HomeMy WebLinkAbout5/1/2013 - AGREEMENTS (6)BASIS OF DESIGN Page 0
Palm Springs International Airport (PSP)
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Palm Springs International Airport
3400 E. Tahquitz Canyon Way
Palm Springs, California
March 11, 2013
Parsons Brinckerhoff, Inc.
451 E. Vanderbilt Way, Suite 200
San Bernardino, CA92408
PH (909) 888-1106
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 1
Contents
1.0 Guidance Documents ........................................................................................................4
2.0 Project Requirements ........................................................................................................7
3.0 General Objective ........................................................................................................... 10
4.0 Existing Conditions ........................................................................................................ 12
5.0 Geotechnical................................................................................................................... 17
6.0 Demolition ..................................................................................................................... 19
7.0 New Site Work ............................................................................................................... 21
7.1 Pavement Design ........................................................................................................ 22
7.1.1 AC Apron FAARFIELD Pavement Design Analysis (more than 100,000 lb) ....... 24
7.1.2 AC Apron FAARFIELD Pavement Design Analysis (less than 100,000 lb) ......... 25
7.1.3 AC Pavement Design Analysis-Vehicle (H-20 loading) ....................................... 26
7.1.4 PCC Pavement Design Analysis-Vehicle (H-20 loading) ..................................... 26
7.1.5 PCC Apron FAARFIELD Pavement Design Analysis (more than 100,000 lb) ..... 27
7.1.6 PCC Panels FAARFIELD Pavement Design Analysis (more than 100,000 lb) ..... 28
7.2 FAA Form 5100-1....................................................................................................... 29
7.3 Stabilized Base............................................................................................................ 30
7.4 Apron and Taxiway/Taxilane configuration ................................................................ 30
7.5 Airfield Lighting ......................................................................................................... 31
7.6 Terminal Access ......................................................................................................... 31
7.6.1 Aircraft ................................................................................................................ 31
7.6.2 Striping ............................................................................................................... 32
7.7 Construction Staging and Haul Routes ........................................................................ 33
8.0 Sustainable Design ......................................................................................................... 36
9.0 Grading .......................................................................................................................... 38
10.0 Water and Sewer Supply................................................................................................. 40
11.0 Storm Drain System ....................................................................................................... 42
12.0 Stormwater Management ................................................................................................ 44
13.0 Erosion & Sediment Control ........................................................................................... 46
14.0 Environmental Permits/Restrictions ................................................................................ 48
14.1 Dust Control ............................................................................................................... 48
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 2
14.2 Permit Requirements ................................................................................................... 48
14.3 Solvents, Adhesives and Sealants ................................................................................ 48
15.0 Security/Safety ............................................................................................................... 51
Appendix A – Geotechnical Report ........................................................................................... 53
Appendix B – Hydrology/Hydraulics Report ............................................................................. 54
Appendix C – Safety Risk Analysis ........................................................................................... 55
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 3
1.0 GUIDANCE DOCUMENTS
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 4
1.0 Guidance Documents :
x AC 150/5370-11B - Use of Nondestructive Testing in the Evaluation of Airport
Pavements (9/30/2011)
x AC 150/5340-30F - Design and Installation Details for Airport Visual Aids (9/29/2011)
x AC 150/5345-56B - Specification for L-890 Airport Lighting Control and Monitoring
System (ALCMS) (9/29/2011)
x AC 150/5370-2F - Operational Safety on Airports During Construction (9/29/2011)
x AC 150/5345-39D - Specification for L-853, Runway and Taxiway Retroreflective Markers
(9/26/2011)
x AC 150/5335-5B - Standardized Method of Reporting Airport Pavement Strength – PCN
(8/26/2011)
x AC 150/5345-3G - Specification for L-821, Panels for the Control of Airport Lighting
(9/29/2010)
x AC 150/5345-10G - Specification for Constant Current Regulators and Regulator
Monitors (9/29/2010)
x AC 150/5345-44J - Specification for Runway and Taxiway Signs (9/29/2010)
x AC 150/5340-1K - Standards for Airport Markings (9/3/2010)
x AC 150/5340-18F - Standards for Airport Sign Systems (8/16/2010)
