Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

For notifications on new opportunities listed on our Web site and to learn other relevant business information about the IAA, connect with us on Twitter (www.twitter.com/IAA_business) and Facebook: (www.facebook.com/IndianapolisAirportAuthority).

Notice: Please be advised that individuals interested in receiving information about potential business opportunities with the Indianapolis Airport Authority (“IAA”) regarding employment opportunities, bid packages, Requests for Qualifications and all other opportunities related to public procurement, should refer to IAA's social media pages solely as a supplement to, and not as a substitute for, the IAA’s official procurement site, which is www.indianapolisairport.com.

     



File:2R2 Hendricks Rehab Airport Pavement.dwg Pvmt Ph1 N Print Date: 2016/12/20 HENDRICKS COUNTY AIRPORT Rehabilitate Airfield Pavement W E Crack Repair Indianapolis S Airport Authority NO SCALE

EXHIBIT C DELIVERABLES

Design Deliverables CONSULTANT ITEM IAA YES NO N/A 30% Review Existing Conditions Report Plan Set Scope of Work Safety & Phasing Plan (CSPP) Specification Table of Contents Cost Estimates (Preliminary) FAA7460 Submittal Other: ______Other: ______Remarks:

60% Review Pavement Anaylsis (if applicable) Drainage Analysis (if applicable) Electrical Analysis (if applicable) Plan Set All Plan Sheets to be included Specifications All IAA specs except Special Provisions Updated Cost Estimate Other: ______Other: ______Remarks:

This checklist is meant to represent the minimum items required for review. Any other items needed to ensure project completion or compliance with FAA requirements shall be included. EXHIBIT C DELIVERABLES Design Deliverables CONSULTANT ITEM IAA YES NO N/A 90% Review Engineer Report (Preliminary) Plan Set (Incorporating 60% Review Comments) Specifications Special Provisions All IAA specs (Incorporating 60% Review Comments) Bid Packet w/o Itemized Proposal Updated Cost Estimate Other: ______Other: ______Remarks:

100% Engineer Report Plan Set (Incorporating 90% Review Comments) Specifications (Incorporating 90% Review Comments) Bid Packet with Itemized Proposal (Incorporating 90% Review Comments) Engineers' Estimate (Cost Estimate-Final) Other: ______Other: ______Remarks:

Bid Phase Addenda Other: ______Other: ______Remarks:

This checklist is meant to represent the minimum items required for review. Any other items needed to ensure project completion or compliance with FAA requirements shall be included.

Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Project 5769.9808

January 2017

Prepared on behalf of:

Indianapolis Airport Authority 7800 Col. H. Weir Cook Memorial Dr. Indianapolis, IN 46241 (317) 487-9594

Prepared by:

Butler, Fairman & Seufert, Inc. 8450 Westfield Blvd., Suite 300 Indianapolis, Indiana (317) 713-4615

Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Table of Contents

Project Summary ...... 1 Existing Pavement ...... 2 Runway Pavement Evaluation ...... 3 Maintenance Alternatives and Cost Estimates ...... 7 Recommended Repair ...... 14 Appendix I – Section Summary Reports Appendix II – Life-Cycle Cost Analysis Appendix III – Additional Photos

January, 2017 i Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Project Summary

This Pavement Condition Report has been prepared to assist the Indianapolis Airport Authority (IAA) with the pavement maintenance and management of Runway 18/36 at the Hendricks County Airport – Gordon Graham Field (2R2). IAA retained Butler, Fairman & Seufert (BF&S) to perform a pavement evaluation of the existing runway pavement including calculation of a Pavement Condition Index (PCI), determine multiple repair/rehabilitation/reconstruction options with cost estimates, and provide a recommendation for repair.

The need to perform a closer analysis of the runway pavement between the 3-year INDOT analysis cycle was requested by IAA to identify current maintenance requirements and alternatives and to budget for the recommended repair option. The existing Runway 18/36 is an asphalt runway 4,400’ long by 100’ wide that was constructed in 2003. The pavement section is comprised of 5” of asphalt on 5” of crushed aggregate.

