATION AND EXCAVATION CONSIDERATIONS

6.1 SUBGRADE PREPARATION

Construction areas should be stripped of vegetation, root mass, organic soil, fill material,

pavement and any deleterious materials prior to site excavation and grading. Care should be

taken during stripping to prevent excessive disturbance of the underlying soil. After the removal

of these materials, and where further excavation is not required, the exposed subgrade should be

proofrolled. Proofrolling is accomplished by passing over the subgrade with proper equipment

such as a loaded tandem-axle dump truck or scraper, and observing the subgrade for pockets of

excessively soft, wet, disturbed, or otherwise unsuitable soils. Any unacceptable materials thus

found should be excavated and either recompacted or replaced with new structural fill.

Prior to placing fill in any area, the subgrade should be scarified to a depth of about 6 inches, the

moisture content adjusted to near its optimum moisture content, and the subgrade recompacted in

accordance with recommendations made in subsequent sections of this report. The

recommended proofrolling and/or scarification and recompaction may be waived if, in the

opinion of a geotechnical engineer, this procedure would be detrimental or unnecessary.

Following the satisfactory preparation of the subgrade, controlled fill material may be placed.

6.2 EXCAVATIONS

The existing fill and clay soils on the site can be excavated using conventional earth moving

equipment and methods. Trenching, excavating, and bracing should be performed in accordance

with OSHA (Occupational Safety and Health Administration) regulations and other applicable

regulatory agencies. In accordance with the OSHA excavation standards, the existing fat clay fill

soils at the site are considered Type C, which requires a side slope for excavations of not steeper

than 1.5 horizontal to 1.0 vertical (1.5H:1.0V). However, worker safety and classification of the

excavation soil is the responsibility of the contractor. Also according to OSHA requirements,

any excavation extending to a depth of more than 20 feet must be designed by a registered

professional engineer.

6.3 SUBGRADE PROTECTION

Construction areas should be properly drained in order to reduce or prevent surface runoff from

collecting on the exposed subgrade in excavations. Any ponded water on the exposed subgrade

should be removed immediately. Temporary stormwater swales and collection areas may be

required to control surface water flow into low areas of the site or into trench excavations.

Excavations should be kept dry and foot traffic on the bearing surface should be kept to a

minimum. Any disturbed, loose, or soft material that is encountered or develops in the

excavations should be removed.

8

6.4 FILL AND BACKFILL MATERIALS

Engineered fill should consist of approved soils or crushed limestone material, free of organic

matter and debris. Fill material placed within 18 inches of the pavement subgrade should consist

of select LVC material. The LVC fill should consist of approved, well-graded granular materials

or low to moderate plasticity cohesive soil. Low to moderate plasticity cohesive materials used

as LVC fill should consist of inorganic clay with a liquid limit less than 50 and a plasticity index

of less than 25. Granular fill should have a maximum particle size of 1.5 inches. The natural fat

clay soils present on this site cannot be used for LVC fill unless modified with lime treatment.

Some of the soil on the site will require the addition of moisture prior to compaction. This

should be performed in a controlled manner, and the moistened soil should be thoroughly

blended to produce a uniform moisture content. Fat clays and shale should be compacted wet of

their optimum moisture content. If fill is placed during the winter season, fill materials should be

carefully observed to see that no ice or frozen soils are placed as fill or remain in the base

materials upon which fill is placed.

Some of the on-site soil may require moisture reduction prior to compaction. During warm

weather, moisture reduction can generally be accomplished by disking, or otherwise aerating the

soil. When air-drying is not possible, a moisture-reducing chemical additive, such as lime or

Class C fly ash, could be used as a drying agent.

6.5 FILL AND BACKFILL PLACEMENT

Cohesive fill should be compacted to a dry density of at least 95% of the modified Proctor

maximum dry density (ASTM D 1557) of the soil. Granular material, such as crushed limestone,

should be compacted to at least 100% of the modified Proctor maximum dry density. The

moisture content of lean clay at the time of compaction should generally be within ±3% of the

optimum moisture content of the material as determined by the standard Proctor compaction test.

Fat clay material should be placed and maintained at a moisture content ranging from 0 to 4%

wet of the optimum. Fill should be placed in loose lifts not in excess of 8 inches thick, and

compacted to the aforementioned criterion. However, it may be necessary to place fill in thinner

lifts to achieve the recommended compaction when using small hand-operated equipment.

6.6 GROUNDWATER CONSIDERATIONS

No groundwater was encountered while drilling in any of the borings. The presence or absence

of groundwater at a particular location does not necessarily indicate that groundwater will be

present or absent at that location at other times. Seasonal variations and other unknown

considerations could cause fluctuations in water levels and the presence of water in the soils.

9

7.0 CONSTRUCTION OBSERVATION AND TESTING

It is recommended that TSi be retained during construction to perform testing and observation

services for the following items:

removal of existing pavements and any deleterious materials;

proofrolling, recompaction, and preparation of the pavement subgrade;

placement and compaction of fill and backfill; and

quality assurance testing for concrete and pavement materials.

These quality assurance services should help to verify the design assumptions and maintain

construction procedures in accordance with the project plans, specifications, and good

engineering practice.

10

8.0 REPORT LIMITATIONS

This geotechnical report has been prepared for the exclusive use of JVIATION, INC. for the

specific application to the subject project. The information and recommendations contained in

this report have been made in accordance with generally accepted geotechnical and foundation

engineering practices; no other warranties are implied or expressed.

The assessments and recommendations submitted in this report are based in part upon the data

obtained from the cores. The nature and extent of variations between the cores may not be

evident at this time. If variations appear evident at a later date, it may be necessary to re-

evaluate the recommendations of this report.

We emphasize that this report was prepared for design purposes only and may not be sufficient

to prepare an accurate construction bid. Contractors reviewing this report should acknowledge

that the information and recommendations contained herein are for design purposes.

If conditions at the site have changed due to natural causes or other operations, this report should

be reviewed by TSi to determine the applicability of the analyses and recommendations

considering the changed conditions. The report should also be reviewed by TSi if changes occur

in the location, size, elevations, grading, and site development plans or the project concepts.

TSi requests the opportunity to review the final plans and specifications for the project prior to

construction to verify that the recommendations in this report are properly interpreted and

incorporated in the design and construction documents. If TSi is not accorded the opportunity to

make this recommended review, we can assume no responsibility for the misinterpretation of our

recommendations.

APPENDIX A

____________________________________________________________ Site and Boring Location Plan

B-1

B-2

Scale 1 in = 86 ft

Pavement Core Location

B-3 B-4

B-5

B-6

B-7

Project No. 20142062

NW MO Regional Airport Runway 14-32

Maryville, Missouri

Figure 1, Site and Boring Location Plan

Approved by: KDF

Legend

B-8

1 inch = 615 feet

APPENDIX B

____________________________________________________________ Boring Logs

General Notes

Unified Soil Classification System

65 22

94

61

67

94

2397

6910

446

SS-1

SS-2

ST-1

SS-3

10

8

27

15

0.93 93 43

Portland cement concrete (6")

Crushed limestone (6")

Clayey GRAVEL (GC)

Gray, fat CLAY (CH)

(90% passing No. 200 sieve)

Boring terminated at 10.0 ft.

10.00

NW MO Regional Airport Runway 14-32Maryville, MO

LOG OF BORING NO. B-01

5

10

15

20142062

11/19/1411/19/14JAA

Boring drilled with core machine and CME-45 using autoSPT. Groundwater not encountered during drilling.

See Site and BoringLocation Plan

KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14

Date Boring Started:

Surface El.:

Location:

MATERIAL DESCRIPTION

The stratification lines represent approximate strata boundaries.Project No.:

Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#

In situations, the transition may be gradual.

Uni

t D

ry W

eigh

t,

Remarks:

RQ

D

Project Description:

Date Boring Completed:Engineer/Geologist:

Dep

th, f

eet

engineering, inc.(913) 749-4010 (913) 749-4011 FAXKansas City, KS 661031322 Adams StreetTSi Engineering

73 23

44

78

58

89

1877

104023

776

SS-1

SS-2

ST-1

SS-3

8

25

28

26

1.11 95 50



Clayey GRAVEL (GC)

Gray, fat CLAY (CH)



10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


48 19

50

88

100

83

12109

445

346

SS-1

ST-1

SS-2

SS-3

15

28

28

23

0.63 93 29

Portland cement concrete (5.5")


Gray, lean CLAY (CL)


-trace gravel between 6.0 and 6.2ft.

-brown below 8.5 ft.


10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


70 21

67

67

100

100

799

334

447

ST-1

SS-1

SS-2

SS-3

4

23

30

21

49



Brown, Clayey GRAVEL (GC)


Gray, fat CLAY (CH)


10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


69 21

58

83

100

100

51010

567

447

ST-1

SS-1

SS-2

SS-3

24

32

24

26

100

48



Brown. clayey GRAVEL (GC)(25% passing No. 200 sieve)

Black, fat CLAY (CH)



10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


70 2350

50

67

83

102034

122417

7912

ST-1

SS-1

SS-2

SS-3

27

24

24

25

3.25 47


Asphalt (1.75")Crushed limestone (6")Clayey GRAVEL (GC)Black, fat CLAY (CH)(96% passing No. 200 sieve)



10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


51 1850

100

100

100

499

556

456

ST-1

SS-1

SS-2

SS-3

26

28

21

29

0.78 33


Gray, fat CLAY (CH)




10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


50 1875

100

100

100

445

567

455

ST-1

SS-1

SS-2

SS-3

29

28

21

28

0.66 32


Brown, fat CLAY (CH)



10.00



5

10

15

20142062

11/19/1411/19/14JAA



KC

LO

G W

ITH

LA

B 2

0142

062

NW

MO

RE

GIO

NA

L A

IRP

OR

T R

UN

WA

Y 1

4-32

.GP

J 1

2/15

/14


Surface El.:

Location:



Rec

over

y %

Han

d P

enet

rom

eter

Gra

phic

Log

Sam

ples

Und

rain

edS

hear

Str

engt

h, T

SF

Blo

ws

Per

6 in

ches

Pen

etra

tion

TS

F

lb/c

u ft

.

Wat

er C

onte

nt, %

Liqu

id L

imit

Pla

stic

Lim

it

Pla

stic

ity I

ndex

Completion Depth:

Sam

ple

#


Uni

t D

ry W

eigh

t,

Remarks:

RQ

D



Dep

th, f

eet


GENERAL NOTES The number of borings is based on: topographic and geologic factors; the magnitude of structure loading; the size, shape, and value of the structure; consequences of failure; and other factors. The type and sequence of sampling are selected to reduce the possibility of undiscovered anomalies and maintain drilling efficiency. Attempts are made to detect and/or identify occurrences during drilling and sampling such as the presence of water, boulders, gas, zones of lost circulation, relative ease or resistance to drilling progress, unusual sample recovery, variation in resistance to driving split-spoon samplers, unusual odors, etc. However, lack of notation regarding these occurrences does not preclude their presence. Although attempts are made to obtain stabilized groundwater levels, the levels shown on the Logs of Boring may not have stabilized, particularly in more impermeable cohesive soils. Consequently, the indicated groundwater levels may not represent present or future levels. Groundwater levels may vary significantly over time due to the effects of precipitation, infiltration, or other factors not evident at the time indicated. Unless otherwise noted, soil classifications indicated on the Logs of Boring are based on visual observations and are not the result of classification tests. Although visual classifications are performed by experienced technicians or engineers, classifications so made may not be conclusive. Generally, variations in texture less than one foot in thickness are described as layers within a stratum, while thicker zones are logged as individual strata. However, minor anomalies and changes of questionable lateral extent may appear only in the verbal description. The lines indicating changes in strata on the Logs of Borings are approximate boundaries only, as the actual material change may be between samples or may be a gradual transition. Samples chosen for laboratory testing are selected in such a manner as to measure selected physical characteristics of each material encountered. However, as samples are recovered only intermittently and not all samples undergo a complete series of tests, the results of such tests may not conclusively represent the characteristics of all subsurface materials present.

engineering,

NOTATION USED ON BORING LOGS

APPROXIMATE PROPORTIONS PARTICLE SIZE

TRACE <15% BOULDERS >12 Inches WITH 15-30% COBBLES 12 Inches – 3 Inches MODIFIER >30% GRAVEL Coarse 3 Inches – ¾ Inch Fine ¾ Inch – No. 4 Sieve (4.750 mm) Clay or clayey may be used as major material or modifier, regardless of relative proportions, if the clay content is sufficient to dominate the soil properties.

SAND Coarse Medium Fine SILT CLAY

No. 4 – No. 10 Sieve (2.000 mm) No. 10 – No. 40 Sieve (0.420 mm) No. 40 – No. 200 Sieve (0.074 mm) No. 200 Sieve - 0.002 mm < 0.002 mm

PENETRATION – BLOWS Number of impacts of a 140-pound hammer falling a distance of 30 inches to cause a standard split-barrel sampler, 1 3/8 inches I.D., to penetrate a distance of 6 inches. The number of impacts for the first 6 inches of penetration is known as the seating drive. The sum of the impacts for the last 12 inches of penetration is the Standard Penetration Test Resistance or “N” value, blows per foot. For example, if blows = 6-8-9, “N” = 8+9 or 17.

OTHER NOTATIONS Recovery % – length of recovered soil divided by length of sample attempted. 50/2” Impacts of hammer to cause sampler to penetrate the indicated number of inches WR Sampler penetrated under the static loading of the weight of the drill rods WH Sampler penetrated under the static loading the weight of the hammer and drill rods HSA Hollow stem auger drilling method FA Flight auger drilling method RW Rotary wash drilling methods with drilling mud AH Automatic hammer used for Standard Penetration Test sample SH Safety hammer with rope and cathead used for Standard Penetration Test sample

GRAPHIC SYMBOLS Depth at which groundwater was encountered during drilling Depth at which groundwater was measured after drilling

Standard Penetration Test Sample, ASTM D1586

3-inch diameter Shelby Tube Sample, ASTM D1587

G Sample grabbed from auger

NX Size rock core sample engineering,

UNIFIED SOIL CLASSIFICATION SYSTEM, (ASTM D-2487)

Major Divisions Group

Symbols Typical Names Laboratory Classification Criteria

GW

Well-graded gravels, gravel-

sand mixtures, little or no fines

Cu = D60 greater than 4; Cc = (D30)2 between 1 and 3

D10 D10 x D60

GP Poorly graded gravels, gravel-

sand mixtures, little or no fines Not meeting all gradation requirements for GW

GMa

d Silty gravels, gravel-sand-silt

mixtures

Atterberg limits below “A”

line or P.1. less than 4

Above “A” line

with P.1. between 4

and 7 are borderline

cases requiring use

of dual symbols

u

GC Clayey gravels, gravel-sand-

clay mixtures

Atterberg limits below “A”

line with P.1. greater than 7

SW

Well-graded sands, gravelly

sands, little or no fines

Cu = D60 greater than 6; Cc = (D30)2 between 1 and 3

D10 D10 x D60

SP Poorly graded sands, gravelly

sands, little or no fines Not meeting all gradation requirements for SW

SMa

d Silty sands, sand-mix mixtures

Atterberg limits about “A”

line or P.I. less than 4

Limits plotting in

hatched zone with

P.I. between 4 and

7 are borderline

cases requiring use

of dual symbols

u

SC Clayey sands, sand-clay

mixtures

Atterberg limits about “A”

line with P.I. greater than 7

ML

Inorganic silts and very fine

sands, rock flour, silty or

clayey fine sands, or clayey

silts with slight plasticity

CL

Inorganic clays of low to

medium plasticity, gravelly

clays, sandy clays, silty clays,

lean clays

OL Organic silts and organic silty

clays of low plasticity

MH Inorganic silts, micaceous or

diatomaceous fine sandy or

silty soils, elastic silts

CH Inorganic clays of medium to

high plasticity, organic silts

OH Organic clays of medium to

high plasticity, organic silts

Pt Peat and other highly organic

soils

aDivision of GM and SM groups into subdivisions of d and u are for roads and airfields only. Subdivision is based on Atterberg limits; suffix d used

when L.L. is 26 or less and the P.1. is 6 or less; the suffix u used when L.L. is greater than 28. bBorderline classifications, used for soils possessing characteristics of two groups, are designated by combinations of group symbols. For example:

GW-GC, well-graded gravel-sand mixture with clay binder. T:\Geotechnical Group\Notes for Geotech Reports\Unified Soil Classifications System2.doc

Gra

vel

s

(Mo

re t

han

hal

f o

f co

arse

fra

ctio

n i

s

larg

er t

han

No

. 4

sie

ve

size

)

Cle

an g

rav

els

(Lit

tle

or

no

fin

es)

San

ds

wit

h f

ines

(Ap

pre

ciab

le a

mo

un

t

of

fin

es)

Sil

ts a

nd

cla

ys

(Liq

uid

lim

it l

ess

than

50

)

Fin

e-g

rain

ed s

oil

s

(Mo

re t

han

hal

f o

f m

ater

ials

is

smal

ler

than

No.

