11-Exhibit A - DAS - Pavement Repair Standards Specifications.pdf

DALLAS AIRPORT SYSTEM

City of Dallas

Department of Aviation

60-MONTH TERM FOR DALLAS

AIRPORT SYSTEM

PAVEMENT REPAIR

EXHIBIT A

PROJECT MANUAL

Volume II of II

JULY 2024

CONSTRUCTION PLANS AND SPECIFICATIONS PREPARED BY:

Firm # F-5713 14160 N. Dallas Parkway, Suite 850

Dallas, Texas 75254

(214) 451-2950

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Dallas Airport System TOC-1 Exhibit A

CITY OF DALLAS

CONTRACT DOCUMENTS

INCLUDING

STANDARD SPECIFICATIONS, SPECIAL PROVISIONS

AND

TECHNICAL SPECIFICATIONS

FOR

60-MONTH TERM FOR DALLAS

AIRPORT SYSTEM

PAVEMENT REPAIR

Volume II of II

EXHIBIT A

DALLAS AIRPORT SYSTEM

TABLE OF CONTENTS

I. SUPPLEMENTAL SPECIFICATIONS

II. TECHNICAL SPECIFICATIONS

III. CITY OF DALLAS 2021 ADDENDUM TO THE PUBLIC WORKS CONSTRUCTION STANDARDS

NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS (NCTCOG)

Dallas Airport System TOC-2 Exhibit A

Dallas Airport System TS-1 Exhibit A

DALLAS AIRPORT SYSTEM

PAVEMENT REPAIR TECHNICAL SPECIFICATIONS

INDEX OF TECHNICAL SPECIFICATIONS

SUPPLEMENTAL SPECIFICATIONS (CIVIL)

SS-100 General Conditions SS-100-1 SS-101 Site Preparation SS-101-1 SS-102 Miscellaneous Work Allowance SS-102-1 SS-272 Erosion Control Matting SS-272-1 M-170 Crack and Joint Repairs M-170-1 M-174 Repair of Pavement Distresses in Rigid Pavements M-174-1 M-175 Repair of Pavement Distresses in Flexible Pavements M-175-1

FAA STANDARD SPECIFICATIONS (CIVIL)

P-152 Excavation, Subgrade, and Embankment P-152-1

P-156 Temporary Air, Water, Pollution, Soil Erosion and Siltation Control P-156-1

P-620 Runway and Taxiway Marking P-620-1 P-603 Bituminous Tack Coat P-603-1 T-901 Seeding T-901-1 T-905 Topsoil T-905-1

SUPPLEMENTAL SPECIFICATIONS (ELECTRICAL)

SS-300 Basic Electrical Requirements SS-300-1 SS-301 Electrical Demolition and Relocation Work SS-301-1

FAA STANDARD SPECIFICATIONS (ELECTRICAL)

L-108 Underground Power Cable for Airports L-108-1 L-110 Airport Underground Electrical Duct Banks and Conduits L-110-1 L-115 Electrical Manholes and Junction Structures L-115-1 mark.fragale Cross-Out

Dallas Airport System TS-2 Exhibit A

Dallas Airport System SS-100-1 Exhibit A

ITEM SS-100 GENERAL CONDITIONS

DESCRIPTION

100-1.1 This item covers the preparation and procurement of the items needed for construction with the Dallas Airport System. The attention of the bidder is directed to the necessity for careful examination of the project scope to determine, at the time of bid preparation, the full extent of work to be done under the item "General Conditions".

CONSTRUCTION METHODS

100-2.1 AIRPORT SAFETY REQUIREMENTS. The Contractor shall abide by the Airport Safety requirements that are outlined in the Construction Safety and Phasing Plan notes and details of the plans. All costs associated with the Airport Safety requirements shall be associated with Airport Security Requirements and will not be measured for separate payment but will be considered subsidiary to bid items for "Movement Area Badging" and “Airfield Access Vehicle Permits”.

100-2.2 AIRPORT SECURITY REQUIREMENTS. The Contractor shall abide by the Airport Security requirements that are outlined in the Construction Safety and Phasing Plan notes and details of the plans.

In accordance with federal regulations, Dallas Love Field airport-issued identification media are necessary for unescorted access into any airport security area. Identification media are only issued to individuals having a valid need to access sensitive airport areas as designated by an authorized signatory. Before issuing the airport ID, information is collected from the applicant to be kept on file and used for background checks including a security threat assessment conducted by the TSA. Certain levels of access also require fingerprint-based criminal history record checks that are submitted to the FBI seeking only for specific disqualifying crimes. Appropriate security awareness training is also a pre-requisite for obtaining an airport-issued badge.

Airport-issued identification media is a critical layer to airport security. Individuals can be quickly identified as having proper authorization to be present in a particular area by his or her badge. For this reason, your badge must always be displayed, waist-level or above, on your outermost garment while inside any airport security area.

A minimum of 4 contractor personnel shall be movement area badged and be current for the duration of the contract. Badging requirements and instructions for the Dallas Airport System can be found online at http://www.dallas-lovefield.com/resources-badging-office.html

A minimum of 4 contractor vehicles shall have a permit and remain current for the duration of the contract.

Airfield Access Vehicle Permit application for the Dallas Airport System can be found online at http://www.dallas-lovefield.com/pdf/AVI-AirfieldAccessVehicle-PermitApplication.pdf

Any costs associated with the Airport Security requirements for movement area badging and vehicle permitting will not be measured for separate payment, but will be considered subsidiary to the bid item “General Conditions”.

