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ALDOT Aeronautics:Merkel Field Sylacauga Municipal Airport
Pavement Maintenance Program
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics i December 2010
TABLE OF CONTENTS
General Plan Overview Page
Introduction………………………………………………………………..……… 1 Pavement Maintenance Classifications…………………………….……….…… 1 Airport Site Evaluations…………………………………………………….…….. 2 Airport Evaluation Analysis….…………………….………………….…….…… 3 Pavement Condition Index Diagram 3 Pavement Distress Chart 4 Distress Photographs 5-13 Standard PCI Rating Scale 14 PCI Deterioration & Maintenance Assumptions……………………………..….. 14 Asphalt Deterioration Curve & Rates 15 General Airport Recommendations…………………………………………….… 16 Conclusion…………………………………………………………………….…… 16 References…………………………………………………….……………….….. 17
Merkel Field Sylacauga Municipal Airport Pavement Maintenance Program Page
Introduction………………………………………………………………..……… 18 Pavement History…………………………………………………….……….…… 18 PCI Inspection……………………………………………………………….…….. 18 Pavement Sketch 18a Extrapolated Distresses……………………………………………….……….…… 19 Photographs……………………………………………….…………………..…… 20 PCI Prediction……………………………………………….……….……………. 23 Recommended Maintenance Plan & Predictions……………………………..….. 25 PCI Prediction Charts 26a-f Summary………………………………………………………………………….… 27
Appendix A
Airfield Asphalt Pavement Condition Survey Data Sheet
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 1 December 2010
Introduction In 2008, the Alabama Department of Transportation – Aeronautics Bureau (ALDOT Aeronautics) embarked upon a plan to develop and implement pavement maintenance programs for the purpose of maximizing the lifespan of airfield pavements constructed of asphalt. ALDOT Aeronautics enlisted the services of Garver, LLC to assist in the development of these plans. This program was designed to create a five year pavement maintenance schedule for each subject airport. Pavement Maintenance Classifications As stated in FAA AC 150/5380-6B, while pavement deterioration from “usage and exposure to the environment cannot be completely prevented, a timely and effective pavement maintenance program can minimize this deterioration. Adequate and timely maintenance is the greatest single means of controlling pavement deterioration.” The pavement maintenance program proposed herein is designed to extend the life of the pavement by scheduling rehabilitation activities before the pavement deteriorates beyond the point at which the pavement will need global rehabilitation activities, such as an overlay or reconstruction. The reconstruction of existing pavements is estimated to be 4-5 times more expensive than rehabilitation. There are several types of maintenance activities which can enhance and increase the lifespan of airfield pavements; Localized Preventative Maintenance, Localized Stop-Gap Maintenance, and Global Preventative Maintenance. Localized Preventative Maintenance activities include maintenance in small, localized areas in an effort to prevent further deterioration. Localized Stop-Gap Maintenance activities include small, localized areas of maintenance intended not necessarily to improve the pavement, but to resolve safety issues. Global Preventative Maintenance activities include surface treatments applied to an entire pavement area in an effort to prevent and/or reverse deterioration, and thereby extend the life of the pavement The following pavement maintenance program (PMP) will consist of Localized Preventative Maintenance and Global Preventative Maintenance. The need for Localized Stop-Gap Maintenance will need to be evaluated, and if necessary, performed, by the airport on an as-needed basis. For the purpose of the PMP, pavement maintenance will be defined as proven, routine and low-cost procedures that are performed to extend the useful lifespan of asphalt pavements. Typical pavement maintenance procedures for this program include the following:
1. Localized crack and joint cleaning and sealing 2. Global asphalt rejuvenation 3. Global asphalt slurry-seal 4. Pavement marking application
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 2 December 2010
Airport Site Evaluations Each distinct area of airfield pavement was evaluated separately. Only those taxiway(s), taxilane(s) and aircraft parking ramp(s) that are open to the public were evaluated. Taxiway(s) and/or parking ramp(s) that are used exclusively by an individual airport tenant and/or privately constructed were not subject to evaluation. Automobile parking areas and airport access or internal circulation roads were not included in the evaluation or recommendations. The PMP has been organized into a hierarchical structure as shown below:
1. The Airport, as a whole, is the “Network.” 2. Each Network is subdivided into “Branches”. Each Branch represents a distinct pavement area
on a particular airport in the ASPMP (e.g., primary runway, secondary runway, taxiway(s), aircraft parking ramp(s)).
