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HomeMy WebLinkAbout5/1/2013 - AGREEMENTS (8)PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 1 Palm Springs International Airport Terminal Apron and Taxiway Golf Rehabilitation Safety Risk Assessment Report SAFETY RISK MANAGEMENT DOCUMENT (SRMD) Introduction This project is for the reconstruction and/or rehabilitation of the terminal apron around the Bono Concourse and RJ Concourse at Palm Springs International Airport (the “Airport”), Palm Springs, California. Additionally, this project includes the reconstruction and rehabilitation of Taxiway Golf at the Airport. In September of 2012, the Airport contracted with Parsons Brinckerhoff (PB) to provide designs and construction bid documents for the reconstruction and rehabilitation of the apron areas and taxiway. As part of the design for the scope of work, PB conducted two stakeholder review meetings with a focus on formulating and reviewing the planned construction safety management and phasing concepts as well as to conduct a risk assessment in the spirit of the FAA Order 5200.11. Refer to the Engineers’ Report on Design or the Basis of Design and the Construction Safety Phasing Plan (CSPP) Narrative for a description of the Airport’s existing apron and taxiway system impacted by this proposed construction project. SRA Process The process used for the Safety Risk Assessment (SRA) closely follows the process describes in the FAA Order 5200.11. The SRA was conducted by a panel that included Airport management and an airport project manager, multiple airline tenants, airline ground handlers, Air Traffic Control Tower management, Transportation Security Administration (TSA) representative, and PB. PB served in the role as facilitator as well as the subject matter expert with regard to management of construction traffic in safe manner on an active operating airfield. All members of the panel are integral to the operational safety and share the responsibility of such. Early in the design process the Airport and PB inquired with the FAA to determine if a formal SRA was required by the FAA for this project. It was not. However, the Airport and PB agreed that incorporating elements of a 5200.11 SRA would be greatly beneficial to the project. A true assessment of risk and correlating mitigation of identified risks would ultimately result in a smoother running construction project with reduced likelihood and severities of incidents. For this reason, the SRA was conducted in conjunction with and as part of the Construction Safety Phasing Plan (CSPP) reviews with the stakeholders. At the 30% level of design and again at the 60% level of design, PB submitted plan drawings and a basis of design report to the Airport for a milestone deliverable and progress update. At each of these milestones, PB also conducted a stakeholder review meeting to discuss phasing restrictions, standard operating protocols, safety and security requirements, and risk. PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 2 The recommended format used for the SRA per the Order was as follows: describe the system, identify the hazards, analyze the risk, assess the risk, and mitigate for or treat the risk. For the assessment portion of the process the panel/stakeholder members present assisted in defining categories related to severity and likelihood that were specific to their conditions, their operational tolerances and their priorities. See Appendix SRMD-I. Findings The panel, by course of reviewing the project scope and proposed work elements, and discussing in depth the planned phasing of construction in order to complete the work within the time limits defined and around active operations, identified several hazards. The panel addressed worse-case but credible scenarios for each hazard based upon their historical knowledge and current practices. These and there possible effects are: 1. Hazard #1 – SOP with communication to Tower is only upon entry/exit of movement area x Describe the System: Normally, the airline’s ground handlers coordinate activity within the non-movement area and communicate to the tower only when taxi is desired into or out of the movement area. x Identify the Hazard/Risk: Aircraft to aircraft standoff along a taxiway with only a single in/out route due to an adjacent area being closed for construction. The identified risk is that, for example, an airline may perform a pushback from a gate position in preparation of departure but may not contact the tower until their taxi is underway. Low Profile Barricades & Closed Work Area Push back Arriving PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 3 x Analyze/Assess the Risk: A stand-off could result in costly delays and addition ground crew activities to extract one aircraft from the stand-off to allow the other passage. x Treat the Risk: Due to closures of access points from the non-movement area onto Taxiway W at various taxiway connector points (W-3 and W-2, A1 and B), it will be necessary for the airline ground handlers to modify their SOP during construction to include communicating with the tower prior to pushback. This will reduce the impact of an aircraft entering the opened non-movement area while another area is closed and under construction and having a standoff (two aircraft facing each other without room to maneuver safely around each other). This will also reduce the impact of aircraft pushing back and closing off a taxi route to an opened gate position beyond the gate where the pushback has occurred (again, resulting in costly delays). 