In order to provide a comprehensive understanding of the Runway pavement condition, and to pinpoint specific area that need maintenance, a pavement network was created that divided the Runway into 12 sections. The length of the runway was split into fourths, approximately 1,100’ in length, by three columns: the west third, the keel, and the east third. The PCI value was calculated by sampling all 440,000 square feet of pavement. The complete pavement area coverage approach is more thorough than the 95% confidence interval recommend by ASTM D5340-12 (Standard Test Method for Airport Pavement Condition Index Survey), however this approach provides the most accurate PCI value possible. This value can be compared to previous and future PCI reports performed using the ASTM D5340-12 standards. In December of 2016, BF&S performed data collection of the Runway 18/36 pavement, quantifying existing distresses and their associated severity and quantity.

January, 2017 Page 1 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Existing Pavement

Runway 18/36 has a typical section of 2” of INDOT 402 HMA Surface on 3” of INDOT 402 HMA Base on 5” of INDOT No. 53 crushed aggregate. The pavement is approximately 15 years old. A Pavement Condition Report was commissioned by INDOT and completed by Applied Research Associates (ARA) in February 2015 using data collected in October 2014. An average PCI value of 74 was calculated for the runway through inspection of 70,000 sq. feet of runway pavement. Observed distresses during the previous pavement evaluation included low and medium severity longitudinal and transverse (L&T) cracking, low severity alligator cracking, low severity swelling, and low severity depressions. ARA recommended in their report 5,100 L.F. of crack sealing as the only maintenance required for 2015.

Previously sealed L&T crack on Runway 18/36

January, 2017 Page 2 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Runway Pavement Evaluation

On December 6, 2016, BF&S collected all necessary data to evaluate the existing condition of the pavement. All distress data, including distress type, severity, and quantity, was entered into the pavement network created in the US Army Corps of Engineers software PAVER version 6.5.7. The PAVER software utilizes the ASTM D5340-12 methodology to calculate PCI values.

Data collection was performed to quantify each observed distress on the entire Runway

The average inspected PCI for the runway was 72, which is considered to be satisfactory condition. This PCI is a 2 point decrease from the 2014 PCI value of 74 reported in the ARA report. The range in PCI values between the 12 sections of the runway was 67-79, indicating that some portions of the runway are in fair condition, but overall the runway is in satisfactory condition. The PCI value of each section of the runway can be seen in table form and on the PCI map on the following pages.

January, 2017 Page 3 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Runway Section PCI Distribution Section ID Section PCI Area (sf) Runway PCI 1100 74 40,000 1125 70 40,000 1150 75 40,000 1200 69 35,000 1225 68 35,000 1250 68 35,000 72 1300 70 35,000 1325 70 35,000 1350 75 35,000 1400 72 36,612 1425 74 36,598 1450 79 36,584

The majority of the distresses observed during this runway pavement evaluation were low and medium severity longitudinal and transverse (L&T) cracking. Other distresses observed to a lower extent were high severity L&T cracking, low severity block cracking, medium severity swelling, and low severity alligator cracking. L&T cracking is an age-related pavement distress caused by the seasonal expansion and shrinkage of asphalt pavement. Swelling and alligator cracking are loading and sub-grade related pavement distresses.

Runway PCI Range Distribution PCI Range Rating Sections Pavement Area (sq. ft.) Pavement Area (%) 100-71 Good 6 224,794 51.1% 70-56 Fair 6 215,000 48.9% 56-0 Poor 0 - 0.0%

January, 2017 Page 4 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

In order to determine the threshold for major maintenance and pavement rehabilitation, the inspected PCI value is compared to a minimum pavement condition benchmark, the Minimum Service Level (MSL). The Indiana Department of Transportation (INDOT) has established a MSL for airfield pavements. The MSL for large general aviation runways (runways that exceed 3,600’ in length), like Hendricks County, is 60. When the inspected PCI is above or near the MSL, general pavement maintenance such as crack sealing, crack repair, or patching is typically sufficient to repair the pavement to a usable condition. When the PCI falls below the MSL, major rehabilitation such as a mill and overlay or full reconstruction typically become necessary.