3. “Sections” represent portions of the pavement area in a particular Branch (e.g., original runway construction, runway extensions, etc.).
4. Each Section includes smaller areas, roughly 5,000 (+/- 2,000) square feet each, called “Sample Units”.
Utilizing sketches and aerial photographs, approximately 10% of the sample units were randomly selected for evaluation before the inspection began. Additional sample units were added during the inspection if warranted. After evaluation, the distresses from each randomly selected Sample Unit were combined and extrapolated over the entire Section for overall results. Within a three-month period during the summer of 2009, Garver trained and sent inspectors to analyze the asphalt runways, taxiways, taxilanes and aprons at Airports across the state of Alabama. Garver’s pavement inspectors worked individually or in teams, depending on the size of the airfield. Some sites required less than a day to inspect, while others demanded two days of inspections. Each inspection included a pavement inventory to verify the pavement’s size and use; pavement history, complete with sponsor and patron interviews (if available); visual assessment and identification; and pertinent photographs.
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 3 December 2010
Airport Evaluation Analysis In evaluating the pavements, Garver used the Pavement Condition Index (PCI) evaluation method developed by the U.S. Army Corps of Engineers. This method involves a non-destructive, visual inspection of the pavement areas. Garver also employed the Corps’ MicroPAVER 6.1 software to catalog and appraise pavements. The PCI method of evaluation of airport pavements concentrates on identifying certain standard asphalt deficiencies or failures that contribute to shortening a pavement’s lifespan. Such deficiencies or failures include, but are not necessarily limited to:
• Surface defects – raveling, flushing and/or polishing • Surface deformations – rutting, distortion, rippling, shoving, settling, and/or frost heave • Cracks – thermal cracks, reflection cracks, slippage cracks, joint/edge cracks, block cracks,
and/or alligator cracks. • Patches and potholes
There are three items which determine the Pavement Condition Index: the distress type, distress severity and distress quantity. The standard for categorizing airfield asphalt distresses is outlined in ASTM D 5340, Standard Test Method for Airport Pavement Condition Index Surveys. This standard is also recommended by the FAA in AC 150/5380-7A Airport Pavement Management Program and AC 150/5380-6B Guidelines and Procedures for Maintenance of Airport Pavements. See Appendix A for a sample Distress Data Sheet as utilized for the airfield evaluations. This form was obtained from the MicroPAVER 6.0 User Manual, Appendix E, page 134.
Distress Type
Pavement Condition
Index (PCI)Distress Severity
Distress Quantity
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 4 December 2010
In performing a PCI inspection, random sample sections from each pavement area are visually inspected for distress types, severity and quantity. These distresses include the following:
Distress Quantity Severity Possible Cause
Alligator Cracking Sq. Ft. Low/Med/High Load. Fatigue failure of the asphalt surface under repeated traffic loading.
Bleeding Sq. Ft. N/A Excessive AC in the asphalt at the time of placement and/or low air-void content.
Block Cracking Sq. Ft. Low/Med/High Climate. Shrinkage of the asphalt and daily temperature cycling.
Corrugation Sq. Ft. Low/Med/High Traffic movements combined with an unstable pavement surface or base.
Depression Sq. Ft. Low/Med/High Settlement of the foundation soils or construction upon uneven base.
Jet Blast Sq. Ft. N/A Bituminous binder has been burned or carbonized by jet blast.
Joint Reflection/Cracking Ft. Low/Med/High Climate. Movement of a PCC slab under the asphalt caused by thermal and/or moisture changes.
Longitudinal and Transverse Cracking
Ft. Low/Med/High Shrinkage of the AC surface due to low temperatures or hardening of the asphalt; poorly constructed paving joints; or reflection of underlying cracks (including those caused by PCC which are not at joints).
Oil Spillage Sq. Ft. N/A Deterioration or softening of pavement surface caused by the spillage of oil, fuel or other solvents.
Patching Sq. Ft. Low/Med/High Utility cuts and patching, etc. Polished Aggregate Sq. Ft. N/A Repeated traffic applications. Weathering/Raveling Sq. Ft. Low/Med/High Climate. The wearing away of the pavement
surface caused by the dislodging of aggregate particles and loss of asphalt or tar binder.
Rutting Sq. Ft. Low/Med/High Load. Consolidation and/or lateral movement of materials due to traffic loading.