100-2.3 CONTRACT INSURANCE. The Contractor is required to hold the following insurance as outlined in detail in the Insurance Requirements section of the Project Manual, Volume I of II:

1. Workers’ Compensation and Employers’ Liability Insurance http://www.dallas-lovefield.com/resources-badging-office.html http://www.dallas-lovefield.com/pdf/AVI-AirfieldAccessVehicle-PermitApplication.pdf

Dallas Airport System SS-100-2 Exhibit A

2. Business Automobile Liability Insurance

3. Professional Liability Insurance

4. Environmental Impairment/Pollution Insurance

5. Umbrella or Excess Liability Insurance

Any costs associated with the Contract Insurance requirements will not be measured for separate payment, but will be considered subsidiary to the bid item “General Conditions”.

100-2.4 CONTRACT BONDS. The Contractor shall abide by the bond requirements for payment bond and performance bond outlined in the Project Manual, Volume I of II. Any costs associated with the Contract Bonds will not be measured for separate payment, but will be considered subsidiary to the bid item “General Conditions”.

100-2.5 LOCKOUT / TAGOUT PROGRAM. The Contractor shall submit a complete copy of an electrical energy source Lockout/Tagout Program in accordance with Part 1910 – Occupational Safety and Health Standards (OSHA) Subpart S – Electrical, that meets the requirements of 29 CFR 1910.147, The Control of Hazardous Energy (Lockout/Tagout), including requirements listed in 1910.331 through 1910.335.

Implementation of the Lockout/Tagout Program and the related safety requirements are the sole responsibility of the Contractor. Any costs associated with the development of a Lockout/Tagout Program will not be measured for separate payment, but will be considered subsidiary to the bid item “General Conditions”.

MEASUREMENT AND PAYMENT

100-3.1 General conditions will be measured as a lump sum complete item. Work completed and accepted under this item will be paid for at the contract lump sum price bid for “General Conditions,” which price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to complete the work.

Periodic payments will be made under this item in proportion to the amount of work accomplished, as determined by the Owner.

Payment will be made under:

Item SS-100-3.1 General Conditions – Lump Sum

END OF ITEM SS-120

Dallas Airport System SS-101-1 Exhibit A

ITEM SS-101 SITE PREPARATION

DESCRIPTION

101-1.1 This item covers the preparation of the site for construction of the proposed improvements. The proposed job site shall be cleared of all man-made obstructions and debris, of whatever nature, and made ready in all respects for the construction of the proposed improvements.

"Site Preparation" shall include the following:

1. Taxiway and Runway Mobilization

2. Lighted Barricades and Closed Taxiway and Runway Closure Markers

3. Contractor's Access/Haul Road

4. Contractor's Staging Areas

5. Lockout/Tagout Program

6. Removal and Disposal of Structures

7. Clean Up

8. Temporary Vehicle Service Road

CONSTRUCTION METHODS

101-2.1 AIRFIELD MOBILIZATION. The Contractor shall consider and include the cost for providing personnel, equipment, materials, etc. required for the prosecution of the work under this item. Mobilization will be specified by the type of facility work will be performed on; runway, taxiway, apron, vehicle service road (VSR).

101-2.2 LIGHTED BARRICADES AND CLOSED TAXIWAY AND RUNWAY MARKINGS. The Contractor shall furnish, install, maintain, and remove closed taxiway markers and lighted barricades in accordance with details on the plans and as directed by the Engineer. The Contractor shall maintain runway closure markers. All lighted barricades and closed taxiway and runway markers shall be constructed in accordance with AC 150/5370-2G Operational Safety on Airports During Construction.

The closed taxiway markers shall be aviation yellow, nylon-reinforced vinyl. The markers shall be secured to the pavement/ground as shown on the plans and as directed by the Engineer.

The closed runway markers shall be yellow lighted closure markers and will be furnished by the airport.

The contractor shall obtain the lighted closure markers from the Airport to be used during the runway closure. The contractor shall include the cost of maintenance associated with keeping the lighted closure markings fully operational throughout the duration runway closure. This maintenance shall include, but is not limited to, closure marker generator fuel and LED bulbs.

101-2.1 CONTRACTOR'S ACCESS/HAUL ROAD. The Contractor shall layout, construct, maintain, and repair all access/haul roads needed to construct the work. The existing access roads used by the contractor shall be repaired, as determined necessary by the Engineer, at the close of the project. All such work, including all materials and labor, involved in the layout, construction, maintenance, and repair of the Contractor's access/haul roads will not be measured for separate payment, but will be considered subsidiary to the bid item for the "Mobilization" of the facility.

101-2.2 CONTRACTOR'S STAGING AREAS. The areas designated in the plans or by the Engineer as the Contractor's staging area shall be cleared and graded by the Contractor as needed for use by the Contractor in constructing the work on this project. All areas used or otherwise occupied by the Contractor for his operations shall be cleaned, regraded, and seeded, as directed by the Engineer, prior to the final acceptance

Dallas Airport System SS-101-2 Exhibit A of the project by the Airport. All work involved in the preparation and restoration of areas used or occupied by the Contractor, will not be measured for separate payment, but will be considered subsidiary to the bid item for the "Mobilization" of the facility.

101-2.3 REMOVAL AND DISPOSAL OF STRUCTURES. This work shall consist of the removal and satisfactory disposal of signs, sign supports, sign foundations; curb and curb and gutter; driveways;

Portland cement concrete or asphalt concrete pavements; concrete or masonry foundations (including foundations of poles or signs to be removed) or slabs, all of which are not designated or permitted to remain. The Contractor shall make his own estimate of the work required for the removal of structures which conflict with the proposed construction. All structures required to be removed may not be designated as such in the plans.