20

0 s

iev

e si

ze)

Sil

ts a

nd

cla

ys

(Liq

uid

lim

it g

reat

er

than

50

)

Hig

hly

org

anic

soil

s

Co

arse

-gra

ined

soil

s

(Mo

re t

han

hal

f o

f m

ater

ials

is

larg

er t

han

No

. 2

00

sie

ve

size

)

San

ds

(Mo

re t

han

hal

f o

f co

arse

fra

ctio

n i

s

smal

ler

than

No

. 4

sie

ve

size

)

Gra

vel

s w

ith

fin

es

(Ap

pre

ciab

le a

mo

un

t

of

fin

es)

Cle

an s

and

s

(Lit

tle

or

no

fin

es)

Det

erm

ine

per

cen

tag

es o

f sa

nd a

nd

gra

vel

fro

m g

rain

-siz

e cu

rve.

Dep

end

ing

on

per

cen

tag

e o

f fi

nes

(fr

acti

on

sm

alle

r th

an N

o. 20

0 s

iev

e si

ze),

co

arse

-

Gra

ined

so

ils

are

clas

sifi

ed a

s fo

llo

ws:

Les

s th

an 5

per

cen

t

GW

, G

P,

SW

, S

P

Mo

re t

han

12

per

cen

t

GM

, G

C,

SM

, S

C

5 t

o 1

2 p

er c

ent

Bo

rder

lin

e ca

ses

req

uir

ing

du

al s

ym

bo

lsb

APPENDIX C

____________________________________________________________ Pavement Core Photographs

B-01 NW MO Regional Airport Runway 14-32 20142062

Material Thickness (in) Notes

Concrete

6.0



Concrete 6.0



Concrete 5.5



Concrete 5.75



Concrete 6.0

B-06

NW MO Regional Airport Runway 14-32 20142062


Concrete

7.0

Asphalt

1.75



Concrete

5.5



Concrete

6.0

Issued for Bid Appendix D March 30, 2017 Project No: 16-002A-1

APPENDIX D – LIFE CYCLE COST ANALYSIS

Issued for Bid Appendix D March 30, 2017 Project No: 16-002A-1


Asphalt ReconstructConcrete ReconstructDifference

The Initial Cost for the Asphalt Option is 30% cheaper than the Concrete Option.

Asphalt ReconstructConcrete ReconstructDifference

The 20 Year Cost for the Concrete Option is 12% cheaper than the Asphalt Option.

1) The asphalt and concrete pavement are on different maintenance cycles.2) The asphalt will be maintained every 3-4 years.3) The concrete will be maintained every 7 years.

TOTALS 659,340$ 578,432$

Comparison of 20 Year Costs

ANALYSIS OF COSTS

659,340$ 578,432$ 80,908$

4) A 7% discount rate was applied per the FAA Central Region Airports Division, Recommended Outline for Engineer's Design Report

Comparison of Initial Costs376,478$ 541,620$ 165,143$

541,620$

22,685$

14,127$

1.00000.81630.62270.4751

0.29590.3878

376,478$ 62,972$ 48,041$

119,107$

22,824$ 29,918$

03711

1814

NORTHWEST MISSOURI REGIONAL AIRPORTMoDOT Project No. 16-002A-1

LIFE CYCLE PAVEMENT ANALYSISConcrete and Asphalt Reconstruct Comparison

Year1 Discount Factor 7% Asphalt Reconstruct Concrete Reconstruct

Evaluation Period: 20 YearsDiscount Rate: 7.0%

Reconstruction Pavement Thickness: 5"Base Rock Thickness: 7"Reconstruction Pavement Area: 7,722 S.Y.

Initial Costs Quantities:

P-158a Fly Ash Treated Subgrade 10.00$ / CY 8100 SYP-209a Aggregate Base Course 40.00$ / CY 1575 CYP-401a Bituminous Paving Course 100.00$ / TON 2278 TONSP-603a Tack Coat 3.00$ / GAL 1215 GALLONSP-620a Taxiway Pavement Marking (Yellow) 1.20$ / LF 850 SF

376,478$

Maintenance CostsP-620a Taxiway Pavement Marking (Yellow) 1.20$ / LF 850 SFP-620c Pavement Marking Removal 2.40$ / LF 850 SFMO-622a Crack and Joint Sealing (25%) 1.00$ / LF 875 LFP-310b Stabilization Fabric (6%) 8.00$ / SY 486 SYP-401 Asphalt Patching (6%) 125.00$ / SY 486 SYP-603c Tack Coat (6%) 5.00$ / GAL 97 gallonsP-623a Friction Sealcoat (100%) 1.25$ / SY 8,100 SY

77,144$

Rehabilitation (2" Mill and Fill)P-101a Partial Pavement Removal 10.00$ / SY 8100 SYP-620a Taxiway Pavement Marking (Yellow) 1.20$ / LF 850 SFP-310b Stabilization Fabric 8.00$ / SY 8100 SYP-401a Bituminous Paving Course 110.00$ / TONS 911 tonsP-401c Tack Coat 3.00$ / GAL 1215 gallons

250,703$

Total Initial Cost:

Total Initial Cost:

Total Initial Cost:


LIFE CYCLE PAVEMENT ANALYSISAsphalt Alternative

Year037111418

Total 659,340$ 935,756$

Crack Seal & Seal CoatCrack Seal & Seal CoatRehabilitationCrack Seal & Seal CoatCrack Seal & Seal Coat

62,972$ 48,041$

119,107$ 29,918$ 22,824$

0.81630.62270.47510.3878

Capital Improvement Project 376,478$ 1.0000 376,478$

0.2959

77,144$ 77,144$

250,703$ 77,144$ 77,144$

Present WorthPW FactorTotal Initial Cost

LIFE CYCLE PAVEMENT ANALYSISAsphalt Alternative Continued

p Description

Evaluation Period: 20 YearsDiscount Rate: 7.0%

Reconstruction Pavement Thickness: 6"Base Rock Thickness: 6"Reconstruction Pavement Area: 7,722 S.Y.

Initial Costs Quantities:P-209 Aggregate Base Course 40.00$ / CY 1350 CYP-158 Fly Ash Treated Subgrade 10.00$ / CY 8100 SYP-501a PCCP 50.00$ / SY 8100 SYP-620a Taxiway Pavement Marking (Yellow) 1.20$ / SF 850 SFP-620b Pavement Marking (Black) 1.20$ / SF 500 SF

541,620$

Maintenance CostsP-605 Joint/Crack Sealing (100%) 1.00$ / LF 875 LFP-501 Slab Replacement (1%) 8.00$ / SY 486 SYP-501 Spall Repair (0.5%) 125.00$ / SY 486 SYP-620a Taxiway Pavement Marking (Yellow) 1.20$ / SF 850 SFP-620b Pavement Marking (Black) 1.20$ / SF 500 SFP-620c Pavement Marking Removal 2.40$ / SF 1,350 SF

36,428$

Year0714

Total 614,475$ 578,432$

MaintenanceMaintenance

36,428$ 0.6227 22,685$ 36,428$ 0.3878 14,127$

Improvement Items Description Total Initial Cost PW Factor Present Worth

Capital Improvement Project 541,620$ 1.0000 541,620$

Total Initial Cost:


LIFE CYCLE PAVEMENT ANALYSISConcrete Alternative

Total Initial Cost:

Issued for Bid Appendix E March 30, 2017 Project No: 16-002A-1

APPENDIX E – FAA 5100 PAVEMENT DESIGN FORM & SUPPORTING DOCUMENTATION

Issued for Bid Appendix E March 30, 2017 Project No: 16-002A-1


FAARFIELD - Airport Pavement Design (V 1.305, 9/28/10 64-bit)

Section Taxiway in Job EVU.Working directory is C:\Program Files (x86)\FAA\FAARFIELD\

The structure is New Rigid.Design Life = 20 years.A design has not been completed for this section.

Pavement Structure Information by Layer, Top First

Total thickness to the top of the subgrade = 10.00 in

Airplane Information

Additional Airplane Information

No. Type Thickness in

Modulus psi

Poisson's Ratio

StrengthR,psi

1 PCC Surface 6.00 4,000,000 0.15 7002 P-209 Cr Ag 4.00 22,095 0.35 03 Subgrade 0.00 9,616 0.40 0

No. Name Gross Wt.lbs

AnnualDepartures

% AnnualGrowth

1 Sngl Whl-12.5 12,500 3,000 0.002 Sngl Whl-10 10,000 2,400 0.003 Sngl Whl-20 18,000 100 0.00

No. Name CDFContribution

CDF Maxfor Airplane

P/CRatio

1 Sngl Whl-12.5 0.00 0.00 5.282 Sngl Whl-10 0.00 0.00 5.393 Sngl Whl-20 0.00 0.00 3.82

Page 1 of 1FAArfield

3/3/2014file:///C:/Program%20Files%20(x86)/FAA/FAARFIELD/FAArfield.htm

Issued for Bid Appendix F March 30, 2017 Project No: 16-002A-1

APPENDIX F – CONSTRUCTION SAFETY AND PHASING PLAN

Issued for Bid Appendix F March 30, 2017 Project No: 16-002A-1


CONSTRUCTION SAFETY AND PHASING PLAN

Schedule I Apron Reconstruction

Schedule II Runway Safety Area Grading



Maryville, Missouri

Sponsored By:

City of Maryville

Federal Aviation Administration

MoDOT Aviation

Issued for Review

February 10, 2017

Northwest Missouri Regional Airport i MoDOT Project No. 16-002A-1 Construction Safety and Phasing Plan February 10, 2017

TABLE OF CONTENTS

1. COORDINATION 1

A. CONTRACTOR PROGRESS MEETINGS 1

B. SCOPE OR SCHEDULE CHANGES 1

C. FAA ATO COORDINATION 2

2. PHASING 2

A. PHASE ELEMENTS 2

B. CONSTRUCTION SAFETY DRAWINGS 3

3. AREAS AND OPERATIONS AFFECTED BY THE CONSTRUCTION ACTIVITY 3

A. IDENTIFICATION OF AFFECTED AREAS 3

B. MITIGATION OF EFFECTS 4

4. PROTECTION OF NAVIGATION AIDS (NAVAIDS) 4

5. CONTRACTOR ACCESS 4

A. LOCATION OF STOCKPILED CONSTRUCTION MATERIALS 4

B. VEHICLE AND PEDESTRIAN OPERATIONS 5

6. WILDLIFE MANAGEMENT 7

A. TRASH 7

B. STANDING WATER 7

C. TALL GRASS AND SEEDS 8

D. POORLY MAINTAINED FENCING AND GATES 8

E. DISRUPTION OF EXISTING WILDLIFE HABITAT 8

7. FOREIGN OBJECT DEBRIS (FOD) MANAGEMENT 8

8. HAZARDOUS MATERIAL (HAZMAT) MANAGEMENT 8

9. NOTIFICATION OF CONSTRUCTION ACTIVITIES 8

A. MAINTENANCE OF A LIST OF RESPONSIBLE REPRESENTATIVES/POINTS OF

CONTACT 9

Northwest Missouri Regional Airport ii MoDOT Project No. 16-002A-1 Construction Safety and Phasing Plan February 10, 2017

B. NOTICES TO AIRMEN (NOTAM) 9

C. EMERGENCY NOTIFICATION PROCEDURES 9

D. COORDINATION WITH ARFF PERSONNEL 9

E. NOTIFICATION TO THE FAA 9

10. INSPECTION REQUIREMENTS 10

A. DAILY (OR MORE FREQUENT) INSPECTIONS 10

B. FINAL INSPECTIONS 10

11. UNDERGROUND UTILITIES 10

12. PENALTIES 10

13. SPECIAL CONDITIONS 10

14. RUNWAY AND TAXIWAY VISUAL AIDS 11

A. EQUIPMENT AND METHODS FOR COVERING SIGNAGE AND AIRFIELD LIGHTS

11

B. EQUIPMENT AND METHODS FOR TEMPORARY CLOSURE MARKINGS (PAINT,

FABRIC, OTHER) 11

C. TYPES OF TEMPORARY VISUAL GUIDANCE SLOPE INDICATORS (VGSI) 11

15. MARKING AND SIGNS FOR ACCESS ROUTES 11

16. HAZARD MARKING AND LIGHTING 11

A. PURPOSE 11

B. EQUIPMENT 12

17. PROTECTION OF RUNWAY AND TAXIWAY AREAS 12

A. RUNWAY SAFETY AREA (RSA) 12

B. RUNWAY OBJECT FREE AREA (ROFA) 12

C. TAXIWAY SAFETY AREA (TSA) 12

D. TAXIWAY OBJECT FREE AREA (TOFA) 13

E. OBSTACLE FREE ZONE (OFZ) 13

Northwest Missouri Regional Airport iii MoDOT Project No. 16-002A-1 Construction Safety and Phasing Plan February 10, 2017

F. RUNWAY APPROACH/DEPARTURE SURFACES 13

18. OTHER LIMITATIONS ON CONSTRUCTION 13

Northwest Missouri Regional Airport 1 MoDOT Project No. 16-002A-1 Construction Safety and Phasing Plan February 10, 2017

1. COORDINATION During construction, airport operational safety is of paramount importance. Coordination of project information to all individuals involved with the project is essential for ensuring safe operations are maintained at all times. In order to minimize potential for incidents during construction, it is imperative that all individuals involved with the project and/or airport users be kept informed of any and all changes to operations. Discussions of operational safety will need to take place throughout the entire life of the project, including design, bidding, pre-construction, and construction. Meetings between the Resident Engineer, Northwest Missouri Regional Airport, Contractor, sub-contractors, airport tenants and airport users will be required to discuss specific project related impacts to operations. The Airport staff is ultimately responsible for the safety at the airport. Notice to users of operational changes due to construction will be issued via NOTAMs by the airport. No closures will be permitted without the pertinent NOTAM in place for each specific closure. Emergency access for off-airport (Police, Fire, and EMT) based emergency service shall be maintained at all times. Routing for such traffic shall be determined and made known to all supervisor personnel involved in the construction project. Coordination of this access will be proposed by the Contractor and approved by the Resident Engineer and the Airport/City. A pre-construction meeting will be held after the project has been awarded and prior to the Contractor beginning work or staging major construction material and equipment on-site. The Airport/City, the Contractor’s on-site supervisory staff, and representatives from the Engineer shall be present. Safety and this document will be a significant topic on the agenda. Operational safety during construction will be a main topic of discussion at the pre-construction meeting. A. CONTRACTOR PROGRESS MEETINGS

The Contractor shall be required to adhere to this CSPP throughout the project duration. The Contractor is required to have weekly construction progress meetings to discuss all relevant construction topics including safety reminders, scheduling, and general construction issues. Attendance of the Contractor, Resident Engineer, Airport/City, and any other pertinent personnel are required at these meetings. Operational safety will be a standing agenda item for discussion during these progress meetings. A review of the Contractor’s adherence to the project’s Construction Safety and Phasing Plan (CSPP) and Safety Plan Compliance Document (SPCD) will be made at each meeting. Immediate correction of any deficiencies or violations will be required. The location and time of the weekly meetings will be determined during the pre-construction meeting. Where operational safety is concerned, the Contractor shall update the Resident Engineer overseeing construction on daily basis or more frequently if needed, of any changes or Contractor concerns.

B. SCOPE OR SCHEDULE CHANGES

In the event of a scope or schedule change, the Contractor shall notify the Resident Engineer and the Northwest Missouri Regional Airport/City immediately. All parties involved will need to evaluate the impact(s) of the change and will determine what measures will need to be taken to maintain a safe construction site. Change in the scope or duration of the project may necessitate revisions to the Construction Safety and Phase Plan (CSPP). No scope changes shall occur without approval of the MoDOT and FAA.