Shoving Sq. Ft. Low/Med/High Gradual opening of joints as they are filled with incompressible materials that prevent them from closing.
Slippage Cracking Sq. Ft. N/A Low-Strength surface mix and/or poor bond between the surface and the next layer of the pavement structure.
Swelling Sq. Ft. Low/Med/High Frost action in the subgrade or by swelling soil.
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 5 December 2010
Below are photographs of some of the more common distresses encountered during the pavement inspections, though not necessarily at each airport. Alligator Cracking:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 6 December 2010
Block Cracking:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 7 December 2010
Depression:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 8 December 2010
Joint Reflection Cracking:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 9 December 2010
Longitudinal & Transverse Cracking:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 10 December 2010
Oil Spillage:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 11 December 2010
Patching:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 12 December 2010
Rutting:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 13 December 2010
Weathering:
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 14 December 2010
After the evaluation of the airfield, the data was entered into MicroPAVER and each pavement area was rated on a PCI point scale of 0-100. Pavements assigned a PCI of 55 or greater were considered eligible for inclusion in the airfield’s pavement maintenance program. Any pavement ranking less than 55 was considered critical and was recommended for more serious reconstruction efforts. Once these pavements have undergone complete reconstruction or other appropriate rehabilitation, they may be re-evaluated and included in the airfield’s pavement maintenance program.
PCI Deterioration & Maintenance Assumptions In order to plan for future years of the pavement maintenance program, several assumptions were applied involving the effects of maintenance actions and the yearly deterioration of asphalt pavements. Asphalt pavements are generally estimated to have a design life of 20 years. During this 20 year design life, the asphalt pavements tend to deteriorate, losing their elasticity and durability. Traffic loadings and environmental conditions are the two main causes of asphalt deterioration. It is estimated that asphalt pavements deteriorate more with age, and in the absence of excessive traffic loading issues, this deterioration is estimated as follows.
10
0
100
85
70
55
Standard PCI Rating Scale
Very Poor
Serious
Failed
Good
Satisfactory
Fair
Poor40
25
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 15 December 2010
Therefore, as a generalization, it was assumed that pavements within the following PCI ranges will deteriorate at the listed rates. Pavements with a PCI below 55 are not recommended for maintenance; therefore, the deterioration rate of these pavements was not taken into consideration.
The proposed maintenance actions recommended in the pavement maintenance program include crack cleaning & sealing followed by the global application of a rejuvenator or slurry-seal. It is estimated that these maintenance actions will add approximately 3 years of pavement life to the treated areas, which will result in a PCI increase of 4.5-12 points, depending on the age and condition of the pavement at the time of treatment. However, repeated applications of crack cleaning & sealing, rejuvenators and slurry-seals will not return the pavement to new condition These deterioration rates and maintenance assumptions were used to determine the initial schedule for subsequent years of the airfield’s pavement maintenance program; however, as these are just generalizations, it is recommended that all airfield pavements be re-evaluated every four years and the program re-aligned to meet the needs of the airfield.
0102030405060708090100
0 5 10 15 20 25 30
PCI
Asphalt Age (yrs)
Asphalt Deterioration Curve
AC Deterioration
Critical PCI
PCI Range PCI DeteriorationPer Year
100‐90 1.590‐80 2.580‐70 370‐60 3.560‐55 4
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 16 December 2010
General Airport Recommendations Delays in performing pavement maintenance may allow minor distresses to progress into major failures, therefore, in addition to following the enclosed pavement maintenance program, it is also recommended that the airport perform internal pavement inspections on a regular basis and maintain a log of inspections. Routine repairs should be performed as soon as possible or deferred to regular cyclic repair schedules, as necessary. Emergency repairs should be performed immediately. Maintenance items that can and should be regularly addressed include patching, herbicide applications, and blading of pavement edges. It is recommended that the airport perform a daily general inspection of the airfield and that more detailed pavement inspections be conducted twice a year, at a minimum. It is also recommended that inspections be performed after severe storms or any other activities which may adversely affect the pavement, and that the Airport should solicit comments and reports from Airport patrons. The Airport should maintain a log of their pavement inspections and any maintenance performed, including each distress type, severity, location, probable causes, remedial actions and the results of follow-up inspections and maintenance. These files should also contain records of materials and equipment used to perform the maintenance activities for future reference. AC 150/5380-6B, Appendix A outlines a detailed Pavement Management Program that could be tailored to each individual Airport’s needs. Conclusion In Conclusion, the Alabama Department of Transportation – Aeronautics Bureau (ALDOT Aeronautics) has developed the enclosed Pavement Maintenance Program (PMP) for the purpose of maximizing the lifespan of airfield pavements constructed of asphalt. Every 5 years, the airfield should be re-evaluated in accordance with ASTM D 5340, Test Method for Airport Pavement Condition Surveys. This data can then be included in the appropriate MicroPAVER database to further analyze the airfield pavements and plan for future maintenance. It is also recommended that the Airport perform internal regular inspections and routine maintenance.