The provisions of this section shall not apply to underground petroleum storage tanks.

The attention of the bidder is directed to the necessity for careful examination of the entire site to determine, at the time of bid preparation, the full extent of work to be accomplished. The entire site shall be cleared of all man-made obstructions and debris, of whatever nature, and prepared in all respects for the construction.

The Contractor shall not unnecessarily interfere with the use of any adjacent sidewalks, streets, or roads.

Materials removed will become the property of the Contractor and shall be removed from the job site, unless specifically designated otherwise.

All surface items such as curb, curb and gutter, driveways, parking areas, walks, steps, asphalt and PCC pavement, and walls shall be separated or broken away from the adjacent part of any structure designated to remain in place by a vertical saw cut along the line designated by the Engineer. The edge of the structure left in place shall be approximately vertical with no abrupt changes in alignment. Any damage to or removal of the structure designated to remain in place shall be repaired or replaced at no cost to the Owner.

Holes, ditches, or other abrupt changes in elevation caused by the removal operations that could obstruct drainage or be considered hazardous or unsightly shall be backfilled, compacted, and left in a workmanlike condition.

Masonry and reinforced concrete foundations shall be obliterated, or if in fill sections, may be left in place if covered by not less than 2 feet of embankment.

Concrete foundations for poles to be removed shall be obliterated to a depth of 2 feet below finished grade or as required to accommodate new construction.

The removal and disposal of the various items covered by this specification will not be measured for separate payment, but will be considered subsidiary to the bid item for the "Mobilization" of the facility.

101-2.4 CLEAN UP. From time to time, the Contractor shall clean up the site in order that the site presents a neat appearance and that the progress of work will not be impeded. One such clean up shall immediately precede final inspection.

Immediately following acceptance of the work by the Owner, the Contractor shall remove all temporary equipment, surplus materials, and debris resulting from his operations, and leave the site in a condition fully acceptable to the Owner.

101-2.5 TEMPORARY VEHICLE SERVICE ROAD (VSR) This work shall consist of the construction and removal of temporary vehicle service road at the locations designated in the plans or by the Engineer. All

Dallas Airport System SS-101-3 Exhibit A costs associated with construction, removal, and restoration of temporary VSR routes will be included in this item including excavation and embankment, earthwork compaction, asphalt placement including prime and/or tack coat, and restoration of the area to match existing or as otherwise shown in the plans.

Temporary VSR material shall be composed of gravel, stone, or asphalt as directed and approved by the Engineer. The width of the VSR shall be 12 feet for one lane and 24 feet for two lanes. The depth of the material shall be designated in the plans or by the Engineer.

MEASUREMENT AND PAYMENT

101-3.1 Taxiway Mobilization will be measured on a per day basis the Contractor is performing work on issued ‘Work Order’ on a taxiway/taxilane closure. Work completed and accepted under this item will be paid for at the contract price per day as "Taxiway Mobilization,” which price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to complete the work on taxiway pavement during operational hours of 0600 to 2300, Monday through Friday.

101-3.2 Runway Mobilization will be measured on a per day basis the Contractor is performing work on issued ‘Work Order’ on a runway closure. Work completed and accepted under this item will be paid for at the contract price per day as "Runway Mobilization,” which price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to complete the work on runway pavement 24 hours a day, seven days a week.

101-3.3 Apron Mobilization will be measured on a per day basis the Contractor is performing work on issued ‘Work Order’ on a apron closure. Work completed and accepted under this item will be paid for at the contract price per day as "Apron Mobilization,” which price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to complete the work on apron pavement during operational hours of 0600 to 2300, Monday through Friday.

101-3.4 Vehicle Service Road (VSR) Mobilization will be measured on a per day basis the Contractor is performing work on issued ‘Work Order’ on a VSR closure. Work completed and accepted under this item will be paid for at the contract price per day as " Vehicle Service Road (VSR) Mobilization,” which price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to complete the work on VSR pavement during operational hours of 0600 to 2300, Monday through Friday.

101-3.5 Low Profile Aircraft Barricades will be for the cost of installation and maintenance per month for each barricade installed and accepted. The price shall be full compensation for furnishing all labor, tools, equipment and incidentals necessary to install and maintain the Low Profile Aircraft Barricades.

101-3.6 Taxiway Closure Markers will be for the cost of installation and maintenance per each marker installed and accepted. The price shall be full compensation for furnishing all labor, tools, equipment, and incidentals necessary to complete and maintain the closure marker.

101-3.7 The payment for Runway Closure Markers will be for the maintenance of the airport furnished lighted marking per day. The price shall be full compensation for furnishing all labor, tools, equipment, and incidentals necessary to maintain the lighted closure marker.

101-3.8 The payment for Temporary VSR shall be by the square yard of temporary material placed. The price shall be full compensation for site preparation, subgrade compaction, asphalt placement and compaction prime and/or tack coat, removal of the temporary material and base, and restoration of the area to match existing or as otherwise shown in the plans.

Payment will be made under:

Item SS-101-4.1 Taxiway / Apron Mobilization – Per Day

Dallas Airport System SS-101-4 Exhibit A

Item SS-101-4.2 Runway Mobilization – Per Day

Item SS-101-4.3 Vehicle Service Road (VSR) Mobilization – Per Day

Item SS-101-4.4 Landside Mobilization – Per Day

Item SS-101-4.5 Low Profile Aircraft Barricades – Per Each

Item SS-101-4.6 Taxiway Closure Markers – Per Each

Item SS-101-4.7 Runway Closure Marker Maintenance – Per day

Item SS-101-4.8 Temporary Vehicle Service Road (VSR) – Per Square Yard

END OF ITEM SS-101

Dallas Airport System SS-102-1 Exhibit A

ITEM SS-102 MISCELLANEOUS WORK ALLOWANCE

DESCRIPTION

102-1.1 To provide adequate budget and bonding to cover items not precisely determined by the Owner prior to bidding, allow within the proposed Contract Sum, the amounts described in this Section.