x AC 150/5210-5D - Painting, Marking, and Lighting of Vehicles Used on an Airport
(4/1/2010)
x AC 150/5300-9B - Predesign, Prebid, and Preconstruction Conferences for Airport Grant
Projects (9/30/2009)
x AC 150/5320-6E - Airport Pavement Design and Evaluation (9/30/2009)
x AC 150/5345-46D - Specification for Runway and Taxiway Light Fixtures (5/19/2009)
x AC 150/5220-23 - Frangible Connections (4/27/2009)
x AC 150/5300-15A - Use Of Value Engineering For Engineering And Design Of Airport
Grant Projects (9/30/2008)
x AC 150/5370-6D - Construction Progress and Inspection Report - Airport Improvement
Program (AIP) (9/29/2008)
x AC 150/5360-12E - Airport Signing and Graphics (9/18/2008)
x AC 150/5200-28D - Notices to Airmen (NOTAMS) for Airport Operators (1/28/2008)
x AC 150/5370-12A - Quality Control of Construction for Airport Grant Projects
(9/29/2007)
x AC 150/5370-16 - Rapid Construction of Rigid (Portland Cement Concrete) Airfield
Pavements (9/28/2007)
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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x AC 150/5380-6B - Guidelines and Procedures for Maintenance of Airport Pavements
(9/28/2007)
x AC 150/5200-33B - Hazardous Wildlife Attractants On or Near Airports (8/28/2007)
x AC 150/5345-49C - Specification L-854, Radio Control Equipment (6/27/2007)
x AC 150/5345-42F - Specification for Airport Light Bases, Transformer Housings, Junction
Boxes, and Accessories (10/17/2006)
x AC 150/5320-5C - Surface Drainage Design (9/29/2006)
x AC 150/5345-43F - Specification for Obstruction Lighting Equipment (9/12/2006)
x AC 150/5380-7A - Airport Pavement Management Program (9/1/2006)
x AC 150/5230-4A-Aircraft Fuel Storage, Handling, and Dispensing on Airports
(6/18/2004)
x AC 150/5345-7E - Specification for L-824 Underground Electrical Cable for Airport
Lighting Circuits (8/2/2001)
x AC 150/5370-14A - Hot Mix Asphalt Paving Handbook (7/24/2001)
x AC 150/5300-13A - Airport Design (9/28/2012)
x FAARFIELD– FAA Rigid and Flexible Iterative Elastic Layered Design, v. 1.305
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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2.0 PROJECT REQUIREMENTS
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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2.0 Project Requirements
This project is to provide 100% plans, specifications and estimates for the full-depth replacement
of the terminal apron and grind/overlay of Taxiway ‘G” at Palm Springs International Airport
(PSP) in accordance with FAA regulations, local regulations, and the Airport Pavement
Maintenance and Management Plan. Design must be completed and the project must be awarded
so that construction can take place during the slow season in summer 2013. The construction
must be phased so that each terminal, ticketing luggage and pick-up luggage are useable at all
times. Construction must be complete by September 30, 2013 to allow for full use of the
terminals, baggage and apron parking spaces during the peak season.
The project will include full depth asphalt apron pavement replacement, concrete apron infill,
and existing concrete apron panel replacement where some panels have failed. Additionally, the
project will provide lighting, signage and pavement markingimprovements. This project will
require coordination with the FAA, Airport Ops, and Airlines to ensure safety and functionality
of the apron during the project.
The Airport Diagram is shown in Figure1.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 8
Figure 1 - Airport Diagram
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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3.0 GENERAL OBJECTIVE
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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3.0 General Objective
This Basis of Design (BOD) will provide the complete project design concept for the PSP
Terminal Apron and Taxiway ‘G’ Rehabilitation Design Project A.I.P. No. 3-06-0181-049-2012.
It will provide a narrative presentation of facts about the project scope that will demonstrate that
sound engineering decisions were made in the development of the construction documents and
specifications.
The Geotechnical Investigation will be summarized for the project as it relates to the apron and
taxiway design. It will include a description of the geotechnical investigation program and
recommendations for site preparation, grading and pavement design. The Final Geotechnical
and Final Hydrology/Hydraulics Report will be provided in the Appendices.
Since there are no structures in this package, a structural narrative is not included.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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4.0 EXISTING CONDITIONS
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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4.0 Existing Conditions
Palm Springs International Airport(PSP) is located in the northeast portion of the City of Palm
Springs in Riverside County, California within the Coachella Valley. The Palm Springs Airport
Terminal Apron Rehabilitation and Taxiway ‘G’ Rehabilitation Project is located on the
southwest side of the airfield. The project site is at an approximate average elevation of
415feet.There is typical city development (residential and commercial) in the surrounding areas.
Palm Springs International Airport experiences spikes in aircraft traffic during the winter season
and subsides considerably during the summer months.
The existing asphalt apron and taxilanes around the main terminal and terminal expansion area
are in poor condition. The pavement has been identified in the Pavement Maintenance and
Management Plan (PMMP) as having a PCI (Pavement Condition Index) rating from “Very
Poor” to “Poor” (See Section 4.1) for most of the AC apron and the PMMP suggests removal and
replacement of the AC section. Based on a site walk by Parsons Brinckerhoff and structural
section cores by RMA Geotechnical, the PCI and recommendation for removal are appropriate.