Low severity block cracking observed during the pavement data collection

January, 2017 Page 5 0 200' 400'

SCALE: 1" = 200'

PCI LEGEND MSL LEGEND

100-86 - GOOD 60 RUNWAYS

85-71 - SATISFACTORY 70-56 - FAIR LABEL LEGEND

55-41 - POOR 1100 (74)

40-26 - VERY POOR SECTION ID 2016 PCI 25-11 - SERIOUS

10-0 - FAILED

NOT SURVEYED

1100 (74) 1200 (69) 1300 (70) 1400 (72) 18 36

1425 (74) 1125 (70) 1150 (75) 1225 (67) 1250 (68) 1325 (70) 1350 (75) 1450 (79)

HORIZONTAL SCALE RECOMMENDED HENDRICKS COUNTY AIRPORT 1" = 200' FOR APPROVAL: RUNWAY PAVEMENT CONDITION REPORT VERTICAL SCALE DESIGN ENGINEER DATE INSPECTED PCI MAP - 5769.9808 SHEET DESIGNED: JAF DRAWN: JAF 1 OF 1 PROJECT CHECKED: JRC CHECKED: JRC BFS NO. Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Maintenance Alternatives and Cost Estimates

Four maintenance and rehabilitation options have been identified to repair the runway at the Hendricks County Airport based on the runway pavement evaluation. Each option will increase the useful life of the runway pavement, with some options prolonging the runway longer than others, but at a greater capital expense.

Option one is a simple seal and re-seal of new and existing cracks on the runway. This is the cheapest and quickest repair option; however it does not provide a substantial increase to the life of the runway pavement. Crack sealing the runway is considered a preventative and not restorative maintenance action, and has been included as a part of options two and three.

L&T cracks that need sealing

The second repair option would be full depth restorative crack repair. For cracks 3/4" or wider, and for observed full depth cracks, full depth crack repair is recommended. All asphalt is milled and aggregate removed to the subgrade. Aggregate is then compacted and new asphalt placed.

January, 2017 Page 7 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

For full depth crack repairs, the minimum width of repair is 4 feet along the entire length of the crack, to facilitate the use of a roadway milling machine and sufficient asphalt rollers to achieve compaction.

Crack repair is the most cost-effective option to restore the condition of the pavement, but is limited by the patching limits on the surface as patching is considered a distress that is deducted from the pavement PCI. However, it should be noted that low severity patching deducts far less from the PCI than medium or high severity cracking. Therefore the end result is still an increase in pavement PCI and extension of the usable life of the pavement.

Option three would be to expand upon option two by completing a scratch mill and 2” overlay in addition to the crack repairs recommended with option two. A surface overlay will restore the PCI value to 100, but incurs a higher cost than option two. Additional recommended work for option three includes partial runway crown correction to improve sheet drainage. The crack repair details on the following page provide a better visual representation of the crack repairs recommended for options two and three. Note that the crack repairs for option two would not include the 2” overlay.

The fourth option is a Portland Cement Concrete (PCC) overlay of the runway. The minimum depth of concrete used for a rigid overlay of an existing flexible pavement is 6” as defined by FAA Advisory Circular 150/5320-6F Airport Pavement Design and Evaluation. The higher unit cost of concrete makes option 4 the most costly, however, this option will restore the runway PCI to 100 with a longer expected service life than an asphalt overlay.

January, 2017 Page 8 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Note: Type “B” crack repairs shall be completed prior to milling of the runway surface. Type “A” repairs shall be located and completed after milling of the runway surface.

January, 2017 Page 9 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Summary of Maintenance and Repair Options Option 1 - Clean and reseal cracks, seal new cracks Option 2 - Isolated crack repairs + Option 1 Option 3 - Scratch mill with 2” overlay + Options 1 & 2 Option 4 - 6” PCC overlay

Cost estimates to perform each maintenance option have been determined and are presented in the spreadsheets on the following pages. Large variations in total cost exist between the presented options due to the nature of the repairs. Option one is considerably cheaper than option four, but it also adds a fraction of usable life to the pavement compared to option four.