C. FAA ATO COORDINATION

The FAA ATO will need to be notified immediately of any changes that affect aircraft movement within the airport which include airway facility shutdowns and restarts. The Airport/City will be responsible for coordinating any changes including NOTAMs to the FAA ATO. The NAVAIDs at the Northwest Missouri Regional Airport are not FAA-owned, but are owned by the City of Maryville.

2. PHASING

In order to minimize disruptions to airport operations during construction, construction will be broken up by areas to limit the amount of aircraft operational areas affected at any given time. Maintaining continual access to the terminal building is mandatory during all phases of construction. The phasing plan proposed was developed with help from the Airport and is considered to be the most effective way of maintaining the required aircraft access, while imposing the least amount of impact on construction operations, and without sacrificing safety. The phasing for this project is presented below, and is visually depicted in the Construction Safety Drawings (Sheets G007 through G010) attached at the back of this document. This project will be completed in two separate schedules with each schedule having one phase. Each of the phases is discussed in further detail in the Construction Safety Drawing plan sheets included at the end of this document. A. PHASE ELEMENTS

I. Schedule I, Phase 1 – Apron Reconstruction

(Construction Safety Drawing G009) During this phase, the Contractor will be removing the existing concrete pavement section (per P-101 Surface Preparation), preparing subgrade (per P-152 Excavation, Subgrade, and Embankment and P-158 Fly Ash Treated Subgrade), installing improvements to the drainage system (per D-705 Pipe Underdrains for Airports), and constructing a new concrete pavement section (per P-501 Portland Cement Concrete Pavement). Hauling activities will be required to follow routes indicated in the attached Construction Safety Drawings. Although not anticipated, aircraft will have the right of way at all times. Prior to beginning work on this phase, the Contractor shall have barricades in place in accordance with the plans.

Access for traffic to the terminal and fuel farm during this phase will be via the southwest apron. Aircraft parking can be achieved on the southwest apron during this project. Ground service equipment access to the runway and southwest apron will be via the project haul route to Taxiway A, as depicted on the Construction Safety Drawings. Phase 1 is to be constructed concurrently with Phase 2. The duration of Schedule I will be 75 calendar days. While concurrent with Schedule II, the airport shall remain closed.


II. Schedule II, Phase 2 – Runway Safety Area Grading (Construction Safety Drawing G010) During this phase, the Contractor will be responsible for grading improvements in the runway safety area south, southwest and northeast of the Runway 32 end for an area of approximately 3.5 acres. Excavation and embankment will be achieved following the federal specification P-152. This work will require sediment control (per P-156 Temporary Air and Water Pollution, Soil Erosion, and Siltation Control). This phase also calls for seed and hydromulch (per T-901 Seeding). The airport will be closed during this phase. Phase 2 is concurrent with Phase 1. Haul routes are to be followed as noted in the Construction Safety Drawings. Prior to beginning work on this phase, the Contractor shall have barricades in place in accordance with the plan set. Schedule II will be 10 calendar days.

B. CONSTRUCTION SAFETY DRAWINGS

The Construction Safety Drawings (Sheets G007 through G010) are attached at the back of this document to show the phasing requirements for this project. Along with the phasing information, those attached drawings also show aircraft access routes, ground service equipment routes and contractor operation limits to help assist with airport operations and maintaining safety during this project. The Construction Layout Plan (Sheet G008) and Safety Plan (Sheet G007) are additional plan sheets containing safety requirements during construction and are also included in the back of this report.

3. AREAS AND OPERATIONS AFFECTED BY THE CONSTRUCTION ACTIVITY All work within the Airport Operations Area shall be accomplished in conformance to Advisory Circular 150/5370-2F, Operational Safety on Airports During Construction. The contract drawings include information regarding requirements for operational safety on the airport during construction. The Contractor shall prepare a detailed Safety Plan Compliance Document (SPDC) as stated in the Advisory Circular 150-5370-2F. The Contractor’s SPDC shall identify specific methods, sequencing, phasing that he/she intends to use in order to accomplish the project work. The SPCD shall be submitted by the Contractor to the Engineer for approval prior to the pre-construction conference for the project. The Engineer will review the SPCD with the Sponsor/Owner and supply any changes or revisions to the Contractor for incorporation into the plan. The final SPCD shall be the result of a coordinated effort between the Owner/Sponsor, the Engineer and the Contractor. The Contractor shall adhere to the approved SPCD as agreed upon by Airport/City, Engineer, and Contractor. Modifications or deviations from the approved safety plan shall be submitted to the Engineer for review and approval prior to implementation. A. IDENTIFICATION OF AFFECTED AREAS

Areas affected by construction activities associated with this project are identified on the Construction Safety Drawings. Construction activities associated with Schedule I will take place on the northeast apron. Construction activities associated with Schedule II will take place in the runway safety area of the Runway 32 end. During construction activities associated with


Schedule II, the airport will remain closed. NOTAMs will be required to be issued during this project to close and/or modify specific sections of the RSA and the northeast apron, to maintain safety during this project. Section 2 of this document and the attached Construction Safety Drawings describe in detail which areas are affected and for what durations.

B. MITIGATION OF EFFECTS

To mitigate the effects of the construction activities associated with the project; alternative routes have been established for emergency vehicles, aircraft taxiway movements have been considered and phasing plans have been created. Because the phasing for this project is critical to maintaining safety and operations at the airport during construction, adhering to the requirements as laid out in the attached phasing sheets is imperative. To help assist all individuals with this process, it is important that all airport personnel, contractor personnel, and engineering personnel discuss current and upcoming phases during the required weekly construction progress meetings as mentioned in Section 1 of this document.

4. PROTECTION OF NAVIGATION AIDS (NAVAIDS)

The NAVAIDS for this project will be turned off for Schedule II work that requires closure of Runway 14/32. All shutdowns will be coordinated with the FAA and Airport/City by the Engineer prior to construction.

5. CONTRACTOR ACCESS During the course of the construction operations, the Contractor will be allowed to utilize the access route shown on the plans as entrance to the airfield and construction site. The airport shall designate this access and the associated haul roads. The Contractor shall be held duly responsible to uphold the Airport’s security stipulations at all times during the progress of the construction project. No deviations from these security measures shall be allowed at any time. During daylight hours, all authorized vehicles and construction equipment must display a three-foot by three-foot flag with international orange and white 12-inch squares displayed in full view above the vehicles or rotating beacons. During night time operations only lighted rotating beacons are acceptable. Passengers in any authorized vehicles shall be the responsibility of the Contractor. No deviations from these security measures shall be allowed at any time. Penalties associated with deviations from these security provisions are identified in Section 12 of this document. A. LOCATION OF STOCKPILED CONSTRUCTION MATERIALS

The Contractor’s staging area is shown on the Construction Layout Plan (Sheet G008) and is located north of the northernmost taxiway connector as indicated on the plans. All material storage and staging will occur in this area, unless otherwise approved by the Airport/City and Engineer. The Contractor’s stockpile location shall be an approved area indicated in the plans and shall be outside of airfield object free areas (OFA). Any stockpiling activities associated with the existing asphalt and soil stockpiles as well as stockpile activities at any waste location shall be conducted outside of all object free areas as well. In the event that stockpiling is required on Airport property, the Contractor must file a 7460 form prior to construction.


B. VEHICLE AND PEDESTRIAN OPERATIONS

I. Construction Site Parking

Construction site parking will be outside of the AOA and within the staging area as shown on the Safety Layout Plan (Sheet G007).

II. Construction Equipment Parking

Construction equipment parking will be allowed at the contractor’s staging area in the same location as shown on the Safety Layout Plan (Sheet G007), or at a location approved by the Engineer. If the equipment must be parked in an Airport Operations Area (AOA), the equipment must be lighted with a beacon per AC 150/5370-2F, and will be located within the barricaded area. No equipment or material shall be parked or stored in any runway or taxiway safety area or object free area. All construction vehicles shall be parked outside the object free areas when not in use by construction personnel (for example, overnight, on weekends, or during any other periods when construction is not active).

III. Access and Haul Roads

The Contractor shall obtain approval from the Engineer prior to establishing haul roads within the airport property. Once established, the haul roads shall be utilized for all equipment traffic, and the equipment shall not be allowed to stray or wander away from the established routes. The haul roads shall be the responsibility of the Contractor and shall be maintained and kept in good order at all times. When required, water shall be applied at the locations and in the amounts necessary to minimize dust and dirt in the air operations area. Since construction operations will be within active airport operation areas, the airport will require additional dust control measures be used on haul roads and the work area in order not to interfere with airport operations. Haul roads that cross any active taxiway, movement areas, non-movement areas or active areas of the ramp shall be kept clean and in good order at all times. The Contractor shall be prepared at all times to repair any damage caused by the movement of equipment on any of the haul roads at the direction of the Engineer, whether in designated or undesignated areas. After completion of the project, the Contractor shall be required to regrade any unpaved portions of the haul road and to reseed the area with local native grasses to match the existing conditions of the area. The performance of any work as specified by this provision, including watering, maintenance, and repair of the haul roads, shall not be measured and paid for directly, but shall be considered as necessary and incidental to the work. Establishment of haul roads off of Airport property shall be the sole responsibility of the Contractor. Contractor movement shall be restricted to the pre-determined access routes as shown on the attached Construction Safety Drawings and within the work area. Work areas shall be delineated with barricades as shown on the phasing drawings. The Contractor shall not operate outside of these areas without approval of the Engineer or Airport/City.


IV. Marking and Lighting of Vehicles

All vehicles operating within the AOA and in the movement/non-movement areas must clearly identify themselves for control purposes. The identification symbols should be a minimum 8-inch block-type characters of a contrasting color and easy to read. They may be applied either by using tape or a water-soluble paint to facilitate removal. Magnetic signs are also acceptable. To operate within the AOA during daylight hours, the vehicle must have a flag (day only) or yellow flashing light (day or night) attached to it. Any vehicle operation within the AOA during hours of darkness or reduced visibility must be equipped with a yellow flashing light. Flashing lights must be mounted on the uppermost part of the vehicle structure. Flags shall be at least 3-foot by 3-foot square having a checkered pattern of international orange and white squares at least 1 foot on each side. All vehicle marking and lighting shall be in accordance with the most current FAA AC 150/5210-5, Painting, Marking, and Lighting of Vehicles Used on an Airport.

V. Description of Proper Vehicle Operations

Proper vehicle operations are described as confirming to all rules and regulation for driving as directed by the Northwest Missouri Regional Airport or found in the most current FAA AC 150/5210-20, Ground Vehicle Operations on Airports. Access shall be restricted to established haul routes and work areas.

VI. Required Escorts

Escorts will not be required for this project; however, the Contractor shall maintain responsibility for monitoring any access gates used by construction personnel.

VII. Training Requirements of Vehicle Drivers

To ensure compliance with the Airport’s vehicle rules and regulations, the driver must demonstrate proper procedures for driving, pertinent to airport operations. Driving procedures must be in conformance with FAA AC 5210-20, Ground Vehicle Operations on Airports.

VIII. Situational Awareness

Vehicle drivers must confirm by personal observation that no aircraft is approaching their position (either in the air or on the ground) when given clearance to cross a runway, taxiway, or any other area open to airport operations. In addition, it is the responsibility of the escort vehicle driver to verify movement/position of all escorted vehicles at any given time.

IX. Two-way Radio Communication Procedures

The Contractor's superintendent and/or foreman shall be required to monitor transceiver

radios tuned to the Northwest Missouri Regional Airport Unicom frequency, 122.8 MHz

in order to monitor aircraft movement, both in the air and on the ground at all times. The


Contractor shall supply the radios. Such radios shall be used to obtain proper clearance in

regard to the movement of equipment, trucks, etc., on the airport. Contractor personnel

shall demonstrate proper procedures for communications, pertinent to airport operations.

Further, any unusual occurrences in the flight pattern of approaching or departing aircraft

shall be acknowledged by all concerned so that operation of the airport and the

construction work can be safely carried on at all times. Aviation communication protocols

may be found on the FAA website at:

http://www.faa.gov/airports/runway_safety/media/Ground_Vehicle_Guide_Proof_Fina

l.pdf

Further, any unusual occurrences in the flight pattern of approaching or departing aircraft shall be acknowledged by all concerned so that operation of the airport and the construction work can be safely carried on at all times.

X. Maintenance of the Secured Area of the Airport

Airport operators and contractors must take care to maintain security during construction when access points are created in the security fencing to permit the passage of construction vehicles or personnel. The Contractor shall be responsible for maintaining the secured area of the Airport by monitoring all access gates in use by construction personnel. Any gates used by Construction personnel shall be locked or guarded by the Contractor.

XI. Construction Site Safety All personnel working on the construction site, including gate guards, are recommended to have personal protective equipment on at all times. This includes but is not limited to vests, hard hats, hearing protection, eye protection, and radios.

6. WILDLIFE MANAGEMENT

All wildlife management within the Airport Operations Area shall be accomplished in conformance to Advisory Circular 150/5200-33, Hazardous Wildlife Attractants On or Near Airports, and Certalert 98-05, Grasses Attractive to Hazardous Wildlife. In general, the Contractor must carefully control and continuously remove waste or loose material that might attract wildlife. A. TRASH

The Contractor is responsible to complete a daily inspection or more frequently, if deemed necessary by the Engineer, of the construction site (including the Contractor’s Staging Area) for any trash or objects that might attract wildlife.

B. STANDING WATER

Because standing water can attract wildlife, the Contractor is responsible to complete a daily inspection of the construction site for any standing water. With the discretion of the Resident Engineer, the Contractor shall remove this hazard.

http://www.faa.gov/airports/runway_safety/media/Ground_Vehicle_Guide_Proof_Final.pdf

http://www.faa.gov/airports/runway_safety/media/Ground_Vehicle_Guide_Proof_Final.pdf


C. TALL GRASS AND SEEDS

All seeding performed must be in conformance with the local seeding requirements and the T-901 Seeding specification for this project or as directed by the Engineer.

D. POORLY MAINTAINED FENCING AND GATES

The Contractor shall be required to maintain all fences and gates throughout the duration of the project, to the satisfaction of the Resident Engineer.

E. DISRUPTION OF EXISTING WILDLIFE HABITAT

The Contractor shall notify the Resident Engineer when a wildlife sighting has occurred on the project site to mitigate any disruption to the existing wildlife habitat.

7. FOREIGN OBJECT DEBRIS (FOD) MANAGEMENT

The presence of FOD on the apron is a significant safety concern, as debris can be ingested into an aircraft’s engine causing extensive damage, or can be launched across the apron by jet blast, potentially causing bodily injury or damaging other aircraft. Materials capable of creating FOD must be continuously removed during the construction project. The Contractor is required to keep all taxiways and aprons, open to aircraft free from FOD at all times. The Contractor is required to maintain FOD control continually and to the satisfaction of the Resident Engineer. FOD Control measures shall include the use of power brooms, FOD boss, and manual removal as well as any other means deemed necessary. Prior to opening any pavement to aircraft, the Contractor shall conduct a sweep of the pavement to verify that it is FOD free. As moderate to strong winds are a frequent occurrence at the Airport the contractor must secure materials that have the potential to become wind borne at all times.

8. HAZARDOUS MATERIAL (HAZMAT) MANAGEMENT

Although hazardous material is not anticipated to be present on this project, if hazardous material is encountered, the Contractor shall inform the Resident Engineer and Airport/City immediately. Contractors operating construction vehicles and equipment on the airport must be prepared to expeditiously contain and clean up spills resulting from fuel or hydraulic fluid leaks.

9. NOTIFICATION OF CONSTRUCTION ACTIVITIES Prior to commencing any construction activities as well as prior to beginning a new construction phase the Contractor shall notify the Resident Engineer and Airport/City 72 hours in advance. During construction activities the Contractor shall immediately notify the Resident Engineer and Airport/City of any conditions that may adversely affect the operational safety of the Airport.