102-1.2 RELATED MATREIALS AND WORK

a. Documents affecting work of this Section include, but are not necessarily limited to, General Provisions, Special Provisions, and other Sections of these Specifications.

b. Materials and work that are not defined in the plans or specifications that are deemed necessary by the Owner or Engineer.

MEASUREMENT AND PAYMENT

101-2.1 Allowance Payments:

Payment will be made under:

Item SS-102-2.1 Other Related Materials and Work as Approved by Owner – Per Allowance

END OF ITEM SS-102

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Dallas Airport System SS-102-2 Exhibit A

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Dallas Airport System SS-272-1 Exhibit A

ITEM SS-272 EROSION CONTROL MATTING

DESCRIPTION

272-1.1 This item shall consist of furnishing, hauling, and placing approved erosion control mat on prepared areas in accordance with this specification at the locations shown on the plans or as directed by the Engineer.

MATERIALS

272-2.1 The erosion control mat shall be a green colored,100% wood fiber temporary erosion control mat with double-sided netting, 6-inch fiber length and at least 1/2 inch thickness. The erosion control mat shall be designed to have a maximum permissible velocity of 7.0 feet per second with 0.5 inches of soil loss in an unvegetated state. Biodegradable pins must be used.

CONSTRUCTION METHODS

272-3.1 GENERAL. This material shall be installed according to the manufacturer’s recommendations, including staple pattern, trench anchoring and overlapping. Mat shall be installed over topsoil and seeding.

272-3.2 PREPARING THE GROUND SURFACE. After grading of areas has been completed and installation of the mat, areas to be covered shall be raked or otherwise cleared of stones larger than two inches (50 mm) in any diameter, sticks, stumps, and other debris which might interfere with mat, growth of grasses, or subsequent maintenance of grass-covered areas. If any damage by erosion or other causes occurs after grading of areas and before beginning the installation of the mat, the Contractor shall repair such damage. This may include filling gullies, smoothing irregularities, and repairing other incidental damage.

272-3.3 REPAIRING. When the surface has become gullied or otherwise damaged during the period covered by this contract, the affected areas shall be repaired to re-establish the grade and the condition of the soil, as directed by the Engineer.

METHOD OF MEASUREMENT

272-4.1 This item shall be measured on the basis of the area in square yards of the surface covered with mat and accepted as approved by the Engineer.

BASIS OF PAYMENT

272-5.1 This item will be paid for on the basis of the contract unit price per square yard for erosion control mat, which price shall be full compensation for all labor, equipment, material, staking, and incidentals necessary to satisfactorily complete the items as specified.

Payment will be made under:

Item SS-272-5.1 Erosion Control Matting - per Square Yard

END OF ITEM SS-272

Dallas Airport System SS-272-2 Exhibit A

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Dallas Airport System M-170-1 Exhibit A

ITEM M-170 CRACK AND JOINT REPAIR

DESCRIPTION

170-5.1 This item includes the crack sealing and the repair and replacement of existing joint sealants in both flexible (bituminous) and rigid (PCC) pavements using a resilient and adhesive hot-applied sealant and self-leveling silicone sealant, respectively. The items include the removal of existing joint materials, preparation of cracks and joints, and the installation of sealant in the cracks and joints. For flexible pavements, the use of a silicone sealant is restricted to edge joints between flexible and rigid pavements only. Silicone should not be used to seal flexible pavement to flexible pavement joints.

MATERIALS

170-2.1 Hot Applied Sealant. The repair material will be a hot-applied sealant conforming to the requirements of ASTM D 6690, as listed in Table 1, for a joint and crack sealant capable of maintaining an effective seal in moderate climates. The material is tested for low temperature performance at -18°C (-64.4°F) using 50% extension.

Table 1. Hot Applied Sealant Requirements Test Requirement Cone Penetration at 25°C (77°F), per ASTM D 90 max Softening Point, °C (°F), per ASTM D 36 80 (176) minimum 80 (176)

Bond, non-immersed, per ASTM D 5329 Two out of three 25.4 mm specimens passA 5 cycles at 50% ext at -18°C (-64.4°F)

Bond, water immersed, per ASTM D 5329 -

Resilience, %, per ASTM D 5329 -

Oven Aged Resilience, %, per ASTM D 5329 -

Asphalt Compatibility, per ASTM D 5329 PassB

A The development of at any time during the test procedure of a crack, separation, or other opening over 6mm (0.24 in) deep, in the sealant or between the sealant and the concrete block will constitute failure of the test specimen. The depth of crack, separation or other opening will be measured perpendicular to the side of the sealant showing the defect.

B There will be no failure in adhesion, formation of an oily exudate at the interface between the sealant and asphaltic concrete of other deleterious effects on the asphaltic concrete or sealant when tested at 60°C (140°F).

170-2.2 Heating of Materials. Cracks will be sealed as soon after completion of the pavement preparation as feasible and preferably before the pavement is opened to traffic, including construction equipment. The pavement temperature must be above 50°F (10°C) at the time of installation of the hotapplied crack sealing material.

