SOW__7.0_-_MKAB_Haz_Cargo_RFP_-_Corrected_Final_v3.pdf

Request for Proposal

Explosive Cargo Load Unload Apron

Mihail Kogalni eanu Air Base, Romania i

Section 01 10 10 Statement of Work

Table of Contents

1.0 Project Information

2.0 Project Description

2.1. General

2.2. Project Site

2.3. Explosive Cargo Load Unload Apron

2.4. Parking Apron

2.5. Demolition and Debris Removal

3.0 Permits and Approvals

3.1. Urbanism Certificate

3.2. Demolition Permit

3.3. Tree Removal and Endangered Species Permitting

3.4. Work Plan and Construction Traffic Circulation Approval

3.5. Building Permit

3.6. DDESB Certification

4.0 Project Requirements

4.1. Design Criteria

4.2. Explosive Cargo Apron, Parking Apron, and Taxiway Design

Design Life

Layout and Geometry

Geometric Conflicts

Tie Down and Grounding Requirements

Airfield Pavements

Pavement Markings

4.3. Jet Blast Deflection

4.4. Access Roads

4.5. Stormwater and Drainage

Background and Existing Conditions

Hydrologic Criteria

Spread

Drainage System

Runway Clear Zone Requirements ii

Oil/Water Separation

Stormwater Low Impact Development (LID)/Volume Reduction

Stormwater Base Bid

Optional Bid Item 4 Alternative Stormwater Management Area

4.6. Earthwork

General Requirements

Topsoil

Existing Fill

Trenching and Excavation for Appurtenances

Slopes

Excavation Support Systems

Subgrade

Existing Utilities

4.7. Erosion, Sedimentation, and Dust Control

Erosion and Sediment Control

Dust Control

4.8. Fire Protection

Background and Existing Water Systems

Base Bid Water Supply

Optional Bid Item 2 – Alternate Water Supply

Optional Bid Item 3 – Alternate Water Supply

Fire Protection Requirements

4.9. Electrical and Telecommunications

Base Bid Power Sources

Optional Bid Item 1 – Alternative Power Source (Fire Protection and Floodlighting)

Electrical Systems

Airfield Ground Lighting and Signage

Floodlighting

Lightning Protection and Grounding

Power Supply

Communications

Cable and Conduit Routing

4.10. Perimeter Fence Reconstruction

iii

4.11. Landscaping

4.12. Construction Duration

5.0 Construction Specification Requirements

6.0 Environmental Requirements

6.1. Hazardous Materials

Soils

Groundwater

Building Materials

Threatened and Endangered Species

6.2. Unexploded Ordinance (UXO)

7.0 D B Contractor’s Design and Submittal Requirements

7.1. General

7.2. 35% Concept Design

7.3. 65% Interim Design

7.4. 95% Final Design

7.5. 100% Corrected Final Design

7.6. As Built Documentation

7.7. Survey

7.8. Geotechnical Investigation, Data and Report

D B Contractor’s Geotechnical Engineer

D B Contractor’s Geotechnical Report

7.9. Recommended Drawings to be Developed by the D B Contractor

8.0 Design Build Quality Control

8.1. Contractor Quality Control Plan (CQC)

CQC Contents

8.2. Design Quality Control Plan (DQC)

DQC Contents

8.3. Testing

Testing Requirements

9.0 Construction Phasing Requirements

9.1. General

9.2. Haul Roads

9.3. Airfield Pavement Closures

iv

9.4. Airfield Construction

9.5. D B Contractor Laydown Area and Concrete Batch Plant

10.0 MKAB Requirements

10.1. General

10.2. Romanian Public Holidays

10.3. U.S. Federal Holidays

10.4. Night and Weekend Restrictions

10.5. Base Access Procedures

10.6. Construction Site Restrictions

10.7. Flightline and/or Immediate Vicinity of Construction Site Requirements

Appendices

Appendix A – RFP Drawings

Appendix B – Project UFGS Specification List and Division 00 and 01 Specifications

Appendix C – Bid Schedule

Appendix D – Form DD 1354

Appendix E – Geotechnical Report

Appendix F – Environmental Assessment Report

Appendix G – Fire Hydrant Flow Test Report

Section 01 10 10 Statement of Work

1.0 Project Information

Contract Number To Be Determined (TBD)

Task Order Number TBD

Work Order Number TBD

Project Title Explosive Cargo Load Unload Apron, Mihail Kog lniceanu AB, RO

Project Sponsor U.S. Army in Europe (USAREUR)

Location Mihail Kog lniceanu Air Base, Romania

Lat/Long 44°21’43.43” N, 28°28’14.79” E

Government Engineer

U.S. ARMY COPRS OF ENGINEERS, EUROPE DISTRICT

Project Manager Tarek Eljizi, CENAU Tel: (+49)611-9744-2422

Email: Tarek.I.Eljizi@usace.army.mil

2.0 Project Description

2.1. General

The project consists of a new explosive cargo load unload apron, a new parking apron, two new ladder taxiways, and a reconstructed and extended parallel taxiway on Mihail Kog lniceanu Air Base (MKAB) near Constanta, Romania. Design and construction efforts must be executed in accordance with the Host Nation agreements for European Deterrence Initiatives (EDI) to include construction and environmental permits. The existing taxiway oriented parallel to the existing runway is known as parallel Taxiway F. The existing taxiway with temporary arm/disarm pad connecting Taxiway F to the existing runway is known as Taxiway E. The new taxiway located parallel to and south of Taxiway E connecting to Taxiway F must be known as Taxiway G. The new ladder taxiway connecting the existing runway to the new explosive cargo load unload apron and Taxiway F must be known as Taxiway H.