Most of the PCC apron at both concourses is in “Fair” to “Very Good” condition, but failing
joint sealant was noticed on many panels. Some PCC panels on the Bono Concourse apron at the
PCC/AC edge are cracked, creating a potential FOD issue, and will be replaced as part of this
project. Asphalt shoulders around the apron will be left in place because they are in good
condition. This will protect the lighting and signage circuits. The shoulders on Taxiway ‘G’,
where they exist, are in poor condition and are propagating their failure into the structural
pavement and require reconstruction. The structural section of Taxiway ‘G’ is in fair condition
so a full removal and replacement is not warranted.
The surrounding landscape is relatively flat desert, falling southeast at approximately 1%. Low
growing vegetation exists off pavement on the airfield side along with imported gravel to control
drift sand.
The only significant concentration of utilities in the project footprint is on the air side of the
terminal at baggage make-up. This area has water, sewer, gas, storm drain, communications and
underground power, with many at-grade utility vaults. In this area, special attention will be
required to match existing grade or to provide for the reconstruction or adjustment of any
effected structure. The rest of the apron and Taxiway ‘G’ only have a few crossings of airfield
lighting circuits and a sewer line leading southeast from the Bono concourse. No grade changes
are expected in these areas so only due care is required during construction.
The project limits are shown in Figure 2. The Pavement Condition Index Map is shown in
Figure 3. Existing condition photos are shown in Figure 4.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 13
Figure 2 - Project Limits
LEGEND
Work Area
Bono
Concourse
Regional
Concourse
Baggage Pickup
Baggage Makeup
N
BASIS OF DESIGN Page 14
Figure 3 - Pavement Condition Index Map
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Baggage make-up area Apron south of Regional Terminal
Typical crack in PCC replacement panel AC apron and sign
AC apron cracks propagating into PCC Taxiway ‘G’ shoulder pavement failure
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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5.0 GEOTECHNICAL
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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5.0 Geotechnical
The Project Geotechnical Investigation was performed by RMA on November 26-28, 2012.The
full report is included as Appendix A. RMA performed 14 borings, 10 on the apron and 4 on
Taxiway ‘G’, to verify existing conditions. The geotechnical investigation revealed the
underlying soils are extremely uniform with poorly graded sand or silty sand (USCS SM or SP-
SM) to a depth of 10feet. The existing asphalt pavements in the apron vary from 9”-10” AC on
3”-7” of aggregate base. The Taxiway ‘G’ pavements are 9”-10” AC on native soils. No
groundwater was encountered during the bores.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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6.0 DEMOLITION
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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6.0 Demolition
No structures will be demolished as a part of the Terminal Apron Rehabilitation Project. The
existing apron and associated taxilanes consist of asphalt concrete with asphalt concrete
shoulders. The entire structural asphalt section, including base will be removed. The asphalt
shoulders will be protected in place, with a grind and overlay performed for surface treatment if
the contractor uses the shoulders as a haul route. Some concrete panels at the edge of the
existing Bono Concourse apron have developed working cracks and will be removed and
replaced with reinforced panels. The existing PCC joint sealant on both the Bono and Regional
aprons also require removal and replacement. During pavement demolition and regrading in the
baggage make-up area, a storm drain inlet and an electrical vault will be raised to the proposed
grades. To maintain functionality, the structures will be left in place with only the lid or grate
raised to grade. All other utility vaults in the active project area will not require a grade
adjustment so there is no need to reconstruct them. All utility piping and electrical duct banks
shall be protected in place. The existing elevated LED taxiway edge lights will be protected in
place. Flush mount taxiway edge lights on the south side of the apron will be removed and
replaced with new flush mount LED taxiway edge lights. Two of the existing elevated taxiway
direction signs are not in compliance with current standards and need to be replaced. They are
the ĸA1 sign on the south side of the apron by the regional concourse and the ĸ WĹ W1BWĺ
sign. The ĸA1 sign will be salvaged and relocated.
Taxiway ‘G’ consists of asphalt concrete with asphalt shoulders, no shoulders, or adjacent
asphalt apron. The structural section will be ground 3” to remove the weathered pavement
surface course. A flowline crosses the taxiway at about mid-length. A full depth removal will
be required to correct the existing grade break and create a PCC flowline with a smoother
transition. The failing shoulder on the north side of the west end will be removed to full depth.
Where Taxiway ‘G’ ties in to existing adjoining apron, a 3” grind and overlay will be made to
control grades.
Non-standard taxiway centerlines that lead into the reconstructed areas at Taxiway ‘G’ and along
Taxiway ‘W’ to the terminal apron will be obliterated and repainted to conform to current
standards.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.0 NEW SITE WORK
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.0 New Site Work
Two airfield asphalt pavement sections and one airfield concrete pavement section will
be designed according to the Federal Aviation Administration Rigid and Flexible
Iterative Elastic Layered Design (FAARFIELD) software. One non-aircraft asphalt
concrete pavement section and one non-airfield concrete pavement section will be
designed per Chapter 630 of the California Highway Design Manual (Caltrans, 2012) for
use in the baggage handling areas.