170-2.3 Silicone Sealant. The sealant for PCC crack repair and joint replacement will be a one-part silicone material formulation capable of being applied with a pressure applicator. The sealant will be a self-leveling, nonacid producing and cure on exposure to air. The sealant will be a low modulus type, as stated by the manufacturer, and meet the following requirements of ASTM D 5893:

Dallas Airport System M-170-2 Exhibit A

Table 2: Silicone Sealant Material Requirements Physical Requirements ASTM D 5893 Requirements Cure Evaluation Pass at 21 days

Extrusion Rate (ASTM C 1183) Type S, 50 ml/min. minimum

Tack Free Time (ASTM C 679) 5 hr. maximum Hardness (ASTM C 661) -29°C (-20°F), Type A2 23°C (73°F), Type 00

25 max.

30 min.

Rubber Properties in Tension Ultimate Elongation Stress at 150% Elongation

600% minimum 310 K pa (45 psi) max..

Resilience 75% minimum

170-2.4 Basker Rod Material. The backer rod will be compatible with the sealant. The backer rod will be non-reactive and non-adhesive with the pavement or the sealant. The backer rod will conform to the requirements of ASTM D 5249. The use of a backer rod material or bond breaker in the bottom of the joint/crack to be filled is recommended to control the depth of the sealant, to achieve the desired shape factor, reservoir width to depth ration, and to support the sealant against indentation and sag. Backer rod materials and bond breakers should be compatible with the sealant, should not adhere to the sealant, should be compressible without extruding the sealant, and should recover to maintain contact with the joint/crack faces when the joint/crack is open. The backer rod will be 25 percent larger in diameter than the width of the reservoir.

CONSTRUCTION METHODS

170-3.1 Time of Application – Hot-Applied Sealant. Cracks will be sealed as soon after completion of the pavement preparation as feasible and preferably before the pavement is opened to traffic, including construction equipment. The pavement temperature must be above 50°F (10°C) at the time of installation of the hotapplied crack sealing material.

170-3.2 Time of Application – Silicone Sealant. Joints/Cracks will be sealed as soon after completion of the pavement preparation as feasible and preferably before the pavement is opened to traffic. The pavement temperature must be above 40°F (4°C) at the time of installation of the coldapplied joint/crack sealing material. For new rigid pavement, manufacturers may recommend waiting a period of 3 weeks for curing prior to sealant application.

170-3.3 Preparation of Cracks in Flexible Pavements

a. Removal of Existing Sealant. All cracks will be cleaned of any debris or laitance by use of a hot lance and compressed air free of oil and water. In some instances, sawing or routing the cracks may be required. If sawing/routing the cracks is required, immediately after sawing/routing, the resulting debris will be completely removed from the crack and adjacent area by a hot lance and compressed air free of oil and water, and by use of other tools as necessary. The crack will be allowed sufficient time to dry prior to sealing. When sawing/routing cracks, the reservoir ratio should be 1:1 with a 3/8-inch minimum width recommended.

b. Prior to Sealing. Immediately before sealing, the cracks will be thoroughly cleaned of all remaining laitance and other foreign material. Cleaning will be accomplished by use of a hot lance. Upon

Dallas Airport System M-170-3 Exhibit A completion of cleaning, the cracks will be blown out with compressed air free of oil and water. Only air compressors with operable oil and water traps will be used to prepare the cracks for sealing. The crack faces will be surface dry when the seal is applied. The surface of the installed sealant material will be 1/4-inch to 3/8-inch below the existing pavement surface.

170-3.4 Preparation of Joints in Rigid (PCC) Pavements

a. Removal of Existing Sealant. All existing joint sealants will be removed by plowing or use of hand tools. Any remaining sealant / debris will be removed by use of wire brushes or other tools as necessary. In some instances, re-sawing the joints may be required. This is only recommended in areas where the existing joint faces cannot be thoroughly cleaned to satisfactorily promote the effectiveness and adherence of the new sealant. If re-sawing the joints is required, immediately after sawing, the resulting slurry will be completely removed from the joint and adjacent area by flushing with a jet of water, and by use of other tools as necessary. The joints will be allowed sufficient time to dry prior to re-sealing.

The joint reservoir width to depth ratio should be as close to 2:1 as practical, with a minimum width of 3/8 inches preferred, when re-sawing is required. The use of backer material is recommended to obtain the desired ratio at the reservoir or as recommended by the sealant manufacturer.

b. Prior to Sealing. Immediately before sealing, the joints will be thoroughly cleaned of all remaining laitance and other foreign material. Cleaning will be accomplished by sandblasting.

Sandblasting will be accomplished in a minimum of two passes. One pass per joint face with the nozzle held at an angle directly toward the joint face and not more that 3 inches from it. Upon completion of cleaning, the joints will be blown out with compressed air free of oil and water. Only air compressors with operable oil and water traps will be used to prepare the joints for sealing. The joint faces will be surface dry when the seal is applied. The surface of the installed sealant material will be 1/4-inch to 3/8-inch below the existing pavement surface.

170-3.5 Preparation of Cracks in Rigid (PCC) Pavements

a. Removal of Existing Sealant. All cracks will be cleaned of any debris or laitance by use of wire brushes or other tools as necessary. In some instances, sawing the cracks may be required. If sawing the cracks is required, immediately after sawing, the resulting slurry will be completely removed from the crack and 56 September 28, 2007 AC 150/5380-6B Appendix B adjacent area by flushing with a jet of water, and by use of other tools as necessary. The crack will be allowed sufficient time to dry prior to sealing. When sawing cracks, the reservoir ratio should be 2:1 with a 3/8-inch minimum width recommended.

b. Prior to Sealing. Immediately before sealing, the cracks will be thoroughly cleaned of all remaining laitance and other foreign material. Cleaning will be accomplished by sandblasting.