Pavement Maintenance Program General Plan Overview
ALDOT Aeronautics 17 December 2010
References ASTM Standard D5340, 2010, “Standard Test Method for Airport Pavement Condition Index Surveys,”
ASTM International, West Conshohocken, PA 2003, DOI:10.1520/D5340-10, www.astm.org.
Shahin, M. Pavement Management for Airports, Roads, and Parking Lots, Second Edition. New York,
NY. Springer, 2005.
Shahin, M. (2007). MicroPAVER 6.0 [computer software]. U.S. Army Corp of Engineers.
U.S. Depatrment of Transportation. Federal Aviation Administration. Advisory Circular 150/5380-6B,
Guidelines and Procedures for Maintenance of Airport Pavements, current edition.
U.S. Depatrment of Transportation. Federal Aviation Administration. Advisory Circular 150/5380-7A,
Airport Pavement Management Program, current edition.
Merkel Field-Sylacauga Municipal Airport
Sylacauga, AL
Pavement Maintenance Program
December 2010
Prepared by:
ALDOT Aeronautics Bureau &
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 18 December 2010
Introduction As part of the Alabama Department of Transportation’s Pavement Maintenance Program, Garver LLC conducted a PCI Evaluation of the Merkel Field-Sylacauga Municipal Airport in Sylacauga, Alabama. The purpose of this evaluation was to determine how best to extend the life of the airfield pavements. Using the available pavement history, PCI Inspection, and extrapolated distresses, both the current and predicted PCI’s were determined. The following is a summary of that inspection and a compilation/evaluation of the data obtained. Pavement History No pavement history was available at the time of inspection. According to available records, the Airport Activation Date is listed as August 1962; therefore, it is assumed that all asphalt airfield pavements were originally constructed in 1962. PCI Inspection Garver LLC conducted the initial PCI Inspection of the Merkel Field-Sylacauga Municipal Airport in Sylacauga, Alabama on July 20, 2009. During the inspection, several types of asphalt deficiencies were identified, including: Block Cracking, Longitudinal & Transverse Cracking, Depressions and Weathering. Please see the attached sketch to locate each Branch/Section of asphalt.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 19 December 2010
Extrapolated Distresses To calculate the extrapolated distresses, the average density of each distress per sample unit is determined, then that density is multiplied by the area of the entire branch. These extrapolated distresses are then used to calculate the PCI. Following is a listing of each distress type identified as it was extrapolated across the entire surface area of the associated branch at the Merkel Field-Sylacauga Municipal Airport.
Branch ID: RW
Distress Description SeverityExtrapolated
Quantity Units BLOCK CRACKING L 245,500.00 SqFt LONG & TRANS CRACKING M 2,809.00 Ft LONG & TRANS CRACKING L 21,314.00 Ft WEATH/RAVEL H 5.00 SqFt Branch ID: PLTW LONG & TRANS CRACKING L 11,454.00 Ft Branch ID: TW1 LONG & TRANS CRACKING L 1,582.00 Ft Branch ID: TW2 LONG & TRANS CRACKING L 1,354.00 Ft Branch ID: AP 1 BLOCK CRACKING L 109,812.00 SqFt
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 20 December 2010
Branch ID: TL 1 DEPRESSION M 773.00 SqFt LONG & TRANS CRACKING M 1,231.00 Ft LONG & TRANS CRACKING L 322.00 Ft WEATH/RAVEL L 7,506.00 SqFt WEATH/RAVEL H 40,541.00 SqFt
Photographs The following photographs were taken during the initial PCI inspection of the Merkel Field-Sylacauga Municipal Airport on July 20, 2009.
Runway 9-27. Midfield. Sample Unit RW-7.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 21 December 2010
Parallel Taxiway. Sample Unit PLTW-3.