A. LIST OF RESPONSIBLE REPRESENTATIVES/POINTS OF CONTACT

B. NOTICES TO AIRMEN (NOTAM)

Only the Airport/City may initiate or cancel NOTAMs on airport conditions, and is the only entity that can close or open a runway, taxiway, or other airfield pavement. The Airport/City must coordinate the issuance, maintenance, and cancellation of NOTAMs about airport conditions resulting from construction activities and must provide information on closed or hazardous conditions on airport movement areas to the FAA Flight Service Station (FSS) so it can issue a NOTAM. The Contractor must notify the Engineer and Airport/City when scheduling/scoping for the project has changed that would require a modification to the NOTAMs.

C. EMERGENCY NOTIFICATION PROCEDURES

In an event of an emergency, the Contractor shall notify the Engineer and Airport/City. If necessary, the Contractor shall contact the local authorities such as the Maryville Police Department or Maryville Fire Department.

D. COORDINATION WITH EMERGENCY RESPONSE PERSONNEL

This project shall not require any rerouting or blocking of any emergency access routes, or the use of any hazardous material on the airfield that would require coordination with pertinent airport personnel or emergency services. However, in an event that the Contractor must coordinate construction activities with emergency response personnel, the Contractor will notify the Airport/City or Engineer prior to performing such activities.

E. NOTIFICATION TO THE FAA

Any person proposing construction or alteration of objects that affect navigable airspace, as defined in Part 77, must notify the FAA. Such proposal shall require the submittal of a FAA Form 7460-1, Notice of Proposed Construction or Alteration, to the FAA Airports Regional or District Office. This includes construction equipment and proposed parking areas for this equipment. A FAA Form 7460-1 will be submitted for the construction and restricts all equipment heights to 25 feet. Any conflict with the 25 foot equipment height restriction will require an additional FAA Form 7460 to be submitted. If the Contractor anticipates any equipment to be onsite or

Agency Name Type of Agency Telephone No.

Maryville Police Department Police Department (660) 562-3209

Or 911

Maryville Fire Department Fire Department (660) 562-3209

Or 911

St. Francis Hospital Hospital/Ambulance (660) 562-2600

Or 911

Assistant City Manager Ryan Heiland (660) 562-8001


stockpiles that will violate the 25 foot maximum height, the Contractor must submit a request to do so to the Engineer and the Airport/City prior to commencing construction. This request may or may not be granted. The Runway 14 and Runway 32 PAPIs will be deactivated for the duration of Schedule II of the project while Runway 14/32 is closed for grading of the runway safety area. In the event that a NAVAID is damaged, the Contractor shall inform the Engineer and the Airport/City immediately. Any damage to Airport or FAA owned NAVAIDs will be repaired at no cost to the Airport. The Engineer shall coordinate these impacts through the FAA Airway Facilities Regional Office.

10. INSPECTION REQUIREMENTS

A. DAILY (OR MORE FREQUENT) INSPECTIONS

Inspections shall be conducted daily and more frequently if necessary by the to ensure conformance with this document. The checklist provided at the end of this report was copied from FAA AC 150/5370-2F Appendix 4, Construction Project Daily Safety Inspection Checklist. This checklist shall be completed by the Contractor to the Engineer’s satisfaction on a daily basis and the Contractor shall submit a copy of all the completed checklists to the Engineer and the Airport/City. The Contractor should fill out this checklist everyday construction operations occur on this project.

B. FINAL INSPECTIONS

Final inspections shall be conducted after every construction phase is complete as detailed in Section 2 of this document. The final inspection should be completed with the Contractor, Engineer, Airport/Assistant City Manager, and MoDOT.

11. UNDERGROUND UTILITIES

Prior to beginning excavation activities, the Contractor shall notify the Engineer and Airport/City at least 3 working days prior to the scheduled excavation. The FAA shall attempt to locate all of their underground cables that are located in the vicinity of the work areas, prior to construction in the area. The Contractor shall attempt to locate the Sponsor’s underground cables and other sub-surface utilities prior to construction. Damage to the underground cables, whether FAA’s or Sponsor’s, through negligence on the part of the Contractor will require replacement by the Contractor at no cost to the Sponsor. Any splicing or replacing of damaged cable shall meet current FAA specifications. Damage to other underground utilities through Contractor’s negligence shall be repaired according to the relevant utility’s standards and at no cost to the Sponsor.

12. PENALTIES

No deviations from these security measures shall be allowed at any time. There shall be a $1,000.00 penalty and rescission of driving privileges within the AOA for each deviation from these security provisions.

13. SPECIAL CONDITIONS

This section is not applicable to this project.


14. RUNWAY AND TAXIWAY VISUAL AIDS

A. EQUIPMENT AND METHODS FOR COVERING SIGNAGE AND AIRFIELD LIGHTS

There is no anticipated impact on airfield lighting, signage, or visual aids from this project.

B. EQUIPMENT AND METHODS FOR TEMPORARY CLOSURE MARKINGS (PAINT, FABRIC, OTHER)

The procedure to close off the apron/taxiway for construction shall consist of placing barricades and flashers on the perimeter of the construction area and/or placing a runway closure marker “X” as shown in the phasing plan sheets at the end of this document or as directed by the Engineer. Markings must be in compliance with the standards of AC 150/5340-1K, Standards for Airport Markings.

C. TYPES OF TEMPORARY VISUAL GUIDANCE SLOPE INDICATORS (VGSI)

This section is not applicable to the project.

15. MARKING AND SIGNS FOR ACCESS ROUTES

All required signs and markings shall conform to Advisory Circular 150/5340-18, Standard for Airport Sign Systems, and to the Federal Highway Administration Manual on Uniform Traffic Control Devices (MUTCD), to the extent possible. Signs adjacent to areas used by aircraft must comply with the frangible requirements as stated in Advisory Circular 150/5220-23, Frangible Connections. The location and design of any signs will be directed by the Engineer or Airport/City and provided by the Contractor.

16. HAZARD MARKINGS AND LIGHTINGS

A. PURPOSE

The hazard marking and lighting prevents pilots from entering areas closed to aircraft, and prevents construction personnel from entering areas open to aircraft. Prior to construction on or adjacent to any taxiway or apron, the Contractor shall, upon approval by the Engineer, close the taxiway and/or apron, in accordance with the specific phasing plan associated with that phase, prior to beginning work. The Contractor shall be responsible for clearly marking and defining the closed area(s) by use of warning lights, barricades, flags and closed taxiway markings in conformance with Advisory Circular 150/5370-2F. Approved hazard marking and lighting barricades must also be used by the Contractor to identify any open manholes, small areas under repair, stockpiled material, waste areas, and areas subject to jet blast. The Contractor shall be responsible for maintaining these barricades and keeping them clearly visible at all times. Specific marking and lighting equipment details, location and other pertinent information regarding hazard marking materials including low-profile barricades are shown on the Construction Safety Drawings, attached to the back of this document. Please note that each


phase may have unique details. Additionally, prior to any deviations in location or type of hazard marking materials shall be coordinated with the Engineer and Airport/City.

B. EQUIPMENT

Approved low-profile barricades are to identify and define the limits of construction and hazardous areas on airports. Physical requirements and spacing of the barricades are specified in the construction drawings for this project. The barricades must be weighted down per the manufacturer’s recommendations to prevent the barricades from moving due to wind or jet blast. The spacing must be such that a breach is physically prevented barring a deliberate act. For example, if barricades are intended to exclude vehicles, gaps between barricades must be smaller than the width of the excluded vehicles, generally four feet. Provision must be made for emergency access. If barricades are intended to exclude pedestrians, they must be continuously linked. Continuous linking may be accomplished through the use of ropes, securely attached to prevent FOD. The flashing lights on the approved barricades must meet the luminance requirement of the State Highway Department. The flashing lights must be red or an approved equal. Lights must be mounted on barricades and spaced at no more than ten feet. Lights must be operated between sunset and sunrise and during periods of low visibility whenever the airport is open for operations. They may be operated by photocell, but this may require that the Contractor turn them on manually during periods of low visibility during daytime hours.

17. PROTECTION OF RUNWAY AND TAXIWAY AREAS

A. RUNWAY SAFETY AREA (RSA)

The Northwest Missouri Regional Airport defines the RSA for Runway 14/32 as the area that is within 75 feet from the centerline of the runway. Construction operations shall be permitted in the RSA when the runway is closed by NOTAM. However, equipment must be removed from the RSA when not in use, and material shall not be stockpiled in the RSA.

B. RUNWAY OBJECT FREE AREA (ROFA)

The Northwest Missouri Regional Airport defines the ROFA for Runway 14/32 as the area that is within 250 feet from the centerline of the runway. Construction operations shall be permitted in the ROFA when the respective runway is closed by NOTAM. However, equipment must be removed from the ROFA when not in use, and material shall not be stockpiled in the ROFA. The project bounds of the apron construction are located outside of the ROFA associated with the runwas and construction operations should not enter into the Runway Object Free Areas. No stockpiling of material will be allowed within the ROFA. Stockpiling will be limited to the designated area(s) outside of the ROFA.

C. TAXIWAY SAFETY AREA (TSA)

The Northwest Missouri Regional Airport defines the TSAs for Taxiways as the areas that are within 39.5 feet from the Taxiway centerline. Construction operations for this project will impact the TSA.


Soil erosion must be controlled to maintain TSA standards, that is, the TSA must be cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations, and capable, under dry conditions, of supporting aircraft rescue and firefighting equipment, snow removal equipment, and the occasional passage of aircraft without causing structural damage to the aircraft.

D. TAXIWAY OBJECT FREE AREA (TOFA)

The Northwest Missouri Regional Airport defines the TOFAs for Taxiways as the areas that are within 65.5 feet from the Taxiway centerline. Signs/embankments/equipment within the TOFA must comply with the frangibility requirements as stated in Advisory Circular 150/5220-23, Frangible Connections. Work shall not be performed in any active TOFA.

E. OBSTACLE FREE ZONE (OFZ)

The Northwest Missouri Regional Airport defines the OFZ for Runway 14/32 as the space that is below 150 feet above the centerline of each runway, is 250 feet wide, and extends 200 feet past the runway ends. This project will require a NOTAM to be issued stating that construction operations will be occurring within the Runway 14/32 OFZ. Personnel, material, and/or equipment may not penetrate the OFZ while the runway is open for aircraft operations. If it is necessary to enter the OFZ, it would be necessary to coordinate with the FAA.

F. RUNWAY APPROACH/DEPARTURE SURFACES

All personnel, materials, and/or equipment must remain clear of the applicable threshold siting surfaces, as defined in Appendix 2, “Threshold Siting Requirement,” of Advisory Circular 150/5300-13. The Airport defines the runway approach and departure surfaces as imaginary surfaces beginning 200 feet beyond the runway end and extending away from the runway at a slope of 20:1 for 10,000 feet. All personnel, materials, and/or equipment must remain clear of the applicable threshold surfaces.

18. OTHER LIMITATIONS ON CONSTRUCTION

A. PROHIBITIONS

The use of open flame welding or torches is prohibited unless adequate fire safety precautions are provided and the Airport/City has approved their use. The use of flare pots within the AOA is prohibited at all times. The use of electrical blasting caps is prohibited on or within 1,000 feet of the Airport property. During times of low visibility or as directed by Airport/City or Engineer, hauling operations to the will be suspended. If applicable, areas that cannot be worked on simultaneously, work hour restrictions and/or seasonal restrictions are identified on the construction phasing documents.


B. RESTRICTIONS

Construction suspension may be required during specific Airport operations. Project areas may be worked on simultaneously only if approved by the Engineer and Airport/City. Night construction may only be performed if approved by the Engineer and Airport/City. Construction operations shall only be allowed in weather conditions compliant with the project specifications.

CONTRACTOR

STAGING

AREA

RUNWAY 14/32

2

5

0

T

H

S

T

.

H

A

W

K

R

D

.

H

I

G

H

W

A

Y

4

6

TERMINAL

SCHEDULE II

SCHEDULE I

7

G007

CONSTRUCTION LAYOUT

AND SAFETY PLAN

D.W.C.

D.W.C.

C.L.G.

M.J.L.

SHEET NAME

SHEET NO.

DES:

MODOT PROJ. NO.

16-002A-1

DATE:

02/10/2017

DR:

CH:

APP:

APRON RECONSTRUCTION

AND RUNWAY

SAFETY AREA GRADING

ISSUE RECORD

DESCRIPTIONDATEBYNO.

NAME REG. NO. DATE

FOR AND ON BEHALF OF JVIATION, INC.

®1 B.S.G. 02/10/2017 ISSUED FOR REVIEW

BRYAN S. GREGORY PE-2006019659 02/10/2017

NORTHWEST MISSOURI

REGIONAL AIRPORT

MARYVILLE, MISSOURI

of 25

JVIATION PROJ. NO.

EVU-LOC-16-01

ISSUED FOR REVIEW

THESE DRAWINGS ARE FOR DESIGN

REVIEW AND ARE NOT INTENDED FOR

CONSTRUCTION, BIDDING OR PERMIT

PURPOSES. THEY WERE PREPARED BY

OR UNDER THE SUPERVISION OF:

AutoCAD SHX Text

0

AutoCAD SHX Text

( IN FEET )

AutoCAD SHX Text

GRAPHIC SCALE

AutoCAD SHX Text

300

AutoCAD SHX Text

300

AutoCAD SHX Text

600

AutoCAD SHX Text

%%UNORTHWEST MISSOURI REGIONAL AIRPORT - RUNWAY 14/32

AutoCAD SHX Text

-RUNWAY SAFETY AREA (RSA) 75' FROM OF RUNWAY (EACH SIDE)

AutoCAD SHX Text

-RUNWAY OBJECT FREE AREA (ROFA) 250' FROM RUNWAY (EACH SIDE)

AutoCAD SHX Text

-TAXIWAY SAFETY AREA (TSA) 39.5' FROM TAXIWAY (EACH SIDE)

AutoCAD SHX Text

-TAXIWAY OBJECT FREE AREA (TOFA) 65.5' FROM TAXIWAY (EACH SIDE)

AutoCAD SHX Text

1. %%UCOORDINATION

AutoCAD SHX Text

-ALL COORDINATION WILL TAKE PLACE THROUGH THE RESIDENT ENGINEER AND NORTHWEST MISSOURI REGIONAL AIRPORT EVU AIRPORT MANAGER. NO EVU AIRPORT MANAGER. NO AIRPORT MANAGER. NO CLOSURES WITHIN THE MOVEMENT AREAS WILL BE PERMITTED WITHOUT A NOTAM IN PLACE FOR EACH SPECIFIC CLOSURE. PRIOR TO COMMENCEMENT OF ANY WORK, THE CONTRACTOR SHALL GIVE 48 HOURS ADVANCE NOTICE TO THE RESIDENT ENGINEER AND AIRPORT FOR FILINGS OF ALL NOTAMS. -A WEEKLY CONSTRUCTION PROGRESS MEETING WILL BE REQUIRED TO DISCUSS ALL OPERATIONAL SAFETY TOPICS THAT HAVE BEEN AFFECTED OR WILL BE AFFECTED IN THE NEAR FUTURE. IN ATTENDANCE WILL BE THE CONTRACTOR, ENGINEER, AND EVU OPERATIONS. EVU OPERATIONS. OPERATIONS. -ANY CHANGES TO SCOPE OR SCHEDULE MUST BE NOTIFIED TO THE ENGINEER AND (EVU) AIRPORT MANAGER. ALL PARTIES WILL EVALUATE THE EVU) AIRPORT MANAGER. ALL PARTIES WILL EVALUATE THE ) AIRPORT MANAGER. ALL PARTIES WILL EVALUATE THE IMPACT OF THE CHANGE AND WILL DETERMINE THE MEASURES NEEDED TO MAINTAIN A SAFE CONSTRUCTION SITE. -AIRPORT RUNWAYS AND TAXIWAYS SHOULD REMAIN IN USE BY AIRCRAFT TO THE MAXIMUM EXTENT POSSIBLE. -AIRCRAFT USE OF AREAS NEAR THE CONTRACTOR'S WORK SHOULD BE CONTROLLED TO MINIMIZE DISTURBANCE TO THE CONTRACTOR'S OPERATION. -NO CONSTRUCTION SHALL BE PERFORMED IN ANY ACTIVE RSA OR TSA. -THE CONTRACTING OFFICER, AIRPORT OPERATOR, OR OTHER DESIGNATED AIRPORT REPRESENTATIVE MAY ORDER THE CONTRACTOR TO SUSPEND OPERATIONS; MOVE PERSONNEL, EQUIPMENT, AND MATERIALS TO A SAFE LOCATION; BARRICADE ANY OPEN TRENCHES AND STAND BY UNTIL AIRCRAFT USE IS COMPLETED.