A conceptual design accompanies this Statement of Work (SOW) as Appendix A of this document. The conceptual drawings provided in Appendix A of this RFP are notional only. The D-B Contractor must develop and complete the entire design. The D-B Contractor must be the Designer of Record (DOR).The project must be designed in accordance with the design criteria outlined in this Statement of Work and the conceptual drawings provided in Appendix A. As the DOR, the D-B Contractor must collect data and revise the conceptual design as needed to provide a fully functional layout in compliance with all applicable regulations and design standards and in consideration of all valid constraints and impacts. In addition, since this project includes a fire protection system, a Qualified Fire Protection Engineer (QFPE) must be included as part of the D-B Contractor’s design team.

The D-B Contractor must be responsible for the professional quality, technical accuracy, and the coordination of all designs, drawings, specifications, and other non construction services furnished by the D-B Contractor. The D-B Contractor must, without additional compensation, correct or revise any errors or deficiency in its designs, drawings, specifications, and other non construction services and perform any necessary rework or modifications, including any damage to real or personal property, resulting from the design error or omission.

The D-B Contractor’s point of contact throughout the project must be the USACE Contracting Officer’s Representative (COR).

2.2. Project Site

The site for this facility is in the northwest corner of the airfield section of MKAB and is located immediately adjacent to Mihail Kog lniceanu International Airport as shared by the U.S. Army and Romanian Ministry of Defense (MOD). The combined facility is located approximately 25 km northwest of the city of Constanta. MKAB is positioned at 44°21’43.43” N longitude and 28°28’14.79” E latitude and has an elevation of 108 meters (353 feet) above sea level. The runway is owned and operated by the Romanian Government civilian air authority and the taxiways located west of the runway are owned and operated by the Romanian MOD in conjunction with the Romanian Government civilian air authority.

The area where the facilities will be constructed covers approximately 19.2 hectares (47.5 acres). Most of this area was previously developed to serve previous iterations of MKAB operated by the Romanian military. Several earthen berms, concrete bunkers, buildings, concrete and gravel roads and platforms, and debris piles cover much of the site. At the time this RFP was prepared, the site is bounded by the MKAB perimeter fence to the north, the airport runway to the east, existing buildings and airfield infrastructure to the south, and railroad tracks to the west.

Multiple future projects are adjacent to this project and are anticipated to be in design and/or under construction at the time this RFP is issued. A Railhead Facility will be located to the west, a Fuel Storage Facility will be located southwest, a C-17 parking apron will be located south, and a U.S. Army Ready Building will be located southwest of the parking apron portion of this project.

These adjacent projects are collectively referred to as MK-1 and are anticipated to provide opportunities for the D-B Contractor to make utility connections. In addition, a future 2 MW power station will be located west of the future MK-1 Railhead Facility. This RFP assumes these projects will provide utility connections, which are included as Base Bid items. The D-B Contractor must coordinate and work with any contractors in the area.

2.3. Explosive Cargo Load Unload Apron

The explosive cargo load unload apron must accommodate a single C-17 aircraft and will allow the aircraft to taxi in and taxi out under its own power. Aircraft will access the apron from proposed ladder Taxiway H. Aircraft will taxi out from this apron eastward along Taxiway H to parallel Taxiway F, turn south onto Taxiway F and turn onto the proposed parking apron or head further south to Taxiway G.

The center of the curved portion of the explosive cargo load unload apron must be an adequate distance away from the edge of the runway to ensure take-off and landing is not impacted by the presence of explosive cargo on this apron. Mooring points will be provided to accommodate a single C-17, a single UH-60, and single CH-47 rotary wing aircraft using the apron at different times.

The explosive cargo load unload apron must be constructed of Portland Cement Concrete (PCC) pavement with a drainage layer. Paved and unpaved shoulders must be provided along the access taxiway and around the perimeter of the pad to protect adjacent areas from jet blast, help mitigate foreign object damage (FOD), permit equipment storage, and to facilitate drainage.

Paved shoulders must be constructed of Hot Mix Asphalt (HMA) pavement. An Oil Water

Separator (OWS) must be provided to minimize adverse environmental impacts in case of an inadvertent spill of petroleum, oil, or lubricants (POL) or other liquids from the aircraft.

2.4. Parking Apron

The parking apron must accommodate three (3) C-17 aircraft simultaneously and allow aircraft to taxi in and taxi out under their own power. Aircraft will access the parking apron from parallel Taxiway F. Aircraft will taxi out to parallel Taxiway F heading south and turn onto Taxiway G to gain access to the runway. The section of existing Taxiways E and F intersected by Taxiway G will be reconstructed to support loads imparted by C-17 aircraft.

The parking apron must be constructed of Portland Cement Concrete (PCC) pavement with a drainage layer. Paved and unpaved shoulders must be provided along the access taxiway and around the perimeter of the pad to protect adjacent areas from jet blast, help mitigate foreign object damage (FOD), permit equipment storage, and to facilitate drainage. Paved shoulders must be constructed of Hot Mix Asphalt (HMA) pavement. An Oil Water Separator (OWS) must be provided to minimize adverse environmental impacts in case of an inadvertent spill of petroleum, oil, or lubricants (POL) other liquids from the aircraft.

Tie-downs in the parking apron must be provided to allow simultaneous mooring of three (3) C-17 aircraft and simultaneous mooring of three (3) CH-47 rotary wing aircraft and the maximum number of UH-60 aircraft as feasible. Location of moorings must assume fixed wing and rotary wing aircraft will be occupying the parking apron at different times.

2.5. Demolition and Debris Removal

Earthen berms, bunkers, buildings, and debris piles that lie within the project footprint and within required clear zones must be removed and hauled off site in compliance with Romanian Government rules and regulations as part of the scope of work for this project. Note that demolition must not commence prior to issuance of an Urbanism Certificate and Demolition Permit by the Romanian Government (See Section 3.0 Permits and Approvals).