Sandblasting will be accomplished in a minimum of two passes. One pass per crack face with the nozzle held at an angle directly toward the crack face and not more that 3 inches from it. Upon completion of cleaning, the cracks will be blown out with compressed air free of oil and water. Only air compressors with operable oil and water traps will be used to prepare the cracks for sealing. The crack faces will be surface dry when the seal is applied. The surface of the installed sealant material will be 1/4-inch to 3/8-inch below the existing pavement surface.

170-3.6 Installation of Sealants in Flexible Pavements. Cracks will be inspected for proper width, depth, alignment, and preparation, and will be approved by the Engineer before sealing is allowed. Hot Poured Sealant shall be applied uniformly solid from bottom to top and will be filled without formation of entrapped air or voids. The sealant surface when complete will be 1/4-inch and 3/8-inch below existing pavement surface. A backing material will be placed to obtain the desired width to depth ratio and will be both non-reactive and non-adhesive to the pavement or the sealant material. The heating kettle will be an indirect heating type, constructed as a double boiler. A positive temperature control and mechanical agitation will be provided. The safe heating temperature can be obtained from the manufacturer’s

Dallas Airport System M-170-4 Exhibit A shipping container. A direct connecting pressure type extruding device with nozzles shaped for insertion into the joint will be provided. Any sealant spilled on the surface of the pavement, structures and/or lighting fixtures will be removed immediately.

170-3.7 Installation of Sealants in Rigid (PCC) Pavements. The joint/crack sealant will be applied uniformly solid from bottom to top and will be filled without formation of entrapped air or voids. Backing rod material will be placed as per sealant manufacturer’s requirements and will be both non-reactive and non-adhesive to the pavement and the sealant material. A direct connecting pressure type extruding device with nozzles shaped for insertion into the joint will be provided. Any sealant spilled on the surface of the pavement, structures and/or lighting fixtures will be removed immediately.

METHOD OF MEASUREMENT

170-4.1 The crack and joint repair will be measured by the linear foot of sealant in place, completed, and accepted.

BASIS OF PAYMENT

170-5.1 Payment for sealing material will be made at the contract unit price bid per linear foot of the specified pavement material. This price will be full compensation for furnishing all materials, for all preparation, delivering, and placing of these materials, and for all labor, equipment, tools, and incidentals necessary to complete the item.

Payment will be made under:

Item M-170-5.1 Bituminous Pavement Crack Repair – per linear foot

Item M-170-5.2 Concrete Pavement Joint Repair – per linear foot

Item M-170-5.3 Concrete Pavement Crack Repair – per linear foot

TESTING REQUIREMENTS

ASTM C 661 Standard Test Method for Indentation Hardness of Elastomeric-Type Sealants by Means of a Durometer

ASTM C 679 Standard Test Method for Tack-Free Time of Elastomeric Sealants

ASTM C 1183 Standard Test Method for Extrusion Rate of Elastomeric Sealants

MATERIAL REQUIREMENTS

ASTM D 5249 Standard Specification for Backer Material for Use with Cold- and Hot- Applied Joint Sealants in Portland Cement Concrete and Asphalt Joints

ASTM D 5893 Standard Specification for Cold Applied, Single Component, Chemically Curing Silicone Joint Sealant for Portland Cement Concrete Pavements

END OF ITEM M-170

Dallas Airport System M-174-1 Exhibit A

ITEM M-174 REPAIR OF PAVEMENT DISTRESSES IN RIGID (PORTLAND CEMENT

CONCRETE) PAVEMENTS

DESCRIPTION

174-2.1 This item consists of repairing pavement distresses (e.g., cracks, spalls, corner breaks, etc.) in rigid (Portland Cement Concrete) pavements, as well as patching of small areas (less than 25 square feet) of PCC pavements. This work consists of: saw cutting, chipping, and removing the existing unsound PCC pavement; cleaning and preparing the area for the repair materials. This work also includes placing, vibrating, and finishing the repair material to reconstruct the PCC pavements, in accordance with this specification.

MATERIALS

174-2.1 Concrete Material for Partial Slab and Full Slab Repairs. The mix designs shall be in accordance with Item 421 Hydraulic Cement Concrete of the Texas Department of Transportation Standard Specifications for Construction and Maintenance of Highways, Streets, and Bridges, except as modified herein. The mix shall be developed using the procedures contained in the Portland Cement Association’s (PCA) publication, “Design and Control of Concrete Mixtures”.

a. Type 1 – Conventional Concrete Mixture, Class P. The conventional concrete mixture will conform to TxDOT Item 421, Class P. The Class P concrete shall be designed to meet a minimum average compressive strength of 5,000 psi at 28 days. This repair method is considered a permanent, long-term repair as it is typically used for large repair areas requiring 3 cubic yards or more of mix supplied by a local concrete mixing plant.

b. Type 2 – High-Early Strength Concrete Mixture, Class HES. The high-early strength concrete mixture will conform to TxDOT Item 421, Class HES. The Class HES concrete shall be designed to meet a minimum average compressive strength of 3,600 psi in 24 hours. This repair method is considered a permanent, long-term repair as it is typically used for large repair areas requiring 3 cubic yards or more of mix supplied by a local concrete mixing plant.