2. Hazard #2 – Contractor personnel tampering with screened baggage x Describe the System: The airline outbound baggage is brought from curbside or from the check-in counters inside the terminal to the interior screening rooms. Here it is screened by TSA agents. Once cleared it is moved onto steel gravity roller tables which transport the baggages from the interior screening rooms to the exterior area where baggage carts are stacked to accept the screened baggage. Often the loaded baggage carts will remain in the stacked positions at the ramp area for several hours while the passengers check in prior to their flight. x Identify the Hazard/Risk: The concern is that unbadged contractor personnel will be in close proximity to the screened baggage during the work in the outbound baggage ramp area and it will be challenging to monitor the baggage to the point to ensure that they are not tampered with. x Analyze/Assess the Risk: Worse possible case scenario discussed was that an explosive device could be implanted in a screened baggage resulting in a catastrophic security breech. Potentially screened baggage could be tampered with, vandalized, an article stolen, or some other unlawful activity could occur resulting in public relations damage and/or property damage/losses. x Treat the Risk: It was discussed that all contractor personnel in this area would be required to be badged but that requirement was found to not be a feasible requirement contractually for this project. Another mitigation discussed and ultimately decided upon was to erect a temporary chain link fence around the steel gravity rollers with a locking double swing gate to cordon off the screened baggage from the construction workers. Additionally, the standard procedure of loading the baggage on the carts and leaving them stacked on the ramp until all baggage was loaded for a flight before driving the cart to the aircraft will be modified to include one of two actions: 1) load all the baggage at once, leaving it on the roller belts and locked until ready; or 2) load baggage onto one cart and drive the cart to a secure area (say a fenced area adjacent to the man- gate turnstile at the south end of the outbound baggage ramp area). Finally, during weekly progress review meetings security in this area will be discussed as well as the civil penalties per individuals that could result in tampering with screened baggage. Airline ground handlers will also be asked to maintain a heighted vigilance during the construction work. 3. Hazard #3 – Outbound baggage area pavement grades x Describe the System: The outbound baggage area is located on the back-side of the southernmost leg of the terminal building. Elevations of this area are relatively flat at the northern most corner of the exterior but fall sharply at the southernmost end of the PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 4 ramp area. An approximate 6-ft vertical drop occurs over roughly 250-ft horizontal feet in this area with the majority of the drop occurring in the last 75-ft at the end of the building. x Identify the Hazard/Risk: The hazardous condition at this location is primarily the steep incline to the grade, although many performance hazards exist for lifting heavy loads, maneuvering carts, and operating in a cramped space present. x Analyze/Assess the Risk: Personnel injuries are common in this area due to the incline resulting in slips or injury due to an unsecured, rolling baggage cart. Other injuries common to this area and this type of work include lifting back injuries, rolling of unsecured baggage carts creating pinch hazards or knock-over fall hazards. The worst possible injury potential although extremely unlikely was determined to be a crushing hazard from a rolling cart. x Treat the Risk: It was discussed that while minimizing the grade at the southern end by raising this area and transitioning the newly raised pavement elevation further to the south into the RJ ramp space would reduce the severity and likelihood of many of the cart-rolling-away problems, the injuries due to heavy lifting could also be mitigated with this project by installation of new steel gravity roller belts placed at correct “lifting” heights such that workers will not need to bend over to lift baggage off the roller table. The use of a retaining wall at the southernmost end was considered briefly to alleviate some of the grade issue but after discussion in the 30% stakeholder meeting it was found that most of the ground handlers felt that a retaining wall would present more hazards with respect to tripping and falling hazards as well as reducing the maneuverability room in the already cramped space resulting in a greater potential for cart collisions. Interior of Outbound Baggage Screening Area of Steepest Grade PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 5 4. Hazard #4 – Normal Operational Traffic Coexisting with Temporary Construction Traffic x Describe the System: Normal operational traffic is defined as the normal baggage carts, fuel trucks, and tug traffic that regularly service aircraft as well as the Airport maintenance, management, operations and security traffic. Contractor traffic will consist of haul trucks, delivery trucks, sweeper/broom trucks, water application trucks, supervisory vehicles, graders, rollers, and other large, encumbering equipment. Additionally, the construction management staff from the Airport staff, PB and PB’s sub- consultants will have multiple vehicles on the AOA. x Identify the Hazard/Risk: The hazardous condition present will be the irregular interaction of all of these users and traffic with each other as well as with aircraft. x Analyze/Assess the Risk: While severe injuries and/or property damage may be unlikely due to standard construction safety practices, the potential for delays in serviceability to aircraft is greatly increased during the construction period. Normal construction safety practices include slowing down traffic; diverting normal traffic patterns outside of active work zones; and, often reducing the accessibility of normal operational areas purely to limit the direct interaction of contractor and normal traffic. The stakeholders felt that the biggest risk was these delays and their related costs to public relations (delaying aircraft departures to wait for a bag or wait for clearance to push back) and the direct costs associated with staff taking longer to perform their normal functions or to take detours resulting in longer travel times. Normal Airport Traffic around the Work Area PALM SPRINGS INTERNATIONAL AIRPORT SAFETY RISK MANAGEMENT DOCUMENT TERMINAL APRON & TWY G REHABILITATION SRMD February 15, 2013 Page | 6 x Treat the Risk: It was discussed that the CSPP would be prescriptive of all vehicular routes for normal traffic as well as for contractor haul traffic. Additionally, barricade placement will also be prescriptive. Barricades will be of the standard low profile variety which will include red battery powered flashers and spaced such that they will form a contiguous line to delineate temporary travel lanes from construction work areas. Finally, weekly meetings will be held with the contractor in which safety and maintenance of barricades and traffic lanes will be discussed foremost. All stakeholders will be invited to participate in these meetings but will also be communicated with via distribution of weekly meeting minutes in order to be kept up with contractor progress and planned changes to the maintenance of traffic. Conclusions Through stakeholder participation several mitigations were considered for multiple hazards and associated risks identified. Essentially identified risks were lowered and brought into a more tolerable category with all mitigations ultimately chose to be implemented. The stakeholder group selected the best and most appropriate mitigation appropriate for the risk, while vetting some through the assessment process and realizing that some didn’t reduce the risk as much as others. Those assessments performed are included in the attached appendices to this document, including: Appendices to the SRMD: SRMD – I Severity/Likelihood defined for PSP SRMD – II SRA Matrix and Hazard Assessment Worksheet for PSP Considerations Insignificant (0 - 1)Minor (1.1 - 2)Major (2.1 - 3)Hazardous (3.1 - 4)Catastrophic (4.1 - 5) People No First aid, No lost work time minor injuries/Illness, first aid required, lost work time > 16 hours injury/illness to 1 to 14 persons but no death, lost work time < 1 week Injury/Illness to 15-30 people, death < MCI, loss work time 1 week to 1 month Injury/Illness in >30 people, death > than MCI, loss work time > 1 month Continuity of Ops No impact to operations to less than 2 hours 2 to 4 hours limited, partial operation impact, equipment outlage < 1 day loss of total operations for < 1 hour, partial loss for <20 days, equipment outage for 2 to 29 days 1 - 2.5 hours total lost operations, partial loss of operations 30-59 days, equipment outage for 30+ days loss of total operations >3 hours, partial loss of operations > 60 days, total loss of equipment Environment no environmental impact contained with no to limited impact Non-contained but manageable or mitigatable within 30 days Non-contained, mitigation taking 30 to 89 days non-contained, long term impact >90 days Budget/Fiduciary none to minimal budget impact minimal budget impact moderate budget impact serious budget impact grave budget impact Public Perception no local media attention local media attention for less than 1 week regional media attention for less than 1 week national media attention global media attention Inprobable (0-1)Extremely Remote (1.1 - 2)Remote (2.1 - 3)Probable (3.1 - 4)Frequent (4.1 - 5) Possibly once in 10 to 100 year or almost impossible Possibly once in every 5 to 10 years, conceivable but highly unlikely Possibly once a year or multiple times in every 5 years, unlikely but possible Likely to occur multiple times in a year, regularly expected to occur Likely to occur once a day or multiple times a week Severity Defined Likelihood Defined Palm Springs International Airport Safety Risk Assessment Terminal Apron and Twy G Rehabilitation Project Hazard Assessment Worksheet insignificant minor major hazardous catastrophic Frequent Probable Remote Extremely Remote Improbable Likelihood Severity High - Intolerable Risk Medium - Tolerable Risk Low - Preferred Risk 1 2 3 4 5 1 2 3 4 5 Palm Springs International Airport Safety Risk Assessment SRMD - II Terminal Apron and Twy G Rehabilitation Project Hazard Assessment Worksheet Hazard # Hazard Description Risk (Cause)Severity Likelihood Initial Risk Mitigation Severity Likelihood Residual Risk 1 SOP for pushbacks and ATC contact Delays to operations, increased congestion at single in/out taxi lines 2.5 - Major (moderate budget impacts) 3.0 - Probable (likely to occur multiple times during construction) High to Medium Refine SOP 2.5 - Major (no change to budget impacts if occurs) 1.5 - Unlikely (still potential that old habits die hard or miscomm. will occur) Low (preferred) 2 Contractor tampering with screened baggage stoppage of all outbound flights if breach in security confirmed, rescreen all baggage on all flights 4.0 - Hazardous (will likely see national media attention, serious budget impacts) 2.0 Remote (not likely to occur but possible) High to Medium Use of temp. fencing, heighted vigilance 4.0 - Hazardous (no change to PR or budget impacts if occurrence) 1.0 - Improbable (remove the temptation with fencing, forewarn of consequences) low to medium 3 Outbound baggage area steep pavement slopes injury from rolling cart 3.5 - Major (likely lost work time of a week) 2.0 - Remote (occurrence once in every 5+ years) High to Medium Use of retaining wall to minimize grade changes 3.0 - Major (likely to result in cart crashes due to decrease in driving space) 2.0 - Remote (still likely to happen only once every 5+ years) still high to medium flatten grades and transition further south, no ret. wall use 1.5 - Minor (grade improv. means no runaway carts, but still driving space kept) 1.0 - Ext. Remote (rolling cart injuries and drive- ability improved or maintained) Low (preferred) 4 Normal Op Traffic co-existing with Construction Traffic/Activities Delays due to detours, conflicts with aircraft movements or aircraft serving 3.5 - Major (moderate budget impacts and PR attention) 3.5 - Probable (delays likely to occur multiple times without mitigation) High prescriptive airport traffic routes defined, weekly focus on safety and contractor barricade maintenance 3.5 - Major (no change to severity if occurs) 1.5 - Remote (likely to occur <2 times during construction with mitigation efforts) medium (tolerable) PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE TOC - i Terminal Apron and Taxiway G Rehabilitation Palm