3.0 Permits and Approvals

It is the D-B Contractor’s responsibility to verify all permitting procedures and requirements and obtain required permits and approvals prior to starting construction. Basic Information regarding Romanian Government approvals and permits follows.

3.1. Urbanism Certificate

This Certificate will be obtained by the U.S. government and is required for delisting buildings from Romanian Government records prior to demolition and construction. The Urbanism Certificate will include all Building Permit requirements that the D-B Contractor will need to fulfill.

At the time RFP was prepared, U.S. Army Europe had begun the application process with the Host Nation (HN) authority. The requirements of the Building Permit will be provided by the COR when they become available. The D-B Contractor is alerted to the fact that the Urbanism Certificate does not give the right to execute the construction work.

3.2. Demolition Permit

The U.S. Government is responsible for obtaining a Demolition Permit from the HN government.

At the time RFP was prepared, U.S. Army Europe had begun the application process with the HN authority. The D-B Contractor must adhere to the requirements of the Demolition Permit, which will be provided by the COR when they become available.

3.3. Tree Removal and Endangered Species Permitting

The U.S. Government is responsible for obtaining a Tree Removal Permit and any permits pertaining to endangered and protection species from the HN government. At the time RFP was prepared, U.S. Army Europe had begun the application process with the HN authority. The D-B Contractor must adhere to the requirements of these permits, which will be provided by the COR when they become available.

3.4. Work Plan and Construction Traffic Circulation Approval

The D-B- Contractor must prepare and submit to the Romanian civilian air authority through the COR a phased work plan including temporary construction and airport traffic circulation on all roads and work areas within 150 meters (492 feet) of the runway. Emergency procedures are also included in this submittal. The D-B Contractor must assume a minimum duration of six (6) to nine (9) months to obtain approval after submitting the application. The D-B Contractor must adhere to the approved plan throughout construction. This approval must be in place prior to obtaining a Building Permit.

3.5. Building Permit

Construction works are only allowed on the basis of a building permit in accordance with Romanian Governing Law No. 50/1991. To obtain the building permit, the D-B Contractor must apply to the appropriate City Hall responsible for the land on which the facility is proposed to be built. The D-B Contractor is typically required to provide the following documentation in support of the application:

Urbanism Certificate;

Proof of the property title of the land and/or existing buildings or an extract from the updated cadastral plan and an extract from the updated land register information on the application date in the case in which the law does not provide otherwise;

Necessary legal approvals and agreements established by the Urbanism Certificate;

The technical project/basis of design for authorizing the execution of construction works;

Proof of payment of legal fees.

The Building Permit documentation typically requires professional design and/or endorsement by architects and engineers with diplomas recognized by the Romanian Government.

Documentation includes:

Written description of the project that includes:

o technical narratives, o supporting data and calculations, o cost estimate, and o all supporting information including but not limited to items such as geotechnical studies and proof of authorization for utility connections Project drawings, including general layout plans and project specific layout plans.

Romanian Government requirements are typically provided after application is made to the reviewing authority. The D-B Contractor typically applies for a Romanian Building Permit after 95% Design. The Building Permit includes all areas to be utilized by D-B Contractor, including off-site areas.

3.6. DDESB Certification

The D-B Contractor’s 100% design requires certification by the Department of Defense Explosives Safety Board (DDESB) before construction can commence. The D-B Contractor must anticipate a DDESB review period of 180 calendar days maximum after the 100% design submittal is accepted by the U.S. Government.

4.0 Project Requirements

4.1. Design Criteria

The facility must be compatible with applicable United States (U.S.) Department of Defense (DoD), Unified Facilities Criteria (UFC), US Air Force, US Army, NATO, and Host Nation (HN) design criteria, as well as all laws and acts. All relevant Host Nation (Romanian) and U.S. laws and building regulations and the applicable technical regulations, guidelines, standards, manufacturer specifications, etc. apply, whereby the Host Nation Building laws have priority. It is the DOR’s responsibility to demonstrate that the Host Nation standard is equal to cited U.S.

Standards or specifications being superseded. The D-B Contractor’s design criteria sources must include, but not be limited to the following:

UFC 3-201-01 Civil Engineering UFC 3-210-10, Low Impact Development UFC 3-230-01, Water Storage, Distribution, and Transmission UFC 3-230-06a, Subsurface Drainage UFC 3-250-01 Pavement Design for Roads and Parking UFC 3-260-01, Airfield and Heliport Planning and Design UFC 3-260-02, Pavement Design for Airfields UFC 3-260-04, Airfield and Heliport Marking UFC 3-260-17 O&M Manual: Standard Practice for Dust Control on Roads, Airfields, Base

Camps, and Adjacent Areas UFC 3-301-01 Structural Engineering UFC 3-501-01 Electrical Engineering UFC 3-510-01 Foreign Voltages and Frequencies Guide UFC 3-530-01 Interior and Exterior Lighting Systems and Controls UFC 3-535-01 Visual Air Navigation Facilities, Including Change 1, 7 March 2018 UFC 3-535-02 Design Drawings for Visual Air Navigation Facilities, 21 May 2018 UFC 3-540-01 Engine-Driven Generator Systems for Backup Power Applications, with Change 1 UFC 3-550-01 Exterior Electrical Power Distribution UFC 3-575-01 Lightning and Static Electricity Protection Systems UFC 3-600-01, Fire Protection Engineering for Facilities UFC 4-021-02 Electronic Security Systems UFC 4-832-01N, Design: Industrial and Oily Wastewater Control/MIL-HDBK-1005/16, Wastewater