174-2.2 Repair Material for Partial Depth Repairs. A rapid setting and early strength gaining material shall be used for partial depth repairs. The rapid setting and early strength gaining mixture will have a minimum compressive strength of 2,000 psi in 2 hours and 5,000 psi in 1 day when tested in accordance with ASTM C 109. Bond strength will be 2,000 psi in 7 days when tested in accordance with ASTM C 882.

This repair method may be used for either permanent or temporary/emergency repairs dependent on the distress type. Preparation of materials (mixing with potable water, blending, etc) will be per manufacturer’s requirements for the product.

174-2.3 Nonabsorbent Board. The nonabsorbent board will be used as a joint form for the joint reservoir to be protected. The nonabsorbent board will be a standard 1/2-inch asphalt impregnated fiberboard. For joint widths greater than 1/2-inch, the width of the nonabsorbent board will be adjusted to fit the larger joint width.

174-2.4 Curing Compound. The curing compound will be a white pigmented impervious membrane conforming to the requirements of ASTM C 309. The curing compound will be of such character that the film will harden within 30 minutes after application.

174-2.5 Joint Seal. The joint seal for the joints in the concrete pavement shall meet the requirements of ASTM D 5893, Type SL.

174-2.6 Isolation Joint Filler. Non-extruded pre-molded compressible material for isolation joints shall conform to the requirements of ASTM D1751 and shall be where shown on the plans. The filler for each joint shall be furnished in a single piece for the full depth and width required for the joint, unless otherwise

Dallas Airport System M-174-2 Exhibit A specified by the Engineer. When the use of more than one piece is required for a joint, the abutting ends shall be fastened securely and held accurately to shape by stapling or other positive fastening means satisfactory to the Engineer.

174-2.7 Backer Rod. The Backer Rod shall be a non-moisture absorbing, closed-cell, expanded polyethylene foam rod. The rod shall be compatible with the sealant and no bond or reaction shall occur between the rod and the sealant.

174-2.8 Steel Reinforcement. Reinforcing shall consist of deformed carbon steel bars conforming to the requirements of ASTM A615.

174-2.9 Dowel and Tie Bars. Dowel bars shall be plain steel bars conforming to ASTM A615 and shall be free from burring or other deformation restricting slippage in the concrete. Before delivery to the construction site each dowel bar shall be epoxy coated per ASTM A1078. The dowels shall be coated with a bond-breaker recommended by the manufacturer. Dowel sleeves or inserts are not permitted.

Grout retention rings shall be fully circular metal or plastic devices capable of supporting the dowel until the grout hardens.

Tie bars shall be deformed steel bars and conform to the requirements of ASTM A615. Tie bars designated as Grade 60 in ASTM A615 or ASTM A706 shall be used for construction requiring bent bars.

174-2.10 Flowable Backfill. The material and mix design for flowable backfill shall be in accordance with Item 401 Flowable Backfill of the Texas Department of Transportation Standard Specifications for Construction and Maintenance of Highways, Streets, and Bridges.

CONSTRUCTION METHODS

174-3.1 Removal of Existing Pavement. The existing concrete pavement to be removed shall be freed from the pavement to remain by sawing through the complete depth of the slab 1 foot inside the perimeter of the final removal limits or outside the dowels, whichever is greater when the limits of removal are located on the joints. The pavement between the perimeter of the pavement removal and the saw cut shall be carefully broken up and removed using hand-held jackhammers, weighing 30 pounds or less, or other light-duty equipment which will not cause distress in the pavement which is to remain in place. The Contractor shall have the option of sawing through the dowels at the joint, removing the pavement and installing new dowels. Where the perimeter of the removal limits is not located on the joint and there are no dowels present, then the perimeter shall be sawcut the full depth of the pavement. The pavement inside the sawcut shall be removed by methods suitable to the Engineer which will not cause distress in the pavement which is to remain in place. If the material is to be wasted on the airport site, it shall be reduced to a maximum size designated by the Engineer. The Contractor’s removal operation shall not cause damage to cables, utility ducts, pipelines, or drainage structures under the pavement. Concrete slabs that are damaged by under breaking shall be removed. Any damage shall be repaired at the Contractor’s expense.

All existing pavement removed shall be disposed of off-site. All hauling will be considered a necessary and incidental part of the work. Its costs shall be considered by the Contractor and included in the contract unit price for the pay items of work involved. No payment will be made separately or directly for hauling on any part of the work.

174-3.2 Limitations on Mixing and Placing.

a. Partial and Full Slab Repairs. No concrete shall be mixed, placed, or finished when the natural light is insufficient, unless an adequate and approved artificial lighting system is operated. All

Dallas Airport System M-174-3 Exhibit A

1. Cold Weather. Unless authorized in writing by the Engineer, mixing and concreting operations shall be discontinued when a descending air temperature in the shade and away from artificial heat reaches 40°F and shall not be resumed until an ascending air temperature in the shade and away from artificial heat reaches 35°F.

The aggregate shall be free of ice, snow, and frozen lumps before entering the mixer. The temperature of the mixed concrete shall not be less than 50°F at the time of placement.

Concrete shall not be placed on frozen material nor shall frozen aggregates be used in the concrete.

When concreting is authorized during cold weather, water and/or the aggregates may be heated to not more than 150°F. The apparatus used shall heat the mass uniformly and shall be arranged to preclude the possible occurrence of overheated areas which might be detrimental to the materials.

Upon completion of placement operations, the concrete shall be maintained at an ambient temperature of at least 50°F for a period of 72 hours after placing and at a temperature above freezing for the remainder of the curing time. The Contractor shall be responsible for the quality and strength of the concrete placed during cold weather; and any concrete damaged shall be removed and replaced at the Contractor’s expense.