East/Apron Connector Taxiway. Taxiway 1. Sample Unit TW1-1.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 22 December 2010
West Connector Taxiway. Taxiway 2. Sample Unit TW2-1.
Apron 1. Sample Unit AP3.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 23 December 2010
Taxilane 1. Sample Unit TL1.
PCI Prediction Based on the locations and quantities of these various asphalt distresses, the following Pavement Condition Index (PCI) has been calculated for each Branch.
Number of Sum Section Avg Section True Area PCI Weighted Branch ID Sections Length Width (SqFt) Use Average Standard Average
(Ft) (Ft) PCI Deviation PCI AP1 (Main Apron) 1 593.00 182.00 109,812.00 APRON 64.00 0.00 64.00PLTW (Parallel Taxiw ay) 1 6,234.00 35.00 212,859.00 TAXIWAY 85.00 0.00 85.00RW (Runw ay 9-27) 1 5,400.00 100.00 547,767.00 RUNWAY 69.00 0.00 69.00TL1 (Taxilane 1) 1 410.00 286.00 69,492.00 TAXIWAY 38.00 0.00 38.00TW1 (Connector Taxiw ay 1 1 465.00 35.00 27,132.00 TAXIWAY 84.00 0.00 84.00TW2 (Connector Taxiw ay 2 1 332.00 34.00 14,600.00 TAXIWAY 78.00 0.00 78.00
Pavement Database: Sylacauga Network ID: Sylacauga
As previously stated, pavements with a PCI lower than 55 are deemed beyond the scope of the maintenance program; such pavements will need to be repaired by other means in order to be eligible for pavement maintenance in the future.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 24 December 2010
64.00
85.00
69.00
38.00
84.00
78.00
0.00
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20.00
30.00
40.00
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70.00
80.00
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PCI
Branch ID
Branch Condition
AP1
PLTW
RW 9-27
TL1
TW1
TW2
Based on the pavement history and initial PCI Inspection of the Merkel Field-Sylacauga Municipal Airport on July 20, 2009, the following predictions were made for the airfield pavements. According to MicroPAVER’s prediction model, without additional maintenance, the runway is expected to deteriorate to below the critical PCI of 55 by 2013. The Apron and Taxiway 2 are expected to deteriorate to below the critical PCI by 2012 & 2016, respectively. Taxiway 1 and the parallel taxiway are predicted to remain above the critical PCI past the extents of this study; however, their lives would be greatly extended by providing minor maintenance and rehabilitation efforts. Taxilane 1 was already past the critical PCI at the time of the inspection and is recommended for complete re-construction.
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 25 December 2010
Recommended Maintenance Plan & Predictions Based on the PCI Inspection and these extrapolated distresses, the following actions are recommended:
Branch MaintenanceGlobal
Preventative Maintenemce
Total Estimated Cost
Predicted Initial PCI
Predicted Final PCI
Apron 1 Preventative. Crack Sealing, etc. Rejuvenator $37,260.00 52.14 65.06Parallel Taxiway Preventative. Crack Sealing, etc. Rejuvenator $47,502.00 76.71 85.76Runway 9-27 Preventative. Crack Sealing, etc. Rejuvenator $170,138.00 57.88 70.00Taxiway 1 Preventative. Crack Sealing, etc. Rejuvenator $6,185.00 75.51 84.77Taxiway 2 Preventative. Crack Sealing, etc. Rejuvenator $3,770.00 68.36 78.87
Estimated Total $264,855.00
2012 Recommended Maintenance
Branch MaintenanceGlobal
Preventative Maintenemce
Total Estimated Cost
Predicted Initial PCI
Predicted Final PCI
Apron 1 Preventative. Crack Sealing, etc. None. $10,593.00 61.27 62.05Parallel Taxiway Preventative. Crack Sealing, etc. None. $1,495.00 83.18 83.72Runway 9-27 Preventative. Crack Sealing, etc. None. $38,201.00 66.46 67.19Taxiway 1 Preventative. Crack Sealing, etc. None. $220.00 82.12 82.67Taxiway 2 Preventative. Crack Sealing, etc. None. $401.00 75.83 76.46
Estimated Total $50,910.00
2013 Recommended Maintenance