Treatment System Design Augmenting Handbook Section 438 of the U.S. Energy and Security Act NATO Bi-SC DIR-85 NATO Approved Criteria and Standards for Airfields (most current edition) STANAG 3158, Day Marking of Airfield Runways and Taxiways STANAG 3316, Airfield Lighting AASTP-1 Manual of NATO Safety Principles for The Storage of Military Ammunition and

Explosives NFPA-1, Fire Code NFPA 10, Standard for Portable Fire Extinguishers NFPA 20, Standard for the Installation of Stationary Fire Pumps for Fire Protection NFPA 22, Standard for Water Tanks NFPA 24, Standard for the Installation of Private Fire Service Mains and Their Appurtenances NFPA 291, Recommended Practice for Fire Flow Testing and Marking of Hydrants NFPA 72, National Fire Alarm Signaling Code NFPA 780 Standard for the Installation of Lightning Protection Systems NFPA 1963, Standard for Fire Hose Connections (unless superseded by local requirements) Airforce AFM 88-9/Army TM 5-811-3, Electrical Design Lightning and Static Electricity Protection

AC 150/5320-5 Surface Drainage Design AFI 32-1065-USAFE, Grounding Systems AFMAN 91-201 Explosive Safety Standards Army Pamphlet 385-64: Ammunition and Exploding Safety Standards AWWA M31, Distribution System Requirements for Fire Protection DOD Standard 6055.09-M DoD Ammunition and Explosives Safety Standards, Series of Manuals DoD Standard 6055.9 ETL 07-3: Jet Engine Thrust Standoff Requirements for Airfield Asphalt Edge Pavements IEC 60364 Electrical Installations for Buildings Illuminating Engineering Society, Technical Memorandum TM-15-11 Luminaire Classification System for Outdoor Luminaires Mil-Hdbk 419, Grounding, Bonding and Shielding NAVAIR 51-50AAA-2, General Requirements for Shore Based Airfield Marking and Lighting C 169/1988 Normative for Execution of Excavation Works for Foundations of Civil and Industrial Buildings;

CR 0/2012 Design Code: Basis of structural design;

NE 012-1/2007 Normative for Production and Execution of Concrete, Reinforced Concrete and Post-Tensioned Concrete. Part 1: Concrete Production;

NE 012-2/2010 Normative for Production and Execution of Concrete, Reinforced Concrete and Post-Tensioned Concrete. Part 2: Execution of Concrete Works;

Sr En 206-1/2002 Concrete. Part 1: Specification, Performance, Production and Conformity;

ST 016/1997 Technical Specification. Criteria and Methods for Determining Constructions Settlement by Measurements;

St 009/2011 Technical Specification Related to Steel Products Used as Reinforcement:

Requirements and Performance Criteria;

STAS 10493/1976 Terrestrial Measurements. Marking and Signaling of Points for Monitoring of Settlements and Displacements of Constructions and Grounds;

STAS 2745/1990 Foundation Soils. Monitoring of Settlements Using Topographical Methods;

NP 112/2004 Normative for design of shallow foundations;

NP 113/2004 Normative for design, execution and monitoring of retaining walls;

NP 124/2010 Normative for geotechnical design of retaining systems;

NP 125/2010 Normative for foundation design on soils sensitive to wetting;

P 100-1/2013: Seismic design code;

P 130/1999 Normative for Monitoring Construction Behavior in Time;

P118/2-2013 Fire Safety Regulations for Construction

4.2. Explosive Cargo Apron, Parking Apron, and Taxiway Design Design Life

The airfield pavement systems must be designed to a minimum life of 20 years in accordance with UFC 3-260-02, Chapter 2.

Layout and Geometry

4.2.2.1. Horizontal Geometry

The D-B Contractor must design and construct an access taxiway (Taxiway H) and a semicircular explosive load unload apron that accommodates parking for one C-17 aircraft. Locate the pad so that no part of the pad or the parked aircraft penetrates the approach/departure surfaces or the 7:1 transitional surface. The facility must be designed for aircraft to taxi in and out under their own power.

Tie-down/mooring points/eyes are required for one C-17, one UH-60, and one

CH-47 aircraft. Grounding points are required per the requirements of UFC 3- 260-01, Appendix B, Section 11, Static Grounding Tie-down.

Additionally, the D-B Contractor must construct a new access taxiway and new aircraft parking apron, located south of the explosive cargo apron. The new access taxiway (Taxiway G) will be constructed parallel to and south of Taxiway E. The runway to taxiway centerline curves must be constructed to a single 45.72 m (150 ft) radius to meet UFC 3-260-01 taxiway centerline criteria. The taxiway to taxiway centerline radii curves must be constructed to a 38.1 m (125 ft) radius to meet UFC 3-260-01 criteria. A minimum 45.72 m (150 ft) clearance from taxiway centerline to fixed or mobile obstacles must be provided. A minimum

38.1 m (125 ft) clearance from apron boundary markings to fixed or mobile objects must be provided.

A taxiway connection between Taxiway H and Taxiway F must be provided. Due to the limited area allowable, the edge radius on the west side of this intersection is 25m (82 ft) to hold the north-south project limits. The pavement must be configured to maintain the required 38.1m (125 ft) centerline radius at this intersection.

All taxiways and taxilanes must have a width of 22.5 m (74 ft) per NATO geometric design criteria.

The new facility must be located so that no part of the aprons or parked aircraft penetrates the approach/departure surfaces or the 7:1 transitional surface.

Explosives site planning is required and the facility must be sited in accordance with DoD Standard 6055.9. Separation from electromagnetic radiation is required to prevent ignition of electro-explosive devices (EED). The primary explosives site development criteria are defined as follows:

• 13,608 kg (30,000 lb.) Class HD 1.1

• Quantity Distance (QD) arc of 380 m (1,250 ft) radius per Department of the Army Pamphlet 385-64: Ammunition and Explosives Safety Standards, dated 24 May 2011 (DA PAM 385-64).