AutoCAD SHX Text

2. %%UPHASING

AutoCAD SHX Text

-SEE SHEETS G008 - G010 FOR PHASING OF THIS PROJECT. G008 - G010 FOR PHASING OF THIS PROJECT. - G010 FOR PHASING OF THIS PROJECT. G010 FOR PHASING OF THIS PROJECT. FOR PHASING OF THIS PROJECT. FOR PHASING OF THIS PROJECT. -ENGINEER AND EVU AIRPORT MANAGER WILL APPROVE A PROPOSED EVU AIRPORT MANAGER WILL APPROVE A PROPOSED AIRPORT MANAGER WILL APPROVE A PROPOSED SCHEDULE FOR CONSTRUCTION OF EACH PHASE PRIOR TO ANY CONSTRUCTION. -CONTRACTOR TO NOTIFY ENGINEER AND EVU AIRPORT MANAGER IF A EVU AIRPORT MANAGER IF A AIRPORT MANAGER IF A CHANGE IN SCHEDULE IS NEEDED.

AutoCAD SHX Text

3. %%UAREAS AND OPERATIONS AFFECT

AutoCAD SHX Text

-ALL WORK WITHIN AOA SHALL CONFORM TO ADVISORY CIRCULAR 150/5370-2F, OPERATIONAL SAFETY ON AIRPORTS DURING CONSTRUCTION. -SEVERAL NOTAMS WILL BE ISSUED DURING THE DURATION OF THIS PROJECT. CONTRACTOR TO SEE SHEETS G008 - G010 FOR DETAILED G008 - G010 FOR DETAILED - G010 FOR DETAILED G010 FOR DETAILED FOR DETAILED PHASING. -CONTRACTOR SHALL ADHERE TO REQUIREMENTS AS MENTIONED IN PHASING SHEETS G008 - G010. THESE REQUIREMENTS INCLUDE BUT NOT LIMITED TO G008 - G010. THESE REQUIREMENTS INCLUDE BUT NOT LIMITED TO - G010. THESE REQUIREMENTS INCLUDE BUT NOT LIMITED TO G010. THESE REQUIREMENTS INCLUDE BUT NOT LIMITED TO . THESE REQUIREMENTS INCLUDE BUT NOT LIMITED TO AIRCRAFT ROUTES, CONSTRUCTION ACCESS ROUTES, CONSTRUCTION LIMITS, AND BARRICADE LOCATIONS.

AutoCAD SHX Text

4. %%UPROTECTION OF NAVIGATION AIDS (NAVAIDS)

AutoCAD SHX Text

-THE CONTRACTOR MUST NOT CONDUCT ANY CONSTRUCTION ACTIVITY WITHIN NAVIGATIONAL AID RESTRICTED AREAS WITHOUT PRIOR APPROVAL FROM THE LOCAL FAA AIRWAY FACILITIES SECTOR REPRESENTATIVE. NAVIGATIONAL AIDS INCLUDE INSTRUMENT LANDING SYSTEM COMPONENTS AND VERY HIGH-FREQUENCY OMNIDIRECTIONAL RANGE, AIRPORT SURVEILLANCE RADAR. SUCH RESTRICTED AREAS ARE DEPICTED ON CONSTRUCTION PLANS.

AutoCAD SHX Text

5. %%UCONTRACTOR ACCESS

AutoCAD SHX Text

6. %%UWILDLIFE MANAGEMENT

AutoCAD SHX Text

-CONTRACTOR SHALL ADHERE TO ALL WILDLIFE MANAGEMENT PRACTICES AS STATED IN ADVISORY CIRCULAR 150/5200-33B, HAZARDOUS WILDLIFE ATTRACTIONS ON OR NEAR AIRPORTS, AND CERTALERT 98-08, GRASSES ATTRACTIVE TO HAZARDOUS WILDLIFE. -CONTRACTOR IS RESPONSIBLE FOR COMPLETING A DAILY INSPECTION OF TRASH AND OR FOREIGN OBJECTS ON THE CONSTRUCTION SITE THAT MIGHT ATTRACT WILDLIFE. -CONTRACTOR IS RESPONSIBLE FOR COMPLETING A DAILY INSPECTION OF STANDING WATER THAT MIGHT ATTRACT WILDLIFE ONTO THE CONSTRUCTION SITE. -CONTRACTOR SHALL MAINTAIN ALL FENCES AND GATES THROUGHOUT THE PROJECT TO THE SATISFACTION OF THE ENGINEER. -CONTRACTOR SHALL NOTIFY ENGINEER WHEN A WILDLIFE SIGHTING HAS OCCURRED ON THE PROJECT SITE.

AutoCAD SHX Text

8. %%UHAZARDOUS MATERIAL (HAZMAT) MANAGEMENT

AutoCAD SHX Text

-CONTRACTOR SHALL NOTIFY ENGINEER AND AIRPORT EMERGENCY PERSONNEL IF HAZARDOUS MATERIAL IS ENCOUNTERED ON THIS PROJECT.

AutoCAD SHX Text

9. %%UNOTIFICATION OF CONSTRUCTION ACTIVITIES

AutoCAD SHX Text

AGENCY NAME

AutoCAD SHX Text

TYPE OF AGENCY

AutoCAD SHX Text

TELEPHONE NUMBER

AutoCAD SHX Text

MARYVILLE POLICE DEPARTMENT

AutoCAD SHX Text

POLICE DEPARTMENT

AutoCAD SHX Text

(660) 562-3209 OR 911

AutoCAD SHX Text

MARYVILLE FIRE DEPARTMENT

AutoCAD SHX Text

FIRE DEPARTMENT

AutoCAD SHX Text

(660) 562-3209 OR 911

AutoCAD SHX Text

ST. FRANCIS HOSPITAL

AutoCAD SHX Text

HOSPITAL/AMBULANCE

AutoCAD SHX Text

(660) 562-2600 OR 911

AutoCAD SHX Text

AIRPORT MANAGER

AutoCAD SHX Text

KEVIN RANKIN

AutoCAD SHX Text

-ANY CHANGES TO SCOPE OR SCHEDULE MUST BE NOTIFIED TO THE ENGINEER AND EVU DIRECTOR OF OPERATIONS AND AIRPORT OPERATIONS SPECIALIST SO EVU DIRECTOR OF OPERATIONS AND AIRPORT OPERATIONS SPECIALIST SO DIRECTOR OF OPERATIONS AND AIRPORT OPERATIONS SPECIALIST SO THAT NOTAMS CAN BE ISSUED, MAINTAINED, AND CANCELED. -IN AN EVENT OF AN EMERGENCY, CONTRACTOR SHALL NOTIFY ENGINEER, EVU EVU OPERATIONS, AND AIRPORT EMERGENCY. -ANY CONSTRUCTION OR ALTERATION THAT AFFECTS NAVIGABLE AIRSPACE AS DEFINED IN PART 77, MUST NOTIFY THE ENGINEER.

AutoCAD SHX Text

10. %%UINSPECTION REQUIREMENTS

AutoCAD SHX Text

-CONTRACTOR TO COMPLETE A DAILY INSPECTION FOR SAFETY ON THE CONSTRUCTION SITE BY COMPLETING THE CHECKLIST PROVIDED IN THE ADVISORY CIRCULAR 150/5370-2F APPENDIX 4, CONSTRUCTION PROJECT DAILY INSPECTION CHECKLIST. -THE CONTRACTOR, ENGINEER AND AIRPORT OPERATOR MUST PERFORM ONSITE INSPECTIONS THROUGHOUT THE PROJECT, WITH IMMEDIATE REMEDY OF ANY DEFICIENCIES, WHETHER CAUSED BY NEGLIGENCE, OVERSIGHT, OR PROJECT SCOPE CHANGE. -CONTRACTOR TO COMPLETE A FINAL INSPECTION FOR SAFETY ON THE CONSTRUCTION SITE AT THE END OF EACH PHASE. THE INSPECTION WILL INCLUDE A COMPLETED CHECKLIST PROVIDED IN THE ADVISORY CIRCULAR 150/5370-2F APPENDIX 4, CONSTRUCTION PROJECT DAILY INSPECTION CHECKLIST.

AutoCAD SHX Text

11. %%UAPPROACH CLEARANCE TO RUNWAYS

AutoCAD SHX Text

-RUNWAY THRESHOLDS MUST PROVIDE AN UNOBSTRUCTED APPROACH SURFACE OVER EQUIPMENT AND MATERIALS. (REFER TO CHAPTER 3 PARAGRAPH 303B) IN AC 150/5300-13A AIRPORT DESIGN, FOR GUIDANCE IN THIS AREA.

AutoCAD SHX Text

12. %%URUNWAY AND TAXIWAY VISUAL AIDS

AutoCAD SHX Text

-CONTRACTOR TO PLACE LOW-PROFILE BARRICADES AS DETAILED ON AND IN ALL DESIGNATED AREAS AS SHOWN ON PHASING SHEETS G008 - G010. G008 - G010. - G010. G010. . -APPROVED LOW-PROFILE BARRICADES SHALL BE LIT AT NIGHT AS APPROVED BY THE ENGINEER.

AutoCAD SHX Text

13. %%UMARKING AND SIGNS FOR ACCESS ROUTES

AutoCAD SHX Text

-ALL REQUIRED SIGNS AND MARKINGS SHALL CONFORM TO ADVISORY CIRCULAR 150/5340-18F, STANDARD FOR AIRPORT SIGN SYSTEMS, OR THE FEDERAL HIGHWAY ADMINISTRATION MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (MUTCD). -ALL SIGNS ADJACENT TO AREAS USED BY AIRCRAFT MUST COMPLY WITH THE FRANGIBLE REQUIREMENTS AS STATED IN ADVISORY CIRCULAR 150/5220-23, FRANGIBLE CONNECTIONS.

AutoCAD SHX Text

14. %%UHAZARD MARKINGS AND LIGHTINGS

AutoCAD SHX Text

-PRIOR TO CLOSING ANY AREAS IN THE AOA TO AIRCRAFT OR EMERGENCY TRAFFIC, CONTRACTOR MUST CLEARLY MARK AND DEFINED CLOSED AREAS WITH WARNING LIGHTS, BARRICADES, AND FLAGS TO THE APPROVAL OF THE ENGINEER. CONTRACTOR TO USE PHASING SHEETS G008 - G010 FOR GUIDANCE. G008 - G010 FOR GUIDANCE. - G010 FOR GUIDANCE. G010 FOR GUIDANCE. FOR GUIDANCE. -HAZARDOUS AREAS ON THE MOVEMENT AREA WILL BE MARKED WITH BARRICADES. THESE BARRICADES RESTRICT ACCESS AND MAKE HAZARDS OBVIOUS TO AIRCRAFT, PERSONNEL, AND VEHICLES. DURING PERIODS OF LOW VISIBILITY AND AT NIGHT, IDENTIFY HAZARDOUS AREAS WITH RED FLASHING LIGHTS. THE HAZARDOUS AREA MARKING AND LIGHTING WILL BE SUPPLIED BY THE CONTRACTOR, AS SPECIFIED IN THE CONTRACT, AND IS DEPICTED ON THE PLANS.

AutoCAD SHX Text

15. %%UPROTECTION OF RUNWAY AND TAXIWAY AREAS

AutoCAD SHX Text

-SAFETY AREAS - CONTRACTOR SHALL NOT IMPEDE ON THE SAFETY AREAS OF ANY ACTIVE RUNWAYS OR TAXIWAYS DURING NORMAL AIRPORT HOURS. -OBJECT FREE AREAS - CONTRACTOR SHALL NOT PLACE EQUIPMENT, MATERIAL, OR STOCKPILES IN THIS AREA. ALL OBJECTS OR MATERIALS ADJACENT TO THIS AREA SHALL BE PROPERLY MARKED/LIT PER ADVISORY CIRCULAR 150/5370-2F. CONTRACTOR SHALL NOT WORK IN ANY OBJECT FREE AREAS FOR ACTIVE RUNWAYS, TAXIWAYS, OR TAXILANES DURING NORMAL AIRPORT HOURS. -OBSTACLE FREE ZONE - CONTRACTOR TO PREVENT PERSONNEL, MATERIAL, AND/OR EQUIPMENT FROM PENETRATING THE OBSTACLE FREE ZONE AS DEFINED IN ADVISORY CIRCULAR 150/5300-13A, PARAGRAPH 306.

AutoCAD SHX Text

%%UNORTHWEST MISSOURI REGIONAL AIRPORT - ALL CONNECTOR TAXIWAYS

AutoCAD SHX Text

-OBJECT FREE ZONE 200' FROM RUNWAY (EACH SIDE)

AutoCAD SHX Text

17. %%UOTHER LIMITATIONS ON CONSTRUCTION

AutoCAD SHX Text

BEFORE BEGINNING ANY CONSTRUCTION ACTIVITY ON THE AOA, THE CONTRACTOR MUST GIVE NOTICE TO THE ENGINEER. THE ENGINEER WILL COORDINATE WITH EVU OPERATIONS TO DETERMINE IF THE CONSTRUCTION REQUIRES THE NOTICE OPERATIONS TO DETERMINE IF THE CONSTRUCTION REQUIRES THE NOTICE TO AIRMEN (NOTAM) SYSTEM OF PROPOSED LOCATION, TIME, AND DATE OF COMMENCEMENT OF CONSTRUCTION. ALL NOTAMS SHOULD BE ISSUED BY THE MOUNTAIN VIEW AIRPORT. UPON COMPLETION OF WORK AND RETURN OF ALL SUCH AREAS TO STANDARD CONDITIONS, THE CONTRACTOR MUST COORDINATE WITH THE ENGINEER AND VERIFY THE CANCELLATION OF ALL NOTICES ISSUED VIA THE NOTAM SYSTEM. THROUGHOUT THE DURATION OF THE CONSTRUCTION PROJECT, THE CONTRACTOR MUST:

AutoCAD SHX Text

16. %%UAIRPORT SECURITY

AutoCAD SHX Text

-CONTRACTOR SHALL ADHERE TO AIRPORT SECURITY REQUIREMENTS AT ALL TIMES. SECURITY REQUIREMENTS AND RELATED AIRPORT FAMILIARIZATION REQUIREMENTS ARE MANDATORY. ANY GATE UTILIZED FOR CONSTRUCTION PURPOSES SHALL BE GUARDED BY CONTRACTOR OR LOCKED AT ALL TIMES. KEY CONSTRUCTION SUPERINTENDENTS AND ANY OTHER PERSONNEL DEEMED NECESSARY BY THE AIRPORT SHALL BE REQUIRED TO BE BADGED BY THE AIRPORT, COMPLETE A SECURITY CLASS AND AN AIRPORT DRIVING CLASS AT THE EXPENSE OF THE CONTRACTOR PRIOR TO CONSTRUCTION. UNBADGED CONSTRUCTION PERSONNEL SHALL BE ESCORTED AT ALL TIMES DURING AIRSIDE CONSTRUCTION.

AutoCAD SHX Text

ADDITIONAL LIMITATIONS ON CONSTRUCTION INCLUDE:

AutoCAD SHX Text

A.PROHIBITING OPEN-FLAME WELDING OR TORCH CUTTING OPERATIONS PROHIBITING OPEN-FLAME WELDING OR TORCH CUTTING OPERATIONS UNLESS ADEQUATE FIRE SAFETY PRECAUTIONS ARE PROVIDED AND THESE OPERATIONS HAVE BEEN AUTHORIZED BY THE AIRPORT OPERATOR (AS TAILORED TO CONFORM TO LOCAL REQUIREMENTS AND RESTRICTIONS). B.PROMINENTLY MARKING OPEN TRENCHES, EXCAVATIONS, AND PROMINENTLY MARKING OPEN TRENCHES, EXCAVATIONS, AND STOCKPILED MATERIALS AT THE CONSTRUCTION AND LIGHTING THESE OBSTACLES DURING HOURS OF RESTRICTED VISIBILITY AND DARKNESS. C.MARKING AND LIGHTING CLOSED, DECEPTIVE, AND HAZARDOUS AREAS MARKING AND LIGHTING CLOSED, DECEPTIVE, AND HAZARDOUS AREAS ON AIRPORTS, AS APPROPRIATE. D.CONSTRAINING STOCKPILED MATERIAL TO PREVENT ITS MOVEMENT AS CONSTRAINING STOCKPILED MATERIAL TO PREVENT ITS MOVEMENT AS A RESULT OF THE MAXIMUM ANTICIPATED AIRCRAFT BLAST AND FORECAST WIND CONDITIONS. E.NO USE OF TALL EQUIPMENTS (CRANES, CONCRETE PUMPS, AND SO NO USE OF TALL EQUIPMENTS (CRANES, CONCRETE PUMPS, AND SO ON) UNLESS AN FAA FORM 7460-1 DETERMINATION LETTER IS ISSUED FOR SUCH EQUIPMENT. F.NO USE OF FLARE POTS WITHIN THE AOA.NO USE OF FLARE POTS WITHIN THE AOA.