Full-depth crack after milling

January, 2017 Page 10 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

January, 2017 Page 11 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

January, 2017 Page 12 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

January, 2017 Page 13 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Recommended Repair

The thorough analysis of the Runway 18/36 pavement in its entirety yielded that the pavement is still in satisfactory condition, but mitigation should be performed now to extend the pavement to the end of its design life in 2023. The majority of distresses observed were age-related distresses, which will only increase in quantity and severity as the pavement continues to age. IAA maintenance staff have indicated that the pavement has required a larger maintenance effort in the last few years with the number of cracks needing sealed or resealed increasing markedly.

In order to slow increasing pavement deterioration, it is recommended that option 2, isolated crack repairs, be performed as a mitigation action in conjunction with continued regular pavement maintenance, including crack sealing. Repairing significant pavement cracks will not stop pavement deterioration, but by slowing it, provides a multi-year timeframe following the repair work to program a runway overlay into the CIP. Crack repairs are considered the first part of a comprehensive runway rehabilitation process. An overlay placed after the crack repairs have been made would be the second part. The combination of crack repairs and an overlay is the best way to rehabilitate the pavement, providing a robust solution addressing the distresses that currently exist on the runway. Performing just the crack repairs does not address the majority of the aging pavement that will continue to deteriorate, and performing just an overlay will not correct full depth cracks which can reflect back through the overlay within a few years. It is recommended that crack repairs be performed at this time regardless of overlay material selected due to the anticipated lag time of when the overlay will be constructed. The existing runway pavement is in need of crack repair now to extend it to the end of its design life.

Completing crack repair work does not require an immediate overlay to be an effective rehabilitation method. In fact, repairing cracks allows for an overlay to be completed later, usually within 3-5 years, and provides airport administration with more flexibility on programming the overlay funding. The recommendation of an overlay material, asphalt or concrete, was determined through a life-cycle cost analysis (LCCA) using a 30 year life cycle. LCCA criteria were referenced from FAA Advisory Circular 150/5320-6F Airport Pavement Design and Evaluation. An asphalt overlay was assumed to have a design life of 15 years and a concrete

January, 2017 Page 14 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field overlay a design life of 30 years. The AIP handbook indicates that the minimum service life required for an asphalt overlay to be eligible for AIP funding is 10 years, however based on the existing asphalt pavement on the runway, it is anticipated that a 15 year design life is more appropriate. Existing concrete pavement on the airfield is approximately 15 years old and is in very good condition (PCI of 98) as documented in the 2015 PCI report completed by ARA, reinforcing a 30 year design life for proposed concrete construction. Unit costs for the LCCA were used from the cost estimates in Options 3 and 4. The LCCA, including analysis for pavement type, summary and ranking of alternates, and unit costs can be found in Appendix II. The summary of the LCCA is presented below:

While concrete has a higher initial construction cost, asphalt has higher and more frequent maintenance needs, giving asphalt a lower present worth versus concrete over a 30 year life cycle. Additionally, asphalt has a greater user cost as more runway closure time is required to perform additional maintenance on the runway. The HMA alternative is the preferred alternative when comparing the initial construction cost only, but as the LCCA shows, when comparing all appropriate costs between the alternates, a PCC overlay becomes the preferred alternative. Therefore, It is recommended that a concrete overlay of the existing runway pavement should be planned in the airport CIP and construction commenced in a 3-5 year time frame after crack repairs have been completed. The combination of crack repairs and a concrete overlay will provide the Hendricks County Airport with a cost-effective, long-term solution to the existing Runway pavement distresses. It should be noted that due to market fluctuations and other influencing factors, the LCCA should be revisited and the results confirmed during the design process of the future overlay project.

January, 2017 Page 15 Runway Pavement Condition Report Hendricks County Airport – Gordon Graham Field

Appendix I – Section Summary Reports

January, 2017 Hendricks County Airport ‐ Gordon Graham Field Section Summary Report Section: 1100 Description: Runway 18‐36 Analysis Year: 2016 Average PCI: 74 ‐ Satisfactory

Pavement Type: AC MSL: 60 Section Area: 40,000 sq. ft. Inspected Area: 40,000 sq. ft. Inspection Date: 12/6/2016

Construction History 2003 ‐ New Construction: 2" INDOT 402 on 3" INDOT 402 on 5" INDOT No. 53 Crushed Stone

Distress Quantities