2. Hot Weather. During periods of hot weather when the maximum daily air temperature exceeds 85°F, the following precautions shall be taken.

The forms and/or the underlying surface shall be sprinkled with water immediately before placing the concrete. The concrete shall be placed at the coolest temperature practicable, and in no case shall the temperature of the concrete when placed exceed 90°F. The aggregates and/or mixing water shall be cooled as necessary to maintain the concrete temperature at or not more than the specified maximum.

The finished surfaces of the newly laid pavement shall be kept damp by applying a water-fog or mist with approved spraying equipment until the pavement is covered by the curing medium. When necessary, wind screens shall be provided to protect the concrete from an evaporation rate in excess of 0.2 psf per hour. When conditions are such that problems with plastic cracking can be expected, and particularly if any plastic cracking begins to occur, the Contractor shall immediately take such additional measures as necessary to protect the concrete surface. Such measures shall consist of wind screens, more effective fog sprays, and similar measures commencing immediately behind the paver. If these measures are not effective in preventing plastic cracking, paving operations shall be immediately stopped.

Concrete should be continuous moisture cured for the entire curing period and shall commence as soon as the surfaces are finished and continue for at least 24 hours. However, if moisture curing is not practical beyond 24 hours, the concrete surface shall be protected from drying with application of a liquid membrane-forming curing compound while the surfaces are still damp. Other curing methods may be approved by the Engineer.

3. Consolidation. Concrete shall be vibrated with an approved hand-operated immersion vibrator. Vibrators shall not be used to transport or spread the concrete. Hand-operated vibrators shall not be operated in the concrete at one location for more than 20 seconds.

Insertion locations for hand-operated vibrators shall be between 6 to 15 inches on centers.

For each paving train, at least one additional vibrator spud, or sufficient parts for rapid replacement and repair of vibrators shall be maintained at the paving site at all times. Any evidence of inadequate consolidation (honeycomb along the edges, large air pockets, or any other evidence) shall require the immediate stopping of the paving operation and adjustment of the equipment or procedures as approved by the Engineer.

Dallas Airport System M-174-4 Exhibit A

4. Finishing. In addition to approved mechanical internal vibrators for consolidating the concrete, provide a strike-off and tamping screed and a longitudinal float for hand finishing.

The screed shall be at least one foot longer than the width of pavement being finished, of an approved design, and sufficiently rigid to retain its shape, and shall be constructed of metal or other suitable material shod with metal. The longitudinal float shall be at least 10 feet long, of approved design, and rigid and substantially braced, and shall maintain a plane surface on the bottom. Grate tampers (jitterbugs) shall not be used.

As soon as placed and vibrated, the concrete shall be struck off and screeded to the crown and cross-section and to such elevation above grade that when consolidated and finished, the surface of the pavement will be at the required elevation. In addition to previously specified complete coverage with handheld immersion vibrators, the entire surface shall be tamped with the strike- off and tamping template, and the tamping operation continued until the required compaction and reduction of internal and surface voids are accomplished.

Immediately following the final tamping of the surface, the pavement shall be floated longitudinally from bridges resting on the side forms and spanning but not touching the concrete. If necessary, additional concrete shall be placed, consolidated and screeded, and the float operated until a satisfactory surface has been produced. The floating operation shall be advanced not more than half the length of the float and then continued over the new and previously floated surfaces.

5. Surface Texture. The surface of the pavement shall be finished with either a brush or broom, or burlap drag for all newly constructed concrete pavements. It is important that the texturing equipment not tear or unduly roughen the pavement surface during the operation. Any imperfections resulting from the texturing operation shall be corrected to the satisfaction of the Engineer.

6. Curing. Immediately after finishing operations are completed and marring of the concrete will not occur, the entire surface of the newly placed concrete shall be cured for a 7-day cure period in accordance with one of the methods below. Failure to provide sufficient cover material of whatever kind the Contractor may elect to use, or lack of water to adequately take care of both curing and other requirements, shall be cause for immediate suspension of concreting operations. The concrete shall not be left exposed for more than 1/2 hour during the curing period.

The entire surface of the pavement shall be sprayed uniformly with white pigmented curing compound immediately after the finishing of the surface and before the set of the concrete has taken place. The curing compound shall not be applied during rainfall. Hand spraying shall be applied with a double application rate to ensure coverage. The curing compound shall be of such character that the film will harden within 30 minutes after application. Should the film become damaged from any cause, including sawing operations, within the required curing period, the damaged portions shall be repaired immediately with additional compound or other approved means. Upon removal of side forms, the sides of the exposed slabs shall be protected immediately to provide a curing treatment equal to that provided for the surface.

Curing shall be applied immediately after the bleed water is gone from the surface.

b. Partial Depth Concrete Repairs. The ambient temperature and concrete surface temperature will be within the range specified by the manufacturer’s requirements for that product at the time of application.

174-3.3 Repair of Distresses in PCC Pavements.

a. Partial and Full Slab Repairs. These are considered structural failures and require full-depth repairs. The procedures for repairing these types of distresses are as follows:

Dallas Airport System M-174-5 Exhibit A

1. Make full-depth saw cuts at constructed joints. The FAA recommends that full-depth cuts be made at a distance of at least 2 feet beyond the limits of the break. Make the saw cuts so the repair area is rectangular. For corner cracks, cut the repair area square.

2. Use appropriate-sized impact equipment (e.g., jackhammer) to remove material within the limits of the saw cuts. When using a hoe-ram or removing the concrete by lifting, make a second saw cut inside the perimeter cuts to provide expansion. Remove by hand any loose materials that remain.