AutoCAD SHX Text

A.BE AWARE OF AND UNDERSTAND THE SAFETY PROBLEMS AND HAZARDS BE AWARE OF AND UNDERSTAND THE SAFETY PROBLEMS AND HAZARDS DESCRIBED IN AC 150/5370-2F, OPERATIONAL SAFETY ON AIRPORTS DURING CONSTRUCTION. B.CONDUCT ACTIVITIES SO AS NOT TO VIOLATE ANY SAFETY STANDARDS CONDUCT ACTIVITIES SO AS NOT TO VIOLATE ANY SAFETY STANDARDS CONTAINED IN AC 150/5370-2F OR ANY OF THE REFERENCES THEREIN. C.INSPECT ALL CONSTRUCTION AND STORAGE AREAS AS OFTEN AS NECESSARY INSPECT ALL CONSTRUCTION AND STORAGE AREAS AS OFTEN AS NECESSARY TO BE AWARE OF CONDITIONS. D.PROMPTLY TAKE ALL ACTIONS NECESSARY TO PREVENT OR REMEDY ANY PROMPTLY TAKE ALL ACTIONS NECESSARY TO PREVENT OR REMEDY ANY UNSAFE OR POTENTIALLY UNSAFE CONDITIONS AS SOON AS THEY ARE DISCOVERED. E.THE CONTRACTOR SHALL ADHERE TO THE REQUIREMENTS, PROVISIONS, AND THE CONTRACTOR SHALL ADHERE TO THE REQUIREMENTS, PROVISIONS, AND PROCEDURES OUTLINED IN CONSTRUCTION SAFETY PHASING PLAN (SEE APPENDIX OF THE CONTRACT DOCUMENTS).

AutoCAD SHX Text

7. %%UFOREIGN OBJECT DEBRIS (FOD) MANAGEMENT

AutoCAD SHX Text

-CONTRACTOR SHALL KEEP ALL PAVEMENTS IN THE AOA INCLUDING APRONS, TAXIWAYS, AND RUNWAYS FREE FROM FOD AT ALL TIMES TO PREVENT ANY DEBRIS FROM BEING INGESTED INTO AN AIRCRAFT'S ENGINE OR ANY DEBRIS FROM BEING LAUNCHED DUE TO JET BLAST. -CONTRACTOR IS REQUIRED TO MAINTAIN FOD SEVERAL TIMES A DAY TO THE SATISFACTION OF THE ENGINEER. -PRIOR TO OPENING ANY PAVEMENT TO AIRCRAFT, THE CONTRACTOR SHALL CONDUCT A SWEEP OF THE PAVEMENT TO VERIFY THAT THE PAVEMENT IS FREE FROM FOD. -THE CONTRACTOR IS ADVISED THAT DUST CONTROL, CLEANUP OF ACTIVE PAVEMENTS TRACKING DEBRIS ONTO ACTIVE PAVEMENT AND GENERAL JOBSITE CLEANLINESS IS A SERIOUS SAFETY CONCERN. FOREIGN OBJECT DEBRIS (FOD) IS CONSIDERED AS ANY ITEM THAT COULD POSSIBLY IMPACT THE OPERATIONS OF AN AIRPORT. FOD COULD CAUSE INJURY OR DEATH THROUGH INGESTION IN MOVING AIRCRAFT ENGINES. SPECIFIC ITEMS OF CONCERN INCLUDE BUT ARE NOT LIMITED TO: ANY PACKAGING FROM MATERIAL INSTALLATION, GRAVEL LEFT ON ACTIVE PAVEMENTS, DUST TRACKED ONTO ACTIVE PAVEMENTS, HAND TOOLS, HARDWARE DROPPED, ETC.

AutoCAD SHX Text

%%UBY THE CONSTRUCTION ACTIVITY

AutoCAD SHX Text

-PRIOR TO CONSTRUCTION, CONTRACTOR SHALL SUBMIT A CERTIFICATION LETTER THAT ALL EMPLOYEES WHO WILL HAVE UNESCORTED ACCESS TO THE AOA HAVE BEEN CHECKED FOR EMPLOYMENT, SECURITY, AND CRIMINAL HISTORY AS STATED IN THE CONSTRUCTION SAFETY AND PHASING PLAN. -CONTRACTOR MOVEMENT SHALL BE RESTRICTED TO THE PRE-DETERMINED ACCESS ROUTES AS SHOWN ON SHEETS G008 - G010. G008 - G010. - G010. G010. . -ALL VEHICLES AND EQUIPMENT OPERATING IN THE AOA MUST CLEARLY IDENTIFY THEMSELVES WITH A 8-INCH (MINIMUM) BLOCK-TYPE CHARACTERS OF A CONTRASTING COLOR AND EASY TO READ. THEY MAY BE APPLIED EITHER BY USING TAPE OR A WATER-SOLUABLE PAINT TO FACILITATE REMOVAL. MAGNETIC SIGNS ARE ALSO ACCEPTABLE. IN ADDITION, VEHICLES MUST DISPLAY IDENTIFICATION MEDIA, AS SPECIFIED IN THE APPROVED AIRPORT SECURITY PLAN. -ALL VEHICLES AND EQUIPMENT OPERATING IN THE AOA MUST HAVE FLAG (DAY ONLY) OR BEACON (DAY AND NIGHT) ATTACHED TO THE VEHICLE. -ALL VEHICLES WITHOUT PRIOR APPROVAL FROM AIRPORT THAT MUST TRAVEL IN THE AOA WILL BE ESCORTED BY THE CONTRACTOR AND AIRPORT OPERATIONS. THOSE VEHICLES ARE REQUIRED TO ADHERE TO ALL RULES AND REGULATIONS AS BY EVU NORTHWEST MISSOURI REGIONAL AIRPORT AND EVU NORTHWEST MISSOURI REGIONAL AIRPORT AND NORTHWEST MISSOURI REGIONAL AIRPORT AND ADVISORY CIRCULAR 150/5370-2F, OPERATIONAL SAFETY ON AIRPORTS DURING CONSTRUCTION. IDENTIFICATION AND FLAGS/BEACONS MUST BE ATTACHED TO THE VEHICLE AS STATED IN THE PREVIOUS NOTE. -VEHICLE TRAFFIC LOCATED IN OR CROSSING AN ACTIVE MOVEMENT AREA MUST HAVE A WORKING TWO-WAY RADIO IN CONTACT WITH AIR TRAFFIC OR BE ESCORTED BY A PERSON IN RADIO CONTACT WITH AIR TRAFFIC. THE DRIVER, THROUGH PERSONAL OBSERVATION SHOULD CONFIRM THAT NO AIRCRAFT IS APPROACHING THE VEHICLE POSITION. THE CONTRACTOR PERSONNEL MAY OPERATE IN THE MOVEMENT AREA WITHOUT TWO-WAY RADIO COMMUNICATION PROVIDED A NOTAM IS ISSUED CLOSING THE AREA AND THE AREA IS PROPERLY MARKED TO PREVENT INCURSIONS. TWO-WAY RADIO COMMUNICATIONS ARE REQUIRED BETWEEN THE CONTRACTOR AND AIR TRAFFIC. CONTINUOUS MONITORING IS REQUIRED ONLY WHEN EQUIPMENT MOVEMENT IS NECESSARY IN CERTAIN AREAS. CONTRACTOR SHALL HAVE A MINIMUM OF TWO ICOM AC-200 TOWER/CTAF RADIOS ON SITE AT ALL TIMES. THESE ITEMS SHALL BE PURCHASED FOR THIS PROJECT AND PAID FOR UNDER ITEM P-105, MOBILIZATION.

AutoCAD SHX Text

TRUCK/HAUL ROUTE

AutoCAD SHX Text

CONTRACTOR STAGING AREA

AutoCAD SHX Text

LEGEND:

AutoCAD SHX Text

(660) 582-2233 ALT (660) 562-7450

AutoCAD SHX Text

NORTHWEST MISSOURI REGIONAL AIRPORT GROUND - CTAF/UNICOM 122.8 -CONTRACTOR IS REQUIRED TO NOTIFY AND COORDINATE WITH THE PROJECT ENGINEER PRIOR TO ENTERING ANY ACTIVE SURFACE SAFETY AREAS OR OBJECT FREE AREAS. -CONTRACTOR, SUBCONTRACTOR, AND SUPPLIER EMPLOYEES OR ANY UNAUTHORIZED PERSONS MUST BE RESTRICTED FROM ENTERING AN AIRPORT AREA THAT WOULD BE HAZARDOUS.

AutoCAD SHX Text

-THE CONTRACTOR SHALL BE REQUIRED TO ATTEND A VEHICLE OPERATOR TRAINING CLASS IF REQUIRED BY THE AIRPORT. AT A MINIMUM, THE KEY PERSONNEL TO BE ON SITE SHALL BE REQUIRED TO ATTEND, OR AS REQUIRED BY THE AIRPORT. IF A FORMAL VEHICLE OPERATOR TRAINING CLASS IS NOT REQUIRED BY THE AIRPORT THE CONTRACTOR SHALL BECOME FAMILIAR WITH ADVISORY CIRCULAR 150/5370-2F AND THE PHASING REQUIREMENTS CONTAINED IN THIS PLAN SET.

AutoCAD SHX Text

G.IN THE EVENT THAT THE OPERATION OF THE AIRPORT IS IMPACTED BY A IN THE EVENT THAT THE OPERATION OF THE AIRPORT IS IMPACTED BY A A WEATHER EVENT OR ANY UNFORESEEN EVENT, THE CONTRACTOR SHALL BE PREPARED TO STOP WORK AND RELOCATE MEN AND EQUIPMENT, AS REQUIRED BY THE AIRPORT, UNTIL SUCH A TIME THAT THE EVENT HAS CEASED AND IT IS SAFE TO RESUME CONSTRUCTION ACTIVITIES. H.PRIOR TO DEACTIVATING ANY WATER LINES OR FIRE HYDRANTS OR PRIOR TO DEACTIVATING ANY WATER LINES OR FIRE HYDRANTS OR REROUTING OR BLOCKING ANY EMERGENCY ACCESS ROUTES THE CONTRACTOR SHALL NOTIFY THE AIRPORT MANAGER.

AutoCAD SHX Text

18. %%UVEHICLE OPERATOR TRAINING

AutoCAD SHX Text

-THE CONTRACTOR SHALL BE REQUIRED TO ATTEND A VEHICLE OPERATOR TRAINING CLASS IF REQUIRED BY THE AIRPORT. AT A MINIMUM, THE KEY PERSONNEL SHALL BE REQUIRED TO ATTEND, OR AS REQUIRED BY THE AIRPORT. IF A FORMAL VEHICLE OPERATOR TRAINING CLASS IS NOT REQUIRED BY THE AIRPORT THE CONTRACTOR SHALL BECOME FAMILIAR WITH ADVISORY CIRCULAR 150/5370-2F AND THE PHASING REQUIREMENTS CONTAINED IN THE PLAN SET.

AutoCAD SHX Text

5. %%UCONTRACTOR ACCESS (CONT.)

CONTRACTOR

STAGING

AREA

2

5

0

T

H

S

T

.

H

A

W

K

R

D

.

H

I

G

H

W

A

Y

4

6

RUNWAY 14/32

TERMINAL

SCHEDULE II

PHASE 2

SCHEDULE I

PHASE 1

8

G008

CONSTRUCTION SAFETY DRAWING

OVERALL PHASING PLAN

D.W.C.

D.W.C.

C.L.G.

M.J.L.

SHEET NAME

SHEET NO.

DES:

MODOT PROJ. NO.

16-002A-1

DATE:

02/10/2017

DR:

CH:

APP:


AND RUNWAY

SAFETY AREA GRADING

ISSUE RECORD


NAME REG. NO. DATE




NORTHWEST MISSOURI

REGIONAL AIRPORT

MARYVILLE, MISSOURI

of 25

JVIATION PROJ. NO.

EVU-LOC-16-01

ISSUED FOR REVIEW






SCHEDULE I & II - CONSTRUCTION PHASING NOTES - TOTAL ALL PHASES (75 CALENDAR DAYS)

FLASHER BARRICADE DETAIL

CLOSED RUNWAY "X"

2

G008

1

G008

BARRICADE NOTES:

CLOSED TAXIWAY "X"

3

G008

AutoCAD SHX Text

CLOSED RUNWAY "X" FOR WORK IN PHASE 2 (SEE DETAIL 2 THIS SHEET)

AutoCAD SHX Text

CLOSED TAXIWAY "X" FOR WORK IN PHASE 1 (SEE DETAIL 3 THIS SHEET)

AutoCAD SHX Text

CLOSED RUNWAY "X" FOR WORK IN PHASE 2 (SEE DETAIL 2 THIS SHEET)

AutoCAD SHX Text

0

AutoCAD SHX Text

( IN FEET )

AutoCAD SHX Text

GRAPHIC SCALE

AutoCAD SHX Text

300

AutoCAD SHX Text

300

AutoCAD SHX Text

600

AutoCAD SHX Text

CONSTRUCTION PHASING LEGEND

AutoCAD SHX Text

SCHEDULE I - PHASE 1: ESTIMATED START DATE: SPRING 2017 2017 2017 (TENTATIVELY SCHEDULED FOR JUNE 19, 2017) 75 CALENDAR DAYS CONCURRENT WITH SCHEDULE II, PHASE 2 SCHEDULE II - PHASE 2: ESTIMATED START DATE: SPRING 2017 10 CALENDAR DAYS CONCURRENT WITH SCHEDULE I, PHASE 1

AutoCAD SHX Text

SCHEDULE I: 1.PAVEMENT DEMOLITION PAVEMENT DEMOLITION 2.UNCLASSIFIED EXCAVATION UNCLASSIFIED EXCAVATION 3.REMOVAL OF EXISTING STORM PIPE AND REMOVAL OF EXISTING STORM PIPE AND INLET 4.STORM PIPE AND INLET INSTALLATION STORM PIPE AND INLET INSTALLATION 5.FLY ASH TREATED SUBGRADE FLY ASH TREATED SUBGRADE 6.CRUSHED AGGREGATE BASE COURSE CRUSHED AGGREGATE BASE COURSE 7.STABILIZATION FABRIC STABILIZATION FABRIC 8.PORTLAND CEMENT CONCRETE PAVEMENT PORTLAND CEMENT CONCRETE PAVEMENT 9.INSTALLATION OF TIEDOWN ANCHORS INSTALLATION OF TIEDOWN ANCHORS 10.SEEDING WITH HYDROMULCH SEEDING WITH HYDROMULCH 11.PERMANENT APRON PAVEMENT MARKINGSPERMANENT APRON PAVEMENT MARKINGS

AutoCAD SHX Text

SCHEDULE I & II

AutoCAD SHX Text

MAJOR WORK TO BE COMPLETED

AutoCAD SHX Text

NOT TO SCALE

AutoCAD SHX Text

N.T.S.

AutoCAD SHX Text

1.CONSTRUCTION BARRICADES SHALL BE INSTALLED AS DIRECTED CONSTRUCTION BARRICADES SHALL BE INSTALLED AS DIRECTED BY ENGINEER FOR AREAS THAT ARE TEMPORARILY CLOSED TO TRAFFIC DURING PAVEMENT MARKING APPLICATION AND DRY TIME. 2.ALL OF THE CONTRACTOR'S EQUIPMENT AND ANY FOREIGN ALL OF THE CONTRACTOR'S EQUIPMENT AND ANY FOREIGN OBJECT DEBRIS (FOD) MUST BE REMOVED FROM RUNWAY SAFETY AREAS PRIOR TO OPENING. 3.THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN NEEDED TO DIRECT TRAFFIC.

