J-6 AFD Tarmac Survey Report.pdf
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- Solicitation number
- 1240LU21R0003
About this file
This memorandum summarizes the results of a pavement condition survey of the tarmac at the Missoula Aerial Fire Depot. The survey found extensive cracking throughout the six areas assessed, totaling over 36,000 linear feet. Cracking was predominantly short and resembled a spider web configuration. Two areas exhibited ponding of water when pressure was applied. A 170 foot by 3 foot section also showed rutting up to 5/8 inches deep.
The related federal contract opportunity is for maintenance and repair of the depot's airfield operations area. Work includes crack sealing, joint sealing, seal coating, drain restoration, and pavement marking to FAA and USFS standards. Limited asphalt repair is also specified. The project will be completed in two phases by the Department of Agriculture Forest Service Region 1 Northern Region, solicitation number 1240LU21R0003. Response is required by the date listed on Solicitation and attached documents.
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Text version
memo
TO: Toby McClue, PE
FROM: Tyler Reed, PE; Ken Fields, CET
RE: AFD Tarmac Reconstruction at MSO – Pavement Condition Analysis
This memo summarizes the results of a field investigation performed by Tyler Reed and Ken
Fields with Morrison-Maierle on 11/1/19 and 11/4/19 at the USFS Apron (Tarmac) adjacent to the
Missoula International Airport within the limits shown in the attached exhibit. The purpose of this field investigation was to inventory the amount of cracks and document observed pavement distress in order to provide detail on the current condition and assist with project scope development. Cracks of about 1/8” or larger were measured and cracks that had previously been sealed and had not split were not counted. A significant portion of the cracks counted varied close to 1/8” so a percentage of them may be effectively sealed by a heavy application of seal coat.
Sections “A” and “B1”
A total crack length of 9,552 linear feet (LF) was measured in Sections “A” and “B1” as shown in the attached exhibit. The majority of these cracks were short in length and resembled a “spider web” configuration; the remaining cracks were mostly longitudinal and transverse. An area of standing water (approx. 100 square feet (SF)) was observed in Section “A” which is labeled “P1” on the attached exhibit; the water was surrounding the BH-6 catch basin. Additional water would
“pump” through the cracks to the surface when foot pressure was applied.
Section “B”
A total crack length of 14,424 LF was measured in Section “B” as shown in the attached exhibit.
Similar to Areas “A” and “B1”, most of the cracks were short in length and resembled a “spider web” configuration; the remaining cracks were mostly longitudinal and transverse. The longitudinal/transverse cracks were generally greater in width and length, but only made up about
10% of the total crack length measured for Section “B”. An area of standing water similar to “P1” was observed in Section “B” (approximately 20 SF) and is shown as “P2” on the attached exhibit.
Like “P1”, “P2” also exhibited water pumping to the surface when foot pressure was applied.
Section “C”
A total of 4,708 LF worth of cracks were measured in Section “C”. Most of the cracks were found south of taxilane centerline and around the north-east edge of the tanker pads. The cracks
AFD Tarmac Reconstruction observed south of the taxilane centerline were relatively dense and mostly consisted of “spider web” or “alligator” crack patterns. The asphalt north of the yellow center line in Section C had minimal cracking and appeared to be in a better condition than the other sections.
Section “D”
A total crack length of 8,139 LF was measured in Section “D”. The asphalt between the two tanker pads and along both sides of the drainage channel had the highest cracking concentration in general within this section. This area contained relatively dense cracking, most resembling
“spider web” or “alligator” patterns. The asphalt pavement edge and concrete curb interface along the south section perimeter was found to be separated (1/2” to 1” average) along the full length of curb as shown in the attached exhibit. Similarly, the concrete / asphalt pavement edge interface along the perimeter of the tanker pads were found to have separated. Crack lengths for both the pads and the curb were included in the total length of Section “D” since they should be sealed if a crack seal/seal coat option is chosen.