Branch MaintenanceGlobal
Preventative Maintenemce
Total Estimated Cost
Predicted Initial PCI
Predicted Final PCI
Apron 1 Preventative. Crack Sealing, etc. None. $12,744.00 58.15 58.93Parallel Taxiway Preventative. Crack Sealing, etc. None. $2,031.00 81.00 81.56Runway 9-27 Preventative. Crack Sealing, etc. None. $47,942.00 63.50 64.27Taxiway 1 Preventative. Crack Sealing, etc. None. $302.00 79.88 80.46Taxiway 2 Preventative. Crack Sealing, etc. None. $571.00 73.28 73.94
Estimated Total $63,590.00
2014 Recommended Maintenance
Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 26 December 2010
Branch MaintenanceGlobal
Preventative Maintenemce
Total Estimated Cost
Predicted Initial PCI
Predicted Final PCI
Apron 1 Preventative. Crack Sealing, etc. None. $15,090.00 54.85 55.69Parallel Taxiway Preventative. Crack Sealing, etc. None. $3,535.00 78.70 79.29Runway 9-27 Preventative. Crack Sealing, etc. None. $58,539.00 60.44 61.23Taxiway 1 Preventative. Crack Sealing, etc. None. $591.00 77.52 78.13Taxiway 2 Preventative. Crack Sealing, etc. None. $758.00 70.62 71.31
Estimated Total $78,513.00
2015 Recommended Maintenance
Branch MaintenanceGlobal
Preventative Maintenemce
Total Estimated Cost
Predicted Initial PCI
Predicted Final PCI
Apron 1 Preventative. Crack Sealing, etc. None. $17,638.00 51.46 52.33Parallel Taxiway Preventative. Crack Sealing, etc. None. $5,969.00 76.27 76.90Runway 9-27 Preventative. Crack Sealing, etc. None. $70,163.00 57.24 58.02Taxiway 1 Preventative. Crack Sealing, etc. None. $911.00 75.04 75.68Taxiway 2 Preventative. Crack Sealing, etc. None. $1,000.00 67.83 68.54
Estimated Total $95,681.00
2016 Recommended Maintenance
As the inspected PCI of Taxilane 1 was below the critical PCI, this Branch will not be included in the recommended work plan. This area is recommended for global rehabilitation, as maintenance actions will not be sufficient to rehabilitate this pavement. Attached are copies of the predicted PCI charts. Each chart shows the predicted PCI value of the subject pavement assuming that no maintenance or repairs are performed, while also illustrating the predicted PCI should the above recommended maintenance items be performed.
405060708090100
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Pavement Maintenance Program Merkel Field-Sylacauga Municipal Airport – Sylacauga, AL
ALDOT Aeronautics 27 December 2010
Summary The purpose of establishing a pavement maintenance program is to extend the useable life of the pavement. By evaluating the existing pavement and predicting the future condition, we can more accurately develop a plan that will effectively and economically increase the lifespan of airfield pavements.
Branch 5-year cost
Apron 1 $93,325.00Parallel Taxiway $60,532.00Runway 9-27 $384,983.00Taxiway 1 $8,209.00Taxiway 2 $6,500.00 4
Additional Years of Pavement Life
44
44
In conclusion, by performing the recommended maintenance items as scheduled during the first 5 years of the plan, the Airport can expect to gain an additional 4 years of pavement life from all included airfield pavements.
Appendix A
PID INSPECTORNAME
FROM BRANCHUSE
DATEINSPECTED
TO SECTION WIDTH SECTIONLENGTH
41. Alligator Cracking Sq Ft 45. Depression Sq Ft 49. Oil Spillage Sq Ft 53. Rutting Sq Ft
42. Bleeding Sq Ft 46. Jet Blast Sq Ft 50. Patching Sq Ft 54. Shoving from PCC Sq Ft
43. Block Cracking Sq Ft 47. Jt. Reflection (PCC) Ft 51. Polished Aggregate Sq Ft 55. Slippage Cracking Sq Ft
44. Corrugation Sq Ft 48. Long. & Trans. Cracking Ft 52. Raveling/Weathering Sq Ft 56. Swell Sq Ft
DISTRESSCODE L M H
SAMPLENUMBER
SAMPLEAREA
SAMPLENUMBER
SAMPLEAREA
DISTRESSCODE L M H DISTRESS CODE L M H
AIRFIELD ASPHALT PAVEMENT CONDITION SURVEY DATA SHEET
AC Surfaced Distress Codes
Sketch / CommentsSAMPLEAREA
SAMPLENUMBER
MicroPAVER 6.0 User ManualAppendix E - pg. 134