AutoCAD SHX Text

1.A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE AIRPORT FOR CONSTRUCTION ACCESS TO THE WORK AREAS IN ORDER FOR THE AIRPORT TO ISSUE A NOTAM. IF CLOSURES ARE NOT SCHEDULED PROPERLY AND IN WRITING, THE CONTRACTOR MAY NOT HAVE ACCESS TO THE DESIRED WORK AREA AND IN NO WAY IS THIS A VALIDATION FOR ADDITIONAL CALENDAR DAYS. 2.UNICOM 122.8 MHZ. UNICOM 122.8 MHZ. 3.A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE AVAILABLE AT ALL TIMES TO CLEAN DEBRIS FROM HAUL ROUTE OR AREAS ADJACENT TO CONSTRUCTION. 4.CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO EXISTING AIRFIELD PAVEMENT, LIGHTS OR AREAS ALONG THE HAUL ROUTE. 5.THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE DESIGNATED STAGING AREA. 6.THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE. THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE. 7.CONTRACTOR SHALL PROVIDE TEMPORARY SIGNAGE TO DIRECT CONTRACTOR SHALL PROVIDE TEMPORARY SIGNAGE TO DIRECT AIRPORT TRAFFIC TO THE TEMPORARY AIRPORT ACCESS ROUTE.

AutoCAD SHX Text

OTHER NOTES

AutoCAD SHX Text

AIRPORT OPERATIONAL NOTES

AutoCAD SHX Text

FLASHER BARRICADES SEE DETAIL 1 ON THIS SHEET

AutoCAD SHX Text

CLOSED RUNWAY "X" SEE DETAIL 2 ON THIS SHEET

AutoCAD SHX Text

SCHEDULE I PHASE 1 (75 CALENDAR DAYS)

AutoCAD SHX Text

WIDTH = 6"

AutoCAD SHX Text

%%UPLAN

AutoCAD SHX Text

%%UELEVATION

AutoCAD SHX Text

%%UNOTE:

AutoCAD SHX Text

1.FLASHER BARRICADES WILL BE REQUIRED ALONG THE EDGE OF FLASHER BARRICADES WILL BE REQUIRED ALONG THE EDGE OF ANY VERTICAL DROP OFF GREATER THAN 3". OPERATIONS WILL ISSUE NOTAM TO ADVISE AIRCRAFT OF THIS CONDITION, AND IN LOCATIONS SHOWN ON SHEETS G009-G010.G009-G010.-G010.G010..

AutoCAD SHX Text

25'

AutoCAD SHX Text

10'

AutoCAD SHX Text

25'

AutoCAD SHX Text

10'

AutoCAD SHX Text

60'

AutoCAD SHX Text

25'

AutoCAD SHX Text

60'

AutoCAD SHX Text

25'

AutoCAD SHX Text

%%UNOTE:

AutoCAD SHX Text

THE CONTRACTOR WILL BE REQUIRED TO PLACE CROSSES AT EACH END OF A RUNWAY WHEN HE CLOSES THE RUNWAY FOR CONSTRUCTION. THE MATERIAL USED FOR THE CROSS SHALL BE ANY SUITABLE WOOD, PLYWOOD OR FABRIC ACCEPTABLE TO THE ENGINEER. THE MATERIAL SHALL BE PAINTED YELLOW. THE CROSS SHALL BE PLACED OVER RUNWAY NUMBER UNLESS OTHERWISE SHOWN IN PLANS. CONTRACTOR TO SECURE TO SURFACE TO PREVENT MOVEMENT FROM WIND AND JET BLAST.

AutoCAD SHX Text

RED FLASHER (TYP) (SEE NOTE 1)

AutoCAD SHX Text

SAFETY ORANGE

AutoCAD SHX Text

WHITE

AutoCAD SHX Text

NUEBERT AERO CORP. (NAC) 8 FT. AIRPORT LOW PROFILE BARRICADES OR APPROVED EQUAL (SEE BARRICADE NOTE 5)

AutoCAD SHX Text

HEIGHT = 18" MAXIMUM FROM GROUND TO TOP OF BARRICADE

AutoCAD SHX Text

* 8' DIMENSION IS ALLOWABLE FOR 8' DIMENSION IS ALLOWABLE FOR TEMPORARY RUNWAY CLOSURES

AutoCAD SHX Text

*

AutoCAD SHX Text

1.LENS TO BE RED AND BE ABLE TO ROTATE 90°. NEUBERT AERO CORP. (NAC) - 360 LENS TO BE RED AND BE ABLE TO ROTATE 90°. NEUBERT AERO CORP. (NAC) - 360 DEGREE RED-TYPE D HAZARD SOLAR POWERED DUAL FUNCTION AND/OR APPROVED EQUAL BY ENGINEER. 2.FACING OF LOW-PROFILE BARRICADE TO BE COVERED WITH REFLECTIVE MATERIAL. FACING OF LOW-PROFILE BARRICADE TO BE COVERED WITH REFLECTIVE MATERIAL. 3.LOW-PROFILE BARRICADES TO BE PLACED CONTINUALLY ALONG OPERATIONAL PAVEMENT, LOW-PROFILE BARRICADES TO BE PLACED CONTINUALLY ALONG OPERATIONAL PAVEMENT, ADJACENT TO CONSTRUCTION, AS DIRECTED BY THE ENGINEER. THE GAPS BETWEEN BARRICADES SHALL NOT EXCEED 4' END TO END. 4.FLASHERS SHALL BE SECURED TO THE BARRICADES, AS APPROVED BY AIRPORT FLASHERS SHALL BE SECURED TO THE BARRICADES, AS APPROVED BY AIRPORT OPERATIONS. ALTERNATE FLASHER LENSES SO THAT EVERY OTHER LENS IS ROTATED 90°. 5.LOW-PROFILE BARRICADES SHALL BE OF LOW MASS, EASILY COLLAPSIBLE UPON LOW-PROFILE BARRICADES SHALL BE OF LOW MASS, EASILY COLLAPSIBLE UPON CONTACT WITH AN AIRCRAFT OR ANY OF ITS COMPONENTS, AND WEIGHTED OR STURDILY ATTACHED TO THE SURFACE. IF AFFIXED TO THE SURFACE, THE BARRICADE MUST BE FRANGIBLE AT GRADE LEVEL OR LOW AS POSSIBLE, BUT NOT TO EXCEED 3 INCHES ABOVE THE GROUND. THE CONTRACTOR IS TO REPAIR ANY SURFACE DAMAGE IF BARRICADE IS AFFIXED TO THE SURFACE. NEUBERT AERO CORP. (NAC) 8 FT AIRPORT LOW PROFILE BARRICADES AND/OR APPROVED EQUAL BY ENGINEER. 6.THE CONTRACTOR SHALL MAINTAIN ALL BARRICADES DURING DAYLIGHT HOURS. THE CONTRACTOR SHALL MAINTAIN ALL BARRICADES DURING DAYLIGHT HOURS. CONTRACTORS SHALL ALSO PROVIDE THE AIRPORT SPARE LIGHTING UNITS FOR MAINTENANCE DURING NIGHTTIME HOURS. 7.BARRICADES TO BE PLACED IN LOCATIONS AS SHOWN ON PLANS AND AS DIRECTED BY BARRICADES TO BE PLACED IN LOCATIONS AS SHOWN ON PLANS AND AS DIRECTED BY THE FIELD ENGINEER THROUGHOUT THE PROJECT. 8.THE BARRICADES SHALL BE INCIDENTAL TO BID ITEM P-105 MOBILIZATION. CONTRACTOR THE BARRICADES SHALL BE INCIDENTAL TO BID ITEM P-105 MOBILIZATION. CONTRACTOR SHALL PLACE ALL BARRICADES IN STORAGE AT A LOCATION DETERMINED BY THE AIRPORT.

AutoCAD SHX Text


AutoCAD SHX Text

TRUCK/HAUL ROUTE

AutoCAD SHX Text

CLOSED TAXIWAY "X" SEE DETAIL 3 ON THIS SHEET

AutoCAD SHX Text

YELLOW PAINT

AutoCAD SHX Text

N.T.S.

AutoCAD SHX Text

NOTE: THE MATERIAL USED FOR THE CROSS SHALL BE ANY SUITABLE WOOD, PLYWOOD OR FABRIC ACCEPTABLE TO THE ENGINEER. THE MATERIAL SHALL BE PAINTED YELLOW. CONTRACTOR TO SECURE TO SURFACE TO PREVENT MOVEMENT FROM WIND AND JET BLAST.

AutoCAD SHX Text

SCHEDULE II PHASE 2 (10 CALENDAR DAYS)

AutoCAD SHX Text

SCHEDULE II: 1.UNCLASSIFIED EXCAVATION UNCLASSIFIED EXCAVATION 2.UNDERDRAIN INSTALLATION UNDERDRAIN INSTALLATION 3.EROSION CONTROL EROSION CONTROL 4.ADJUST RUNWAY EDGE LIGHTING SYSTEM ADJUST RUNWAY EDGE LIGHTING SYSTEM 5.EMBANKMENT EMBANKMENT 6.SEEDING WITH HYDROMULCHSEEDING WITH HYDROMULCH

RUNWAY 14/32

SCHEDULE I

PHASE 1

TERMINAL

H

I

G

H

W

A

Y

4

6

H

A

W

K

R

D

.

CONTRACTOR

STAGING

AREA

9

G009

CONSTRUCTION SAFETY DRAWING

PHASING PLAN

PHASE 1

D.W.C.

D.W.C.

C.L.G.

M.J.L.

SHEET NAME

SHEET NO.

DES:

MODOT PROJ. NO.

16-002A-1

DATE:

02/10/2017

DR:

CH:

APP:


AND RUNWAY

SAFETY AREA GRADING

ISSUE RECORD


NAME REG. NO. DATE




NORTHWEST MISSOURI

REGIONAL AIRPORT

MARYVILLE, MISSOURI

of 25

JVIATION PROJ. NO.

EVU-LOC-16-01

ISSUED FOR REVIEW






SCHEDULE I - CONSTRUCTION PHASING NOTES - CONSTRUCTION PHASE 1 (75 CALENDAR DAYS)

AutoCAD SHX Text

TAXIWAY CLOSURE "X" SEE DETAIL 3 ON SHEET G008

AutoCAD SHX Text

0

AutoCAD SHX Text

( IN FEET )

AutoCAD SHX Text

GRAPHIC SCALE

AutoCAD SHX Text

150

AutoCAD SHX Text

150

AutoCAD SHX Text

300

AutoCAD SHX Text


AutoCAD SHX Text

PHASE 1: ESTIMATED START DATE: SPRING 2017 (TENTATIVELY SCHEDULED FOR JUNE 19, 2017) 90 CALENDAR DAYS CONCURRENT WITH SCHEDULE II, PHASE 2

AutoCAD SHX Text

ALL WORK IN SCHEDULE I - PHASE 1 SHALL BE COMPLETED IN 75 CALENDAR DAYS FROM THE START OF CONSTRUCTION. IF SCHEDULE II IS AWARDED, THERE WILL BE NO ADDITIONAL DAYS ADDED TO PHASE 1.

AutoCAD SHX Text

SCHEDULE I - PHASE 1: 1.PAVEMENT DEMOLITION PAVEMENT DEMOLITION 2.UNCLASSIFIED EXCAVATION UNCLASSIFIED EXCAVATION 3.REMOVAL OF EXISTING STORM PIPE AND INLET REMOVAL OF EXISTING STORM PIPE AND INLET 4.STORM PIPE AND INLET INSTALLATION STORM PIPE AND INLET INSTALLATION 5.FLY ASH TREATED SUBGRADE FLY ASH TREATED SUBGRADE 6.CRUSHED AGGREGATE BASE COURSE CRUSHED AGGREGATE BASE COURSE 7.STABILIZATION FABRIC STABILIZATION FABRIC 8.PORTLAND CEMENT CONCRETE PAVEMENT PORTLAND CEMENT CONCRETE PAVEMENT 9.INSTALLATION OF TIEDOWN ANCHORS INSTALLATION OF TIEDOWN ANCHORS 10.SEEDING WITH HYDROMULCH SEEDING WITH HYDROMULCH 11.PERMANENT APRON PAVEMENT MARKINGSPERMANENT APRON PAVEMENT MARKINGS

AutoCAD SHX Text

SCHEDULE I - PHASE 1

AutoCAD SHX Text


AutoCAD SHX Text

1.THE CONTRACTOR SHALL HAVE 24 HOURS PER DAY ACCESS TO PHASE 1 THE CONTRACTOR SHALL HAVE 24 HOURS PER DAY ACCESS TO PHASE 1 WORK AREAS. 2.IN ADDITION TO LOCATIONS SHOWN, CONSTRUCTION BARRICADES SHALL BE IN ADDITION TO LOCATIONS SHOWN, CONSTRUCTION BARRICADES SHALL BE INSTALLED AS DIRECTED BY ENGINEER FOR AREAS THAT ARE TEMPORARILY CLOSED TO TRAFFIC DURING PAVEMENT MARKING APPLICATION AND DRY TIME. 3.THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN NEEDED TO THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN NEEDED TO DIRECT TRAFFIC. CLOSURES: NORTHERN CONNECTING TAXIWAY SHALL BE CLOSED FOR THE DURATION OF PHASE 1.

AutoCAD SHX Text

1.A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE AIRPORT FOR A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE AIRPORT FOR CONSTRUCTION ACCESS TO ALL PHASE 1 WORK AREAS IN ORDER FOR THE AIRPORT TO ISSUE A NOTAM. IF CLOSURES ARE NOT SCHEDULED PROPERLY AND IN WRITING, THE CONTRACTOR MAY NOT HAVE ACCESS TO THE DESIRED WORK AREA AND IN NO WAY IS THIS A VALIDATION FOR ADDITIONAL CALENDAR DAYS. 2.UNICOM 122.8 MHZ. UNICOM 122.8 MHZ. 3.A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE AVAILABLE AT ALL A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE AVAILABLE AT ALL TIMES TO CLEAN DEBRIS FROM HAUL ROUTE OR AREAS ADJACENT TO CONSTRUCTION. 4.CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO EXISTING AIRFIELD CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO EXISTING AIRFIELD PAVEMENT, LIGHTS OR AREAS ALONG THE HAUL ROUTE. 5.THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE DESIGNATED STAGING THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE DESIGNATED STAGING AREA. 6.THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE.THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE.

AutoCAD SHX Text


AutoCAD SHX Text

FLASHER BARRICADES SEE DETAIL 1 ON SHEET G008 G008

AutoCAD SHX Text

OTHER NOTES

AutoCAD SHX Text

SCHEDULE I PHASE 1 (75 CALENDAR DAYS)

AutoCAD SHX Text


AutoCAD SHX Text

TRUCK/HAUL ROUTE

AutoCAD SHX Text

CLOSED TAXIWAY "X" SEE DETAIL 3 ON SHEET G008G008

RUNWAY 14/32

TERMINAL

H

I

G

H

W

A

Y

4

6

H

A

W

K

R

D

.

SCHEDULE II

PHASE 2

CONTRACTOR

STAGING

AREA

10

G010

CONSTRUCTION SAFETY PLAN

PHASING PLAN

PHASE 2

D.W.C.

D.W.C.

C.L.G.

M.J.L.

SHEET NAME

SHEET NO.

DES:

MODOT PROJ. NO.

16-002A-1

DATE:

02/10/2017

DR:

CH:

APP:


AND RUNWAY

SAFETY AREA GRADING

ISSUE RECORD


NAME REG. NO. DATE




NORTHWEST MISSOURI

REGIONAL AIRPORT

MARYVILLE, MISSOURI

of 25

JVIATION PROJ. NO.

EVU-LOC-16-01

ISSUED FOR REVIEW






SCHEDULE II - CONSTRUCTION PHASING NOTES - CONSTRUCTION PHASE 2 - 10 CALENDAR DAYS

AutoCAD SHX Text

RUNWAY CLOSURE "X" SEE DETAIL 2 ON SHEET G008G008

AutoCAD SHX Text

0

AutoCAD SHX Text

( IN FEET )

AutoCAD SHX Text

GRAPHIC SCALE

AutoCAD SHX Text

150

AutoCAD SHX Text

150

AutoCAD SHX Text

300

AutoCAD SHX Text


AutoCAD SHX Text

PHASE 2: ESTIMATED START DATE: SPRING 2017 (TENTATIVELY 2017 (TENTATIVELY 2017 (TENTATIVELY SCHEDULED FOR JUNE 19, 2017) 10 CALENDAR DAYS CALENDAR DAYS PHASE 2 WORK SHALL BE COMPLETED CONCURRENTLY WITH PHASE 1 WORK.