The thickest asphalt section will be designed for heavy aircraft traffic that weighs over
100,000 pounds and will be utilized on all taxilanes and apron areas that feed the Bono
concourse. This area will require a stabilized base and P-401 asphalt mix according to
AC 150/5320-6E. The asphalt pavements that exclusively serve aircraft lighter than
100,000 pounds require a thinner section than the commercial aircraft area. These areas
will not require a stabilized base, but will require a P-401 asphalt mix. Asphalt pavements
that will not see aircraft traffic will be designed for H-20 loading and will utilize P-403
asphalt mix on aggregate base. A concrete infill between the two concourse aprons will
be provided because the excessive turning and tugging movements in this area tend to
tear up asphalt pavement. Section 7.1 shows the FAARFIELD design.
Airfield marking will be in accordance with AC 150/5340-1K. Striping will be required
where any new pavements are being placed and/or striping gets obliterated during
construction. At a minimum, taxiway edge, centerline, and apron lead-in stripes will be
provided. Surface painted gate designation signs and gate alignment lines will be
replaced where removed for construction and repainted on the remaining apron. Three
aircraft parking areas on the Bono concourse apron that are utilized as gate positions will
be striped as well. The perimeter road will be striped on the south side of the Regional
Concourse apron from near the entrance gate to the single lane perimeter road.No further
PCC apron marking, like nosewheel parking locations, engine proximity, or roadway
striping will be done in this project.New lead-in striping of the approaches to the gates
will not be required.
Taxiway edge lighting will be replaced where it is infeasible to protect them in place or
where edge lights are non-LED. This occurs in two locations. Primarily, on the south
side of the apron where incandescent flush mounted taxiway edge lights will be removed,
the project will construct a revised taxiway edge alignment and flush mount taxiway edge
lights along the projection of Taxiway ‘A1’. Second, on the north side of the apron,
incandescent flush mount lights will be replaced, but the existing cans, conduit and cable
will be reutilized. Taxiway ‘G’ will not add edge lights along the length or adjust the
lights at the Taxiway ‘W’ intersection.
The taxiway ĸ A1 sign on the south side of the apron will be relocated to align with the
left side of the taxilane as per the preferred location in AC 150/5340-18F. Two new
signs will be installed at the Taxiway ‘B” entrance to the Terminal Apron. Taxiway ‘G’
will install a new elevated taxiway identifier sign visible when exiting the runway.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 22
The Storm drain design is discussed in Section 11.
7.1 Pavement Design
Flexible and Rigid Pavement design is per FAARFIELD v.1.305. Based on the one standard
deviation requirement for office/field CBR values and per the geotechnical investigation, the
existing soils in the apron area provide a CBR of 27 when properly compacted. With this strong
subgrade, the section does not require a sub-base below stabilized base. However, due to the
potential for rutting during construction, a 4” layer of subbase to assist with constructability will
be added to the section and asses during construction. The project will recycle the existing
asphalt pavements for use as base and/or stabilized base. Commonly called RAP (Recycled
Asphalt Pavement), effective recycling can reduce material costs without compromising quality.
A 50% RAP design will be utilized for stabilized subgrade and H20 traffic areas in this project,
effectively saving roughly 20% of material costs for the overall project. All surface courses of
airfield pavement will not contain any RAP as they will be a Marshall Mix design (P-401). Due
to the extreme heat in the summer time, the surface course pavements will utilize PG 76-22
asphalt binder. This means additional polymers will be added to the asphalt mix so that the
pavement can better handle the temperature changes.
The FAA required pavement design life is 20-years and aircraft traffic rates were taken from the
“Number of Landings – Fiscal Year 2011/2012” document and the fleet mix provided by the PSP
staff. A 10% annual growth factor was applied to the design.