• Inhabited Building Distance (IBD) arc of 380 m (1,250 ft) radius per Table 8-7 of

DA PAM 385-64.

4.2.2.2. Vertical Geometry

Longitudinal slopes for the new taxiways must be governed by the existing pavement to remain. Longitudinal slopes of Taxiway G must be governed by the existing pavement to remain on Taxiway E and the tie point on the runway. All longitudinal slopes and profiles must be developed to maximize the existing grade conditions and provide for smooth transitions for taxiing aircraft.

The longitudinal grade of taxiways and shoulders must not exceed 3.0% and taxiway transverse grades must be between 1% and 1.5% per UFC 3-260-01.

The transverse grade of paved and unpaved parking apron shoulders must be between 2% and 4%. Parking apron surface grades must be a maximum of 1% in accordance with Romanian criteria.

Geometric Conflicts The conceptual layout provided in this RFP is the result of mixing Army, UFC and NATO criteria to avoid conflicts with surrounding features with respect to QD/IBD circles and clear distances and to keep the project within the Primary Facilities quantity limits defined in the DD 1391 programming document. The D-B Contractor must anticipate utilizing both NATO and UFC criteria in their design to keep within established physical and programming limits.

The horizontal layout of the conceptual design resulted in approximately 140 square meters (167.4 square yards) of area including a 60-meter (200-feet) long section of the MKAB perimeter fence within the aircraft clear zone. Relocation of this fence may involve land outside the base property limits.

Preliminary design of the future adjacent railhead project shows that this project will require design coordination with the future railhead facility. At the 95% design submittal stage, the future railhead project extended approximately one meter into the parking apron taxilane clear zone. A section of jet blast fence is provided on the conceptual drawings to protect the future railhead facility from jet blast. Refer to Section 4.3 for more information.

Tie-Down and Grounding Requirements The parking apron must accommodate long-term parking for two C-17 aircraft and short-term parking for one C-17 located on the peripheral taxilane. Tie-down/mooring points/eyes are required on the parking apron for three (3) C-17, three (3) CH-47, and the maximum number of UH-60 aircraft as feasible.

Grounding points are required per the requirements of UFC 3-260-01, Appendix B, Section 11 - Static Grounding Tie-down.

On the explosive cargo apron, the D-B Contractor must provide tie-downs/moorings for a single C-17, a single UH-60, and single CH-47 rotary wing aircraft using the apron at different times. Grounding points are required per the requirements of UFC 3-260-01, Appendix B, Section 11 - Static Grounding Tie-down.

Airfield Pavements The design of the airfield pavement must be in accordance with UFC 3-260-01 Airfield and Heliport Planning and Design and UFC 3-260-02 Pavement Design for Airfields using the US Air Force requirements. This project is in a region where frost design is required; therefore, the base courses must utilize non-frost susceptible materials and a subdrain system must be provided. The taxiways and aprons must be surfaced with Portland Cement Concrete (PCC).

The pavement sections developed in the following paragraphs are to be considered minimum requirement sections. The Design Build Contractor’s designer is the designer of record. As such, the D-B Contractor is responsible for the ultimate design and thickness of the pavement layers for this project utilizing PCASE software as required per UFC 3-260-02. This software is available for download at http://www.pcase.com. In no case, unless authorized by USACE, must the constructed airfield pavement section be less than what is specified in this RFP. UFGS Specification Section 01 33 16.00 and Section 7.0 of this RFP provides geotechnical investigation and reporting requirements to be used in pavement design.

The D-B Contractor's geometric layout and pavement design of any new, temporary or altered aircraft circulation and parking area must generally consider the types of vehicles expected to use the areas, the proposed amount of traffic, the design speed and any other types of stress applied to the surfaces.

4.2.5.1. Geotechnical Information

A geotechnical investigation was conducted in July 2018 and the data from that investigation can be found in Appendix E.

4.2.5.2. Subgrade Properties

The geotechnical investigation revealed that the subgrade soils are variable in texture and cross-section profile, with soils primarily consisting of a Clayey Silt (CL) soil. The CBR values varied from 4.99 to 6.64, determined using a modified proctor. A maximum CBR value of 5 must be utilized for flexible pavement sections (shoulders) on existing soil. For rigid pavement design, a maximum k-value of 22.22 kPa/m (124 pci) must be utilized. Based on the geotechnical data, a frost classification of F3/F4 must be utilized in the design, based on PCASE and UFC 3-260-02 Pavement Design for Airfields.

4.2.5.3. Concrete Strength

The design flexural strength of the concrete must be at least 4.48 MPa (650 psi) at 90 days. No reduction in thickness must be allowed for design strengths above

4.48 MPa (650 psi).

4.2.5.4. Design Traffic

The selected design traffic for this apron is US Air Force medium load traffic without the B-52 or F-15E aircraft. The U.S. Air Force traffic pattern was prescribed during the May 2018 Design Charrette because the facility design is based on C-17 aircraft, a U.S. Air Force Strategic Transport Aircraft. Specifically, the traffic must be:

C-17 100,000 passes at 265,352 kg (585,000 pounds)

For the explosive cargo load unload apron and the parking apron, UFC 3-260-02 assigns a Type B Traffic Area designation.

For the access taxiways, UFC 3-260-02 assigns a Type A traffic area designation.

Shoulder design must be based on the PCASE standard parameters.

The number of passes was prescribed by the USACE project programming documents. Over the 20-year design life, this translates into approximately 13 aircraft passes per day.

4.2.5.5. Thickness Design

The thickness design was calculated using the Pavement-Transportation Computer Assisted Structural Engineering (PCASE) software version 2.09.05.

The frost depth calculations for Romania, Constanta station result in a depth of frost of 426 mm (16.77 inches).