AutoCAD SHX Text

ALL WORK IN SCHEDULE II - PHASE 2 SHALL BE COMPLETED IN 10 CALENDAR DAYS FROM THE START OF CONSTRUCTION. SCHEDULE II, PHASE 2 SHALL BE CONCURRENT WITH SCHEDULE I, PHASE 1.

AutoCAD SHX Text

SCHEDULE II - PHASE 2: 1.UNCLASSIFIED EXCAVATION UNCLASSIFIED EXCAVATION 2.UNDERDRAIN INSTALLATION UNDERDRAIN INSTALLATION 3.EROSION CONTROL EROSION CONTROL 4.EMBANKMENT EMBANKMENT 5.ADJUST RUNWAY EDGE LIGHT SYSTEM ADJUST RUNWAY EDGE LIGHT SYSTEM 6.SEEDING WITH HYDROMULCHSEEDING WITH HYDROMULCH

AutoCAD SHX Text

SCHEDULE II - PHASE 2

AutoCAD SHX Text


AutoCAD SHX Text

1.THE CONTRACTOR SHALL HAVE 24 HOURS PER DAY ACCESS TO PHASE 2 THE CONTRACTOR SHALL HAVE 24 HOURS PER DAY ACCESS TO PHASE 2 WORK AREAS. 2.IN ADDITION TO LOCATIONS SHOWN, CONSTRUCTION BARRICADES SHALL BE IN ADDITION TO LOCATIONS SHOWN, CONSTRUCTION BARRICADES SHALL BE INSTALLED AS DIRECTED BY ENGINEER FOR AREAS THAT ARE TEMPORARILY CLOSED TO TRAFFIC DURING PAVEMENT MARKING APPLICATION AND DRY TIME. 3.THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN NEEDED TO THE CONTRACTOR SHALL HAVE FLAGGERS AVAILABLE WHEN NEEDED TO DIRECT TRAFFIC. CLOSURES: RUNWAY 14/32 SHALL BE CLOSED FOR THE DURATION OF PHASE 2.

AutoCAD SHX Text

1.A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE AIRPORT FOR A MINIMUM OF 72 HOUR NOTICE SHOULD BE GIVEN TO THE AIRPORT FOR CONSTRUCTION ACCESS TO ALL PHASE 2 WORK AREAS IN ORDER FOR THE AIRPORT TO ISSUE A NOTAM. IF CLOSURES ARE NOT SCHEDULED PROPERLY AND IN WRITING, THE CONTRACTOR MAY NOT HAVE ACCESS TO THE DESIRED WORK AREA AND IN NO WAY IS THIS A VALIDATION FOR ADDITIONAL CALENDAR DAYS. 2.UNICOM 122.8 MHZ. UNICOM 122.8 MHZ. 3.A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE AVAILABLE AT ALL A SWEEPER OR OTHER APPROVED EQUIPMENT SHALL BE AVAILABLE AT ALL TIMES TO CLEAN DEBRIS FROM HAUL ROUTE OR AREAS ADJACENT TO CONSTRUCTION. 4.CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO EXISTING AIRFIELD CONTRACTOR IS RESPONSIBLE FOR ANY DAMAGE CAUSED TO EXISTING AIRFIELD PAVEMENT, LIGHTS OR AREAS ALONG THE HAUL ROUTE. 5.THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE DESIGNATED STAGING THE CONTRACTOR SHALL ONLY PARK EQUIPMENT IN THE DESIGNATED STAGING AREA. 6.THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE.THE CONTRACTOR SHALL SUBMIT A DETAILED SCHEDULE.

AutoCAD SHX Text


AutoCAD SHX Text

FLASHER BARRICADES SEE DETAIL 1 ON SHEET G008 G008

AutoCAD SHX Text

OTHER NOTES

AutoCAD SHX Text

SCHEDULE II PHASE 2

AutoCAD SHX Text


AutoCAD SHX Text

TRUCK/HAUL ROUTE

AutoCAD SHX Text

CLOSED RUNWAY "X" SEE DETAIL 2 ON SHEET G008G008

Issued for Bid Appendix G March 30, 2017 Project No: 16-002A-1

APPENDIX G – MODIFICATIONS TO STANDARDS

Issued for Bid Appendix G March 30, 2017 Project No: 16-002A-1


Issued for Review 1 Jviation, Inc. February 10, 2017 MoDOT Project No. 16-002A-1

GENERAL PROVISIONS All General Provisions included in this project have been updated per FAA Advisory Circular 150/5370 10G, including Central Region’s approved modifications. The following sections of the Contract Documents were changed to provide additional clarity, workmanship and to clarify construction practices.



General Provisions

& Proposal Section

Provision Section:

30-06

Section Title:

Execution of Contract

Paragraph: 1

Change:

The duration required to submit the executed contract has been increased to 30 days from 15 days.

Justification:

The days were changed to match the Contract Proposal. This change will eliminate the conflict with the proposal language.

Provision Section:

Item 30-08

Section Title:

Failure to Execute Contract

Paragraph: 1

Change:

The duration required to submit the executed bonds has been increased to 30 days instead of 15 days.

Justification:

The days were changed to match the Contract execution time. This change will allow for more time to execute the contract and eliminate the conflict with the proposal language.

Provision Section:

Item 50-03

Section Title:

Coordination of Constract, Plans, and Specifications

Paragraph: New

Additional Language:

Added the following paragraph to the end of the section:

The Contractor shall not take advantage of any apparent error or omission on the plans or specifications. In the event the Contractor discovers any apparent error or discrepancy, he shall immediately call upon the Engineer for his or her interpretation and decision, and such decision shall be final.

Justification:

Added to clarify contract requirements in regards to errors or omissions. The paragraph was part of 10F that was removed from 10G.

Provision Section:

Item 50-03

Section Title:

Coordination of Constract, Plans, and Specifications

Paragraph: New


Added the following paragraph to the end of the section:

See Division 5 for the Project Special Provisions

Justification:

Added to clarify where the Project Special Provisions are located in the document.




General Provisions

& Proposal Section

Provision Section:

Item 50-06

Section Title:

Construction Layout and Stakes

Paragraph: 3


Changed the third paragraph /added the following:

The contractor must give daily copies of survey point files and notes to the Engineer for each area of construction and for each placement of material as specified. All survey must be provided in an electronic format approved by the Engineer. This will allow the Engineer to make periodic checks for conformance with plan grades, alignments, and grade tolerances required by the applicable material specifications, and expedite the reviews of grades for quality acceptance. All surveys must be provided to the Engineer prior to commencing work items that will cover or disturb the survey staking as set by the Contractor's surveyor. Surveys and survey notes must be on local coordinate system shown on the plans, based on plan stations and offsets and plan vertical control, and provided in an electronic format approved by the Engineer.

In the case of error, on the part of the Contractor, their surveyor, employees, or subcontractors, resulting in established grades, alignment or grade tolerances that do not concur with those specified or shown on the plans, the Contractor is solely responsible for correction, removal, replacement and all associated costs at no additional cost to the Sponsor.

All required survey for grade verification for quality acceptance shall be performed by a State Licensed Land Surveyor.

Justification:

This change allows the Engineer a greater frequency of checking survey staking prior to and during material placement, and also details the survey format to help facilitate expedient checks of survey data by the Engineer. It also requires a high level of quality acceptance survey by requiring a state licensed surveyor.

Provision Section:

Item 50-06

Section Title:


Paragraph: 6e.


Added language to this paragraph and reads as follows:

Subbase and Base Course blue tops at 25 foot stations and 25-foot offset distance (max.) for the following section locations:

Justification:

This modification is to ensure grade control for all subbase layers on the project and to clarify that subbase is to have the same staking and layout requirements as the base course.

Provision Section:

Item 50-06

Section Title:


Paragraph: 6f.3.


Added the following language to the end:

(For grade acceptance verification).

Justification:

Added to clarify the survey requirement.




General Provisions

& Proposal Section

Provision Section:

Item 50-06

Section Title:


Paragraph: 6f.3.a


Changed the sentence to read:

All paved areas- Edge of each paving lane and all grade breaks prior to next paving lot.

Justification:

This modification will match the requirements of grade acceptance survey in the P-401 and P-501 specifications.

Provision Section:

Item 50-06

Section Title:


Paragraph: New


Added the following paragraphs before the last paragraph:

l. Required verification/as-built survey shall be provided electronically in an Engineer approved format and shall include Point Number, Northing, Easting, Elevation, and Description (PNEZD, comma delimited format).

m. The Contractor shall provide verification survey to the Engineer for all locations where proposed construction will tie into any existing structures and pavements. This survey shall be used for verification of existing conditions and shall be submitted prior to commencing construction activities in the areas of the existing infrastructure. This survey shall be considered incidental to construction operations and shall be provided by the Contractor at no additional cost to the sponsor. Work in these areas shall not be allowed to commence until this survey verification has been supplied by the Contractor to the Engineer and the Engineer has provided acceptance, based on a timely review of the verification survey.

n. In addition to all required utility locates, the Contractor shall be required to verify the elevations of all utility crossings before commencing construction operations. For example, before the Contractor begins work on a proposed storm drain, the elevation, both top and bottom, of ALL utilities that cross the proposed pipe shall be verified and provided to the Engineer. This verification shall be considered incidental to construction operations and shall be provided by the Contractor at no additional cost to the sponsor. Work in these areas shall not be allowed to commence until these utility verifications have been supplied by the Contractor to the Engineer and the Engineer has provided acceptance, based on a timely review of the verification survey.

Justification:

Added to provide additional requirements for providing survey notes and verification survey, and to provide preconstruction survey requirements for existing structures, pavements, and existing utility information. These preconstruction surveys will be used to verify existing conditions to determine if any design adjustments may be required due to varying existing conditions.




General Provisions

& Proposal Section

Provision Section:

Item 50-06

Section Title:


Paragraph: New


Added the following paragraphs at the end of the section:

Additional stakes or markings shall be required at an interval to clearly define grades for subgrade and all material lifts required for the pavement structure including all subbases, bases, and pavements. Additional staking and controls shall be placed as needed for construction to meet the design as required by the specifications or shown on the drawings. In addition to locations stated above, staking for layout and survey for grade verifications shall be provided at locations of all spot elevations when provided for in the plans.

On all pavement lifts and milled surfaces, Contractor shall spray paint on the pavement surfaces fill depths to final surface grades so the Engineer can visually verify pavement grades and thicknesses. Fill locations shall match all spot elevations and staking and layout locations discussed in this section.

Justification:

These paragraphs were in a previous NWMR regional update (C-2) and were added to this project for additional grade and thickness control for construction of the pavement section. These additional requirements will allow the Engineer to verify grades and thicknesses in irregularly shaped areas that don’t fall within the typical stations and grids as defined under the “Construction Staking and Layout” paragraph of Section 50-06.

Provision Section:

Item 50-11

Section Title:

Load Restrictions

Paragraph: New


Added the following paragraphs at the end of the section:

Contractor shall examine the existing pavements that will be used for hauling of material and equipment, and determine the pavements ability to withstand contractor operations without causing damage to the pavement. Any damage caused by the contractor shall be repaired by the contractor to the approval of the engineer and at no additional cost to the sponsor.

Justification:

This paragraph was added to inform the contractor of their responsibility to assess the conditions and strengths of pavements used by contractor operations, and to specify that any damage caused by contractor operations will be repaired and paid for by the contractor.




General Provisions

& Proposal Section

Provision Section:

Item 60-01

Section Title:

Source of Supply and Quality Requirements

Paragraph: 5

Deletion:

Deleted the following from the end of the section:

The following airport lighting equipment is required for this contract and is to be furnished by the Contractor in accordance with the requirements of this subsection:

EQUIPMENT NAME CITED FAA SPECIFICATIONS EFFECTIVE FAA AC OR APPROVAL LETTER FOR EQUIPMENT AND MANUFACTURER

Justification:

All necessary airport lighting equipment are identified in the project specifications.

Provision Section:

Item 60-02

Section Title:

Samples, Tests, and Cited Specifications

Paragraph: 4

Change:

In sentence 5, the language that reads, "in an approved format", has been changed to, in an electronic spreadsheet file. The sentence now reads as follws, A legible, handwritten copy of all test data shall be given to the Engineer daily, along with printed reports, in an electronic spreadsheet file, on a weekly basis.

Justification:

This sentence was added so that the Contractor is aware that test data will need to be submitted in electronic format on a weekly basis.

Provision Section:

Item 90-06

Section Title:

Partial Payments

Paragraph: 1

Requested Modification:

Added the following sentence before the last sentence of the first paragragph:

In accordance with this section, retainage will be withheld from each partial payment made to the Contractor.

Justification:

These modificaitons to the section clarify at retainage will be witheld from each partial payment made to the Contractor.




General Provisions

& Proposal Section

Provision Section:

Item 90-06

Section Title:

Partial Payments

Paragraph: Option 3


Changed the first paragraph of Option 3 to read as the following:

The Contractor is required to pay all subcontractors for satisfactory performance of their contracts, or satisfactory performance of incremental portions thereof, no later than 30 days after the Contractor has received from Owner a partial payment covering such subcontractor’s performance. The Contractor shall ensure prompt and full payment of retainage to the subcontractor within 30 days following release of such retainage by Owner. A subcontractor’s work is satisfactorily completed when all the tasks called for in the subcontract have been accomplished and documented for final acceptance as required by the Owner. When the Owner has made an incremental acceptance of a portion of a prime contract, which includes a final acceptance of work performed by a subcontractor, the work of a subcontractor covered by that acceptance is deemed to be satisfactorily completed.

Justification:

Modifications made within this section are made to clarify the requirements for incremental and final payments, including payment of retainage, by the contractor to subcontractors.

Provision Section:

Item 90-11

Section Title:

Project Closeout

Paragraph: 1


Added the following to the list and renumbered the remaining items: c. Provide an Affidavit of Compliance (PW-4) from the general Contractor and all

subcontractors that affirms under oath that the party has fully complied with Missouri Prevailing Wage Law.

Justification:

Added sentence to comply with Missouri Law and clarify to the Contractor the requirements prior to final payment.

Provision Section:

Item 90-11

Section Title:

Project Closeout

Paragraph: New

Requested Modification:

Added the following paragraphs:

After the final inspection has been completed, a Notice of Contractor’s Final Settlement will be issued for publication in accordance with applicable state, local, and federal requirements. Contractor is required to submit on company letterhead and signed by supervisor or company officer the following:

a. Affidavit that all wages, material purchases, and subcontractors have been paid in full.

b. List of all subcontractors used on the project with final dollar value of subcontracts and DBE subcontractors identified.

c. All test results in format required by the FAA. All tests results must be approved and accepted by the FAA before the Engineer is authorized to release any retainage amounts.

Final payment will not be authorized until these items have been completed.

Justification:

Clarifies closeout paperwork the Contractor is to submit after the final inspection.




General Provisions

& Proposal Section

Proposal Section:

Item f.

Section Title:

Acknowledgements By Bidder

Paragraph: 1

Change:

The duration required to submit the executed bonds has been increased to 30 days instead of 15 days.

Justification:

The days were changed to match the Contract Execution time. This change will allow for more time to execute the contract.


TECHNICAL SPECIFICATIONS All Technical Specifications included in this project have been updated per FAA Advisory Circular 150/5370 10G, including Central Region’s approved modifications. The following specifications contain changed and added language to provide additional clarity, workmanship and to clarify construction practices. Additional Language in specifications has been highlighted in the review set of Contract Documents. Sections that are not applicable to this project have been deleted.



Construction Specifications

Specification Section:

P-312

Additional Specification:

This specification was added in its entirety for the geotextile fabric.


P-640

Additional Specification:

This specification was added in its entirety for the Aircraft Tiedown Anchors.


T-901

Change:

Seeding specification updated to include hydromulch.

Justification:

Using standard mulch on the airfield causes the issue of attracting wildlife.