Fleet Mix Information provided by PSP Staff:
BONO
Gate 4 – American Airlines with MD 80’s
Gate 5 – Allegiant Airlines with MD80’s
Gate 6 & 8 - West Jet with 737–700’s thru -800’s & (Sun Country 737 -700’s)
Gate 10 & 11 – Alaska Airlines with 737-400’s thru 737-900’s
Gate 7 - Primarily Virgin Airlines and/or American Airlines with A320s
Gate 9 – United Airlines with 737s to 757–200’s
Frontier A319
Delta A320
REGIONAL
Gate 12 & 14 – Horizon Airlines with Bombardier Dash 8s
Gate 15 - US Air with A320s
Gate 16 & 17 – Mesa Airlines with CRJ 200’s thru Bombardier Dash 8s
Gate 18, 19, 20 & 21 - SkyWest EMB 120’s to CRJ 200’s thru CRJ 700’s
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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Figure 4 - Number of Landings - Fiscal Year 2011/2012
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.1.1 AC Apron FAARFIELD Pavement Design Analysis (more than 100,000 lb)
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 25
7.1.2 AC Apron FAARFIELD Pavement Design Analysis (less than 100,000 lb)
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.1.3 AC Pavement Design Analysis-Vehicle (H-20 loading)
Per California Highway Design Manual
Traffic index of 6.0
3.5” of AC over
4.0” of Crushed Miscellaneous Base
7.1.4 PCC Pavement Design Analysis-Vehicle (H-20 loading)
Per California Highway Design Manual
Traffic index of 6.0
8” of PCC over
4.0” of Crushed Miscellaneous Base
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
BASIS OF DESIGN Page 27
7.1.5 PCC Apron FAARFIELD Pavement Design Analysis (more than 100,000 lb)
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.1.6 PCC Panels FAARFIELD Pavement Design Analysis (more than 100,000 lb)
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.2 FAA Form 5100-1
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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7.3 Stabilized Base
Asphalt stabilized base will be utilized in the asphalt section of the apron designed for planes
greater than 100,000 pounds.. The mix design will utilize 50% RAP blended with new materials
so that gradation and stability comply with the P-403 specification.
Asphalt stabilized base will also be utilized in the PCC section of the apron. The mix design will
utilize 50% RAP blended with new materials so that gradation and stability comply with the P-
403 specification
7.4 Apron and Taxiway/Taxilane configuration
Palm Springs International Airport has an Airport Design Group of C-III. Per Advisory Circular
design standards, this means that all taxiways are only required to be 50 feet in width. However,
Taxiways ‘W’ and ‘A1’ are 75 feet wide, per Group IV standards. Terminal apron taxilanes are
striped at a 37.5foot half-width, like the taxiways. This is appropriate as PSP occasionally sees
Group IV aircraft at the airport. Therefore, width and object free areas will be held consistent
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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with group IV standards and taxiway/lane separation will be per Taxiway Design Group 5, the
smallest 75’ wide taxiway requirement. The Taxilane area to gates 18, 19, and 20 on the south
side of the regional concourse will be designed per Taxiway Design Group 3/4 but will show a
37.5foot half width to keep a consistent edge with the projection of Taxiway ‘A1’. This taxilane
will be realigned to be parallel to the existing wall to leave clearance for the perimeter road.
The overnight/diverted parking area (blue stripe) by the regional concourse will be set off the
taxilane by 93feet, the ADG III Taxiway Centerline to Fixed/Moveable object requirement. This
is sufficient to pass an A320-200 with 37feet of wingtip clearance while 34feet is required for a
taxiway and 23 feet is required for a taxilane. This slight oversizing provides an added buffer if
the parked aircraft extends its nose past the blue line.
Taxiway ‘G’ will be striped according to ADG III and Taxiway Design Group 3/4 standards and
maintain its existing 50’ width.
7.5 Airfield Lighting
New taxiway edge lights and conduit/conductor will be installed for this project along the south
side of the apron along the realigned taxilane by the regional concourse. Semi-flush edge lights
will be Light-Emitting-Diode (LED) to match the existing LED elevated taxiway edge lights.
Replacement lights will be located 10 feet from apron/taxilane edge to mimic the existing
condition in conformance with AC 150/5340-30G. On the north side of the apron, the flush
mount fixtures and transformers will be replaced with LEDs but protect in place the existing cans
and conduit.
7.6 Terminal Access
7.6.1 Aircraft
Currently the aircraft fleet mix includes the B-737, A-319/320 and MD-80 at the Bono
Concourse. The regional terminal will seethe Q-400 and BBJs. Gate are numbered 1-11
for the Bono Terminal and 12,14-20, 20Afor the regional concourse. Figure 5 shows
relative aircraft size information.
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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Figure 5 - Aircraft Dimensions
7.6.2 Striping
Striping for the apron and Taxiway ‘G’ will be conventional paint and not thermoplastic.
Thermoplastic will only be utilized in the non-runway movement areas under a separate
PSP Terminal Apron Rehabilitation Project Palm Springs Airport (PSP)
Palm Springs, California
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project.Taxilane centerlines on the apron and leading to Taxiway ‘W’ will be striped
according to TDG 5 (ADG IV) standards. All centerlines will be 6” wide yellow with 6”
black outline. Double yellow edge stripes will be painted where pavement removal and
replacement requires restriping. The movement/non-movement area stripes on the apron
and Taxiway ‘G’ that lead to Taxiway ‘W’ are currently non-standard at 85-feet. This
does not meet the 186 foot (93 foot half width) Object Free Area requirement for ADG
III. It especially falls short of the 259 foot (129.5 foot half width) OFA for ADG IV.
The Taxiway ‘W’ OFA as shown on the ALP is a non-standard 158 foot half width (316
foot full width) which falls 4 feet short of ADG V and 57 feet over ADG IV minimum
requirements. Given the inconsistencies, the movement/non-movement line on the apron
will be set at the ADG IV half width of 129.5 feet. Enhanced taxiway shoulder markings
will be left in place but provided with an additional coat of paint. The movement/non-
movement line at Taxiway ‘G’ will be set at the ADG III half-width of 93 feet because of
poor viewing angle to the hold line at the 129.5 foot offset.