Printouts of the PCASE runs are shown in Figure 3-1 and Figure 3-2, below.

The thickness for the explosive cargo load unload and parking aprons for Type A traffic area is 370 mm (14.57 inches) unreinforced PCC, on 113 mm (4.44 inches) drainage layer, on 152 mm (5.99 inches) of aggregate base course layer on compacted subgrade.

Figure 3-1: PCASE Output – PCC Taxiways and Aprons

Figure 3-2: PCASE Output – HMA Shoulders

The PCASE design for the Type A traffic area resulted in a PCC section that is approximately 8 mm (0.31 inch) thicker than the Type B traffic area. Therefore, the thicker taxiway requirement (Type A traffic) must be extended to the entire footprint of the project as the minimum design. See Figure 3-1.

Figure 3-2 shows the PCASE data for the shoulder area. The thickness for the shoulder pavement, as seen in Figure 3-2 and given by PCASE, is 102 mm (4 inches) hot-mix asphalt (HMA), on 152 mm (5.98 inches) of aggregate base course on 102 mm (4.02 inches) drainage layer on geotextile fabric on compacted subgrade.

However, since the site can be subjected to approximately 80 cm (31.5 inches) of frost (per Romanian Standard STAS 6054-77), the shoulder pavement thickness design must be modified as follows to prevent frost heave of the HMA pavement:

The surface must be 102 mm (4 inches) HMA, on 268 mm (10.55 inches) of aggregate base course equal to the thickness of PCC access apron. The thickness of the drainage layer both for the PCC and HMA must be 113 mm (4.45 inches) and the depth of the geotextile layer must match the top of the base course under the PCC apron. The substantial subgrade uniformity under the two paving features will prevent heaving of the shoulder pavement.

Minimum pavement sections for this facility must be as follows:

Pavement Thickness Design

Rigid Pavement – Taxiways and Aprons

Flexible Pavements – Paved Shoulders

370 mm Portland Cement Concrete 102 mm HMA Surface Course

113 mm Drainage Layer 268 mm Aggregate Base Course

152 mm Aggregate Base Course 113 mm Drainage Layer

Geotextile Geotextile

Compacted Subgrade Compacted Subgrade

4.2.5.6. Aggregate Drainage Layer

The D-B Contractor must develop UFGS specifications for drainage layers with rapid draining material and/or an open graded material stabilized with cement or bituminous material. Materials properties must follow UFC 3-260-02 Pavement Design for Airfields and UFC 3-230-06A subsurface drainage.

4.2.5.7. Subdrain Design

A subdrain system must be included as part of the design to collect infiltrated surface water. This infiltrated surface water is likely to enter the pavement from the surface through cracks or joints in the pavement, through pores in the pavement, and through shoulders and adjacent areas.

The system must consist of a minimum of 150 mm (6 inch) diameter Perforated Polyvinyl Chloride (PPVC) pipe, flushing and observation risers (cleanouts) at required spacing, manholes, discharge laterals, filter fabric, and trench backfill.

The subdrain system must be located below frost line to the extent practicable.

The system must be designed to maintain positive flow, and in accordance with UFC 3-230-06A Subsurface Drainage.

4.2.5.8. Unpaved Shoulders

Per Section 5-11.1.2 of UFC 3-260-01, unpaved shoulder areas must be designed based on the maximum number of wheels and the maximum gross weight of the design aircraft on the unpaved shoulder. In no case, must the design be less than computed stress conditions created by a wheel load of 22,667 kg (50,000 lb) at a contact pressure of 1,724 kPa (250 psi).

4.2.5.9. Paved Jet Blast Protection Area

In accordance with Appendix B8-1.3 and Appendix B7-3 of UFC 3-260-01 and ETL 07-3: Jet Engine Thrust Standoff Requirements for Airfield Asphalt Edge Pavements referenced therein, the area along the west edge of the parking apron between the edge of paved shoulder and the jet blast deflection berm must be paved with a minimum 51 mm (2 inches) thick layer of asphalt. This paved jet blast protection area must be designed to match the strength requirements of the unpaved shoulders.

4.2.5.10. Rigid Joint Pavement

All airfield pavement joints must be designed in accordance with UFC 3-260-02 Pavement Design for Airfields.

Pavement Markings Aircraft surface movement and parking aprons must be marked in accordance with UFC 3- 260-04 Airfield and Heliport Marking. Included are centerline stripes, nose wheel guidelines, edge markings, and runway hold position markings. The centerlines of all taxiways, taxilanes on aprons, as well as parking positions and pads will be marked with a single continuous 152-millimeter (6-inch)-wide retro-reflective yellow stripe with glass beads, highlighted by marking a black, non-reflectorized 152-millimeter (6-inch) border. In accordance with Section 7-2 of UFC 3-260-04, thermoplastic markings must not be used.

All markings must be made with waterborne paint. The D-B must include this information in UFGS Specification 32 17 23 Pavement Markings based on this information.

4.3. Jet Blast Deflection

Jet blast deflection must be provided on the west edge of the parking apron to protect the adjacent railhead project. Section 7 and Section 8 of UFC 3-260-01 Appendix B provide jet blast requirements and jet blast deflector criteria. A 10-meter (32.8 feet) wide (minimum) earthen berm is provided aft of C-17 parking areas shown on the conceptual drawings. The D-B must provide appropriate cover treatment to eliminate the effects of jet blast erosion.

At the time this RFP was written, preliminary layout of the future railhead project showed a portion of the railhead loading area extending into the limits of the jet blast deflection berm by approximately one meter. Based on this potential conflict, a section of jet blast fence or similar barrier must be provided to protect the future railhead facility from the effect of jet blast aft of the parking apron while maintaining the aviation clear zone around the peripheral taxiway of the parking apron.

The berm and blast fence are shown on the conceptual drawings in this RFP. Any jet blast fence or similar type of barrier will require drawings and supporting design calculations for all components including but not limited to the fence, connections, and foundation. The D-B Contractor must coordinate with the adjacent projects through the COR, as the constructed location of the future railhead facility may differ from the layout used in this RFP.

4.4. Access Roads

Three access roads, A, B, and C, must be provided for this project. Roads A and B will connect the explosive cargo load/unload apron to the future MK-1 fuel storage facility and existing local access road, respectively. Road C is not part of the Base Bid for this project and is included as Optional Bid Item 5 to be designed and constructed only if project funds are available. Access roads must be designed in accordance with UFC 3-201-01 Civil Engineering, UFC 3-250-01 Pavement Design for Roads and Parking Areas, and UFC 3-260-01 Airfield and Heliport Planning and Design.

All access roads must be conventional flexible pavement designed for a 25-year design life based on anticipated vehicles and loadings described in accordance with UFC 3-250-01 (note this design life differs from that required for airfield pavements). Per UFC 3-260-01 and NFPA-1, all access roads must have a minimum unobstructed width of 6.1 meters (20 feet) to accommodate fire and rescue vehicles. The minimum Design Vehicle is a P-23 Crash Truck (Fire Truck) with a gross weight of 350 kN (77,880 lb), per Figure E-22 of UFC 3-250-01.

Per Table 2-1 of UFC 3-201-01, the minimum longitudinal grade and minimum transverse grade of each access road must be 0.3% and 2.0%, respectively. Per Section 3-5 of UFC 3-250-01, design using PCASE is required for the design of all roads required in the project scope as well as additional aggregate to reduce frost penetration into the subgrade.

The minimum thickness of the access road pavement section is 300 mm (12 inches), including surface course, aggregate base, and aggregate subbase. The minimum thickness of the surface course is 50 mm (2 inches). Provide a minimum thickness of 100 mm (4 inches) of aggregate base course and 150 mm (6 inches) of graded crushed aggregate for access road subbase.

4.5. Stormwater and Drainage

The D-B Contractor must design and construct any required drainage facilities to maintain existing drainage patterns and systems in accordance with Host Nation Government regulations, unless otherwise specified. Stormwater drainage such as overland sheet flow, open channels or piping must be designed in a manner that conveys stormwater away from any existing or planned structure and pavement and does not collect on or seep into the ground adjacent to or beneath any structure.

Capture of storm water from exterior surfaces can be achieved by installation of inlets, gutters, swales or other adequate collecting systems. The D-B Contractor must design and construct infield grading and storm drainage features to prevent surface storage of water as required by the Host Nation to avoid Bird Air Strike Hazard (BASH) issues.

Background and Existing Conditions The existing runway is oriented north-south with existing gutters located at intervals along the edge of the concrete shoulder. Adjacent to the west of the gutters are stormwater manholes and stormwater pipes that convey runoff southward to the runway closed conveyance system’s discharge point, a canal located approximately 700 meters (0.43 miles) from the southern end of the runway that ultimately discharges to a tributary of the Black Sea.

Hydrologic Criteria Hydrologic criteria must follow UFC 3-201-01 or local regulations, whichever is more stringent. Taxiways and aprons must use the minimum required by the local governing authority for airfields and heliports or a minimum 5-year storm frequency per UFC 3-201-01, whichever is more stringent. Intensity-Duration-Frequency data must be based on Romanian standards or sources, such as STAS 9470-1973.

Spread Surface drainage systems must be designed in accordance with UFC 3-201-01. Per Section 3-1.2.1 of UFC 3-201-01, the maximum spread for airfields must not include runways, taxiways and heliport pavements or paved shoulders using a 5-year storm frequency. Per Section 3-1.3.1 of UFC 3-201-01, the maximum spread from airfield pavement must not encroach on the center 50 percent, along the centerline, of runways, taxiways, or apron surfaces using a 10-year storm frequency. Per Section 3-1.3.2 of UFC 3-201-01, the maximum spread for aprons is a depth of 100 mm (4 inches) using a 5-year storm frequency and the maximum ponding depth is 100 mm (4 inches) around apron inlets.

Per Section 3-1.3 of UFC 3-201-01, the maximum spread for roads is ½ driving lane. The access roads must be considered local roads; therefore, a 5-year storm frequency must be used.

Drainage System Stormwater conveyance systems must be designed in accordance with UFC 3-201-01. Per Section 3-1.2.1 of UFC 3-201-01, the taxiways and aprons use the minimum required by the local governing authority for airfields or a minimum 5-year storm frequency. Per Section 3-

1.2 of UFC 3-201-01, drainage systems serving the access roads must use a minimum 10-year storm frequency or the minimum required by the Romanian governing authority, whichever is more stringent.

A conceptual drainage design is shown on plan sheets CG101 through CG104. The D-B Contractor must design and specify all systems to meet or exceed UFC, Host Nation requirements and the most current editions of the International Building Code and International Plumbing Code. New drainage system infrastructure on the facility must be aircraft load rated. The D-B Contractor, as the DOR, must develop their own drainage system design, subject to approval by Romanian regulatory authorities, the civilian air authority and USACE during the design phase. The D-B Contractor must coordinate stormwater design and permitting through the COR.

The conceptual drainage design assumes Polyethylene (PE) Pipe. Reinforced Concrete (RCP), Polypropylene (PP) Pipe, and Polyvinyl Chloride (PVC) Pipe are acceptable alternatives. Watertight joints must be provided. Corrugated metal drainage structures must not be used. Pipe connections to concrete manholes and inlets must be made with flexible, watertight connectors. Specification Section 33 40 00 Storm Drainage Systems must be developed by the D-B Contractor based on this information.

To meet Romanian requirements related to hydrocarbon discharge as well as jet blast protection requirements, the shoulders on the downslope side of the aprons and ditches that receive runoff from the aprons must be asphalt-lined to prevent the seepage of pollutants into the soil. Refer to Section 4.2.3.10 Paved Jet Blast Protection Area of the RFP for additional information.

Runway Clear Zone Requirements Per Romanian Government requirements, an open ponded drainage system in the area between Taxiways E, F, G, and H adjacent to the runway is prohibited.

Oil/Water Separation Stormwater runoff generated by the parking apron and the explosive cargo apron must pass through an oil/water separator device prior to discharge. Oil/water separator devices must be designed or selected in accordance with Romanian Government regulatory requirements and standards, including HG 352/2005 and NTPA 001/2005.

Stormwater Low Impact Development (LID)/Volume Reduction Stormwater volume reduction goals must be compliant with Section 438 of the Energy Independence and Security Act (EISA) as required by UFC 3-210-10 Low Impact Development and/or by Romanian Government requirements, whichever are more stringent. The D-B Contractor must provide documentation of the project’s compliance with EISA Section 438 for all design submittals.

UFC 3-210-10 requires retention of stormwater runoff from the 95th percentile storm using all known, available, and reasonable methods described in Section 3-3 Design Options for LID Features in UFC 3-210-10, including engineered natural treatment, engineered subsurface treatment, and non-potable rainwater harvesting, to the maximum extent technically feasible (METF) unless otherwise directed. The Romanian Government civilian environmental authority has stated that stormwater infiltration is not allowed on the project site due to the presence of aircraft and the risk of aviation fuel spills contaminating the groundwater.

As such, non-LID stormwater management options, including but not limited to sand filters, mechanical devices, and detention pipe systems must also be considered. Stormwater management practices that utilize standing or ponded water are prohibited in the area between Taxiways E, F, G, and H and the runway.

Stormwater Base Bid Stormwater runoff generated by the project is to be conveyed to the future stormwater drainage system serving the MK-1 Railhead, Fuel Storage Facility, and Ready Building.

The future stormwater management pond that receives discharge from this drainage system must be enlarged by the D-B Contractor under the base bid scope of work to accommodate the required runoff volume generated by the proposed facilities, estimated to be a minimum of 8,300 cubic meters (6.9 acre feet).

Optional Bid Item 4 -Alternative Stormwater Management Area If the future pond serving the future MK-1 drainage system is not available to receive proposed stormwater runoff, the D-B must connect all proposed stormwater drainage systems to a proposed stormwater management practice to be located in the northwest corner of the project, within the MKAB property boundaries, that is compliant with BASH requirements. Acceptable practices include but are not limited to a sand filter basin.

4.6. Earthwork

General Requirements A limited subsurface exploration was conducted in May 2018 to support conceptual design.

Physical soil character is indicated in the boring logs and test data in this RFP. The typical soil profile in the project area consists of topsoil, fill consisting of sand and building debris, and clayey silt (loess) soil. The D-B Contractor must dispose of soil excavated from the site in accordance with all HN laws and regulations a minimum distance of 1 km (0.62 mile) from the MOD property limits. The D-B Contractor is hereby notified that no borrow pit exists within the MOD property limits.

Satisfactory materials comprise any materials classified by ASTM D2487 (similar to European Standard EN ISO 14688-1) as GW, GP, GM, GP-GM, GW-GM, GC, GP-GC, GM-GC, SW, SP, and CL. Materials which do not comply with the requirements for satisfactory materials are unsatisfactory. Unsatisfactory materials also include man-made fills; trash; refuse; backfills from previous construction; and material classified as Satisfactory which contains root and other organic matter or frozen material. The D-B Contractor must develop UFGS earthwork specifications based on the Government-provided geotechnical report and their own more detailed geotechnical study described in Section 7.0 of the RFP.

Topsoil Material suitable for topsoil obtained from offsite areas and excavations is defined as:

natural, friable soil representative of productive, well-drained soils in the area, free of subsoil, stumps, rocks larger than 25 mm (1 inch) diameter, brush, weeds, toxic substances, and other material detrimental to plant growth. Topsoil will be separately excavated, stored, and used for surface finish in preparation for seeding, sodding, or other planting, only where topsoil is superior for grass and plant growth as compared with the remainder of the excavated material. The D-B Contractor must keep topsoil separate from other excavated materials, brush, litter, objectionable weeds, roots, stones larger than 50 mm (2 inches) in diameter, and other materials that would interfere with planting and maintenance operations.

Existing Fill Based on the government-provided geotechnical report, the existing fill appears to have been placed without acceptable compaction or quality control and contains debris and possibly other deleterious materials. Where present, the debris appears to have created voids within the fill. Utilities and underground structures are also likely present underneath the fill.

Based on the government-provided geotechnical report, the D-B Contractor must, at a minimum, remove all the existing fill beneath and extending at least 3 meters horizontally beyond the edge of any planned pavement, utility, or other structure. Fill must be removed to expose natural subgrade and confirm removal of rubble, existing foundations, utilities, underground structures, and other deleterious materials.

There are various buildings and structures in the construction area as well as buried and stockpiled concrete and other debris. The debris and demolition materials may be disposed of at an acceptable off-site landfill. Disposing of these materials by burial in areas within the MK site is prohibited. Such material must be stored above-ground on site pending disposal.

The D-B Contractor must consider utilizing segregated recycled concrete, brick, and mortar materials for select fill, pipe bedding, frost-resistant fill, sub-base, or general structural fill and must develop UFGS specifications for these materials with appropriate Quality Control criteria in accordance with UFC 3-260-02 and the limits in the applicable UFGS sections.

Trenching and Excavation for Appurtenances The D-B Contractor must follow the trench excavation requirements of appropriate UFGS specifications.