The taxilane southeast of the tanker pads and northwest from the intersection of Taxiway “G” consisted of a distressed area resembling pavement “rutting”. The area was approximately 170-feet long by 3-feet wide. A six-foot straight edge was placed perpendicular to the taxilane centerline and centered at the low point. The distance between the low points and bottom of straight edge were measured at ten foot intervals. The average depth was 1/2-inches and the maximum depth was found to be 5/8-inches. It is possible that this area could be susceptible to standing water due to the grading of the asphalt surface. The rutting did not appear to be a result from subgrade failure.
Section “E” and “F”
A total of 492 LF worth of cracks were measured in Sections “E” and “F”. Overall, the pavements appeared to be in good condition with areas of existing crack seal that did not appear to need any repairs. Only failing crack seal sections were measured in these areas.
Crack Totals:
The total crack length measured in Areas “A” through “F” was 36,685 LF. The following contains an exhibit illustrating the areas and crack quantities followed by photos taken of the pavements during the investigation.
B
H
B
H
B
H
B
H
B
H
B
H
Drawn By:TSR
AFD TARMAC RECON
PAVEMENT CONDITION EXHIBIT
©COPYRIGHT
MORRISON-MAIERLE, INC.
engineers surveyors planners scientists
Morrison
Maierle
1055 Mount Avenue Missoula, MT 59801
Phone: 406.542.8880 Fax: 406.542.4801
M
U
S F
S
Y
E A
R
C
O N
T R
A C
T
A
F D
T
A R
M A
C
R
E C
O N
A
C A
D E
X H
I B
I T
S
C R
A C
K
Q
U A
N T
I T
Y
E
X H
I B
I T
D
W G
P
L O
T T
D
B
Y T
Y L
R
S
R
E E
D
O
N
N o v
SCALE IN FEET
100500
HORIZONTAL SCALE
A
5,867 LF
B
14,424 LF
B1
1,460 LF
C
4,078 LF
D
8,139 LF
E
212 LF
F
280 LF
RUTTING
170 LF STRETCH
AVE
" MAX
W/ 6-FT STRAIGHT EDGE
A1
2,225 LF
EDGE OF CURB/EDGE OF PAVEMENT - 523 LF OF CRACK
(INCLUDED IN "D")
100'
TYP
100'
TYP.
P1 -
APPROX.
PUMPING
LOCATION
P2 -
APPROX.
PUMPING
LOCATION
600 LF CONCRETE / ASPHALT
JOINT INCLUDED IN "D"
NORTH OF CL - GOOD
CONDITION / FEW CRACKS
SOUTH OF CL - MAJORITY
OF CRACKS IN "C"
SECTION
TOTAL
CRACKS (LF)
SECTION
AREA (SF)
SECTION
AREA (SY)
CRACK/AREA
RATIO (LF/SF)
CRACK/AREA
RATIO (LF/SY)
A 5,867 62,748
6,972 0.094 0.84
A1 2,225 22,313
2,479 0.100 0.90
B 14,424 111,928
12,436 0.129 1.16
B1 1,460 26,220
2,913 0.056 0.50
C 4,078 53,703
5,967 0.076 0.68
D 8,139 72,739
8,082 0.112 1.01
E 212 7,173
797 0.030 0.27
F 280 5,526
614 0.051 0.46
TOTAL
36,685.00 362,348 40,261
WEIGHTED AVERAGE RATIO ----------> 0.101 0.911
AVERAGE RATIO----------> 0.081 0.727
Site Photos
Figure 1: Alligator cracking - Looking South
Figure 2: Previously Sealed Longitudinal / Transverse Cracks –Looking North
Figure 3: Previously Sealed Longitudinal / Transverse Cracks –Looking Northeast
Figure 4: Previously Sealed and New Cracks –Looking East
Figure 5: Previously Sealed and New Cracks –Looking South
Figure 6: Rutting on Area D Taxilane Looking West
Figure 7: Rutting on Area D Measurement
Figure 8: Rutting on Area D Measurement
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