Terminal gates do not have taxilane centerline lead-in lines and this project will not add
them. Each gate has surface painted gate identifier signs. This project will repaint the
gate identifiers and centerline locations.
7.7 Construction Staging and Haul Routes
Gate 9, a manual gate on the south side of the apron that opens to Kirk Douglas Way, will
be utilized for all construction access to the apron area. Across from Gate 9, the
Contractor will provide temporary fencing around the overflow parking lot to be used as
a staging area. The Contractor will be required to return the parking lot pavement to a
good condition when the project is complete.
A manual gate located between the box hangars and the T-hangars off El Cielo Road will
be used for constructionaccess to the Taxiway G work area.
The Contractor will be required to provide security at these gates whenever theyare in use
or open.
The work will require the closure of active sections of the apron and taxilane areas to
aircraft, including the temporary closure of gate positions at the concourses. This will
require phased work areas to complete the project. Contractor haul routes within the
Aircraft Operations Area (AOA) will be defined for each phase. Similarly, normal
operational traffic (ground service vehicles like baggage carts and fuel trucks, ARFF and
security accessibility, Airport maintenance or operation staff, etc.) will also have defined
access or detour routes around or through closed work areas. The closed work areas will
be delineated with the use of battery powered lighted low profile barricades. The normal
access/vehicle routes (A/VR) will also be delineated with battery powered lighted low
profile barricades.
In some cases, temporary detours to taxilanes will be required for accessibility to open
areas of theapron around closed work areas. These temporary taxilanes will meet safety
area clearances depending on their location. For taxilanes leading back to the Signature
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FBO, the safety area will be compliant with an ADG-II and will use minimum 90 foot
radii. For taxilanes around work areas along the south side of Bono or around the RJ
concourses, the safety area will be compliant with an ADG-III and will use minimum
100-ft radii.
Taxiway G is a single in-out taxiway and once it is closed for construction, no aircraft
traffic will be able to access this portion of the AOA. For this reason, and because the
tenants in this area have year round active operations, this work area will be phased. The
first phase will correct the more significant grade adjustments that are needed on the
north side. In this phase, the centerline can be relocated temporarily to the south to allow
for the work area to be outside of the TSA. In preparation of this work, a 25-ft wide
section of asphalt will be placed on the south side of the taxiway to connect the two
separate sections of “shoulder” pavement outside of the full strength aircraft pavement to
allow for the continued access to the fuel farm and to allow for the temporary relocation
of the centerline. Phase 2 will be a grind and overlay and will be phased such that the
contractor will have access to this work area for a 4-day closure only.
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Palm Springs, California
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8.0 SUSTAINABLE DESIGN
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Palm Springs, California
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8.0 Sustainable Design
The project will require the removed asphalt paving to be utilized in Recycled Asphalt
Pavement. The RAP will be utilized in crushed miscellaneous base and stabilized base courses.
The airport has already installed an appropriately sized oil-water separator and storm drain
collection system to collect and treat any run-off from the apron areas. The oil-water separator
has an approximate oil capacity of 850 gallons and an approximate sediment capacity of 95 cubic
feet. The entire apron and oil-water separator is tributary to a 90,000 square foot retention basin
with approximately 244,000 cubic feet of dead storage. Typically, a basin that impounds water
without a drawdown pipe is not allowed on airport property because of the risk of becoming a
bird attractant and subsequent bird strikes. However, given the high infiltration rate of the soils
in the area, the basin is capable of drawing down in the required 24 hour time limit.
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Palm Springs, California
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9.0 GRADING
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Palm Springs, California
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9.0 Grading
The proposed grades will closely reflect the existing condition because of perimeter conditions,
but every effort will be made to keep the apron at 0.5% to 1.5% slope in any direction.
The largest grade changes on the project occur behind the ticketing/baggage make-up area. The
east side of baggage make-up area will require moderate fills up to two feet to reduce existing
grades that exceed 8% in the baggage cart areas. Final grades will be closer to 3%. One
electrical vault, one communication vault, one storm drain inlet and several valve cans will be
raised to meet design grades. No utility lowering will occur because pavements are not being
lowered. Finished surface at the building face will be maintained because built-in roof drains
outlet to grade along the entire face. Baggage cart turning radii were be analyzed and operations
personnel were consulted so that the revised grading leaves a usable space for baggage handling.
The existing PCC apron complies with NFPA 415 grading requirements, so no revisions to
trench drains are required.
The west end of Taxiway ‘G’ will address sheet flows from the north by constructing a PCC
swale at the taxiway shoulder. The swale will flow east to a low point and surface flow across
the taxiway. The flowline will be reconstructed in PCC.
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Palm Springs, California
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10.0 WATER AND SEWER SUPPLY
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Palm Springs, California
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10.0 Water and Sewer Supply
Domestic water and sewer are not a requirement of this project. Several water valve cans in the
baggage make-up areawill be adjusted to grade by up to two feet. Additionally, several water
valve cans will be reconstructed at close to existing grade in the baggage pick-up area. An
existing sewer line runs east and south from the Bono Concourse through the apron. It is made
of high strength VCP and will be protected in place. One sewer manhole in the reconstructed
apron area is in good condition and will also be protected in place.
Construction water will be drawn from the existing hydrant at baggage pick-up. The hydrant
supply line is 6”. The contractor will be required to supply a meter and pay any connection fees
and any consumption fees.
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Palm Springs, California
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11.0 STORM DRAIN SYSTEM
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Palm Springs, California
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11.0 Storm Drain System
The Hydrology Report in its entirety is appended to this report.
The existing storm drain infrastructure is adequate to convey the flows from the proposed apron.
The Palms Springs International Airport drainage basin is tributary to a regional retention facility
located in the southeast corner of the property. When flows exceed the storage capacity of the
retention basin, a 48” master planned storm drain conveys runoff to the Whitewater River which
is tributary to the Salton Sea. Given that this project does not propose to increase impervious
surface coverage, downstream drainage facilities will not be negatively impacted. No drainage
improvements are required for this project, but the existing, immediate system was analyzed per
Riverside County Hydrology and Hydraulics Manual. The rational method was used to quantify
peak rates of flow. For taxiways and runway pavements, the 10-year storm event was used for
hydrology analysis and encroachment on pavements did not occur. Pad elevations for all
buildings will remain free from inundation during the 100 year storm event. Riverside County
Hydrology Manual will be used to determine rainfall intensities. Ponding will be limited around
apron inlets such that the depth does not exceed 4 inches. The runoff coefficient that represents
the percent of precipitation that contributes to runoff will be set to 0.9 for impervious surfaces
and was selected from the Riverside County Hydrology Manual, Chapter “Coefficient of Runoff
Curves” on plate D-3. Existing sheet flow lengths and drainage patterns will be maintained in the
proposed condition. Offsite flows that approach the project site from the north are currently
intercepted by a grated inlet along the northern project boundary. This inlet will not be altered in
the proposed condition in order to maintain existing drainage patterns. An existing oil-water-grit
separator stormwater treatment device will treat these flows before bypassing to the storm drain.
The climate does not require aircraft deicing activities and therefore no accommodations are
required for this rehabilitation project.
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Palm Springs, California
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12.0 STORMWATER MANAGEMENT
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Palm Springs, California
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12.0 Stormwater Management
Post Construction Stormwater discharges from the site will be in compliance with the National
Pollutant Discharge Elimination System (NPDES) Municipal Separate Storm Sewer System
Permit (MS4 Permit) for the County of Riverside Order No. R7-2008-0001 and the Airport’s
Industrial Permit #7 33I001282. A Water Quality Management Plan (WQMP) will be developed
to identify impairments of receiving waters and potential pollutants that may be generated by the
site. The WQMP will also outline the source control and treatment control BMP’s to be
incorporated into the project and identify the maintenance mechanisms and sources for funding.
This is duplicating some verbiage of the Industrial Permit Storm Water Pollution Prevention
Plan, but it is a requirement of any redevelopment.
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Palm Springs, California
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13.0 EROSION & SEDIMENT CONTROL
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Palm Springs, California
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13.0 Erosion & Sediment Control
Given the potential for storm water contamination to occur during construction, a Storm Water
Pollution Prevention Plan (SWPPP) will be developed in accordance with the State Water
Resources Control Board National Pollutant Discharge Elimination System (NPDES) General
Permit for Storm Water Discharges Order No. 2009-0009-DWQ, NPDES NO. CAS000002 to
address potential construction activities that could impact storm water quality and the Best
Management Practices (BMPs) that will be used onsite. The total amount of demolished
pavement will be 34.4 acres, which will expose the underlying natural soils. The existing soil
type throughout the project area consists of Myoma fine sand. This soil has a very low
susceptibility to erosion with a K factor value of 0.02 according to the NRCS Websoil Survey. A
preliminary Risk Level Assessment indicated the project will be a Risk Level 1. An effective
combination of erosion control BMPs and sediment control BMPs will be implemented during
construction to minimize the potential for sediment laden storm water to be discharged from the
site. The pollution prevention plan and SWPPP will be provided as part of the bid documents.
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Palm Springs, California
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14.0 ENVIRONMENTAL PERMITS
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Palm Springs, California
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14.0 Environmental Permits/Restrictions
As shown in Figure 6, environmental clearance has been approved by the FAA in a letter dated
April 22, 2009. The FAA determined the project is Categorically Excluded as it relates to the
National Environmental Policy Act of 1969.
At that time, the project was not vetted through CEQA processes but CEQA review is required.
Therefore, PB prepared a CEQA Categorical Exemption for the apron pavements. Investigations
performed for the in-process master plan covered the required hazardous material and cultural
resources analyses. No significant findings were in the project area.
This project will not require any special permits beyond a California NPDES General
Construction Permit with the preparation of a SWPPP.
No 401 and 404 permits are known to be required for this project.
14.1 Dust Control
The project will ensure that mitigation measures are taken during construction and site
preparation to control fugitive dust discharge as not to cause injury, detriment, nuisance
or annoyance to the public through the implementation of a SWPPP as described in
Section 13.
14.2 Permit Requirements
The Contractor will be required to acquire a PM10 permit with the Air Quality
Management District (AQMD). Additionally, any equipment or operation requiring an
operating permit from the Riverside County Air Pollution Control District or from any
regulatory body will be obtained by the owner/operator of that equipment/operation.
Examples of such equipment and operations are, but not limited to, any non-mobile
equipment utilizing an internal combustion engine greater than 50 bhp (diesel fueled
electrical generators, lighting units, air compressors, etc.), rock crushing operation, and
concrete/asphalt batching operation. The use of off-road diesel vehicles during
construction, such as but not limited to, loaders, crawler tractors, skid steers, backhoes,
and forklifts with engines rated at 25 bhp or greater shall comply with California Air
Resources Board (CARB) regulations (CCR 13 Section 2449).The contractor will also
need to file a Red Imported Fire Ant Clearance document from Riverside County.
14.3 Solvents, Adhesives and Sealants
Solvents, adhesives and sealants must comply with Air Pollution Control District
(APCD) rules 66 (solvents), and 67.21 (adhesives, sealants).
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Palm Springs, California
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Figure 6 - Categorical Exclusion
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Palm Springs, California
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15.0 SECURITY/SAFETY
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Palm Springs, California
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15.0 Security/Safety
An abbreviated Safety Risk Analysis was performed for this project. The meeting minutes and
results are attached in Appendix C.
The apron rehabilitation project is in the Secure Identification Area (SIDA) portion of the apron.
This means all personnel who are required to be on the apron long-term must undergo special
training by the Airport and acquire a SIDA badge or adhere to a modified plan under strict
oversight by authorized personnel. Additional training may be required for all or part of the
employees accessing the secure area. Further additional training is required for driving/escort
privileges. If personnel are only visiting the site temporarily, a SIDA badged employee may be
able to escort them. Contractors will also need to acquire a SIDA badge once the project is
awarded. The contractor’s yard will be outside of the airport perimeter fence, so the construction
yard must be secured at night and the construction entrance to the airfield must be manned
during operations when the gate is unlocked.
A portion of the work will impact the north SIDA line. The north SIDA line is located north of
the north side of the Bono concourse. The access vehicle monitored gate check point is located at
the eastern end of the rental car parking area, within the AOA, and is channelized with concrete
k-rail barriers and fencing for inbound traffic to check-in with operations staff for processing to
enter the SIDA. The outbound line is monitored with an electronic eye from the inbound check-
point to an elevated eye mounted on frangible stem located in the south shoulder area of the
Taxiway ‘W2’. During the phase in which the apron through this area is rehabilitated, theSIDA
electronic eye will need to be deactivated. During this phase, the contractor will be required to
provide an approved security person to man the area 24 hours a day and perform check-in
processing.
During the outbound baggage area rehabilitation, TSA expressed the need to maintain the
integrity and security of screened, processed baggage waitingto be loaded onto baggage carts.
After the baggage has been screened, it normally waits to be loaded onto baggage carts in the
SIDA. However, during rehabilitation, unbadged contractor personnel will be in close proximity
to these screened bags. It will not be feasible to badge all contractor personnel in this work area
as many will be dump or delivery vehicles. All personnel will be under escort, but given the
density of the area and the number of activities, the TSA felt it would be unrealistic for the escort
to maintain visual contact on all employees to the point that no risk of tampering of screened
baggage could be ensured. For this reason, temporary fencing and manual locked swing gates
will be placed around baggage belts that lead from thesecure TSA interior areas to the locations
where the baggage will be loaded onto carts. This temporary fencing will separate the contractor
personnel from the baggage effectively.
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APPENDICES
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Appendix A – Geotechnical Report
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Appendix B – Hydrology/Hydraulics Report
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Appendix C – Safety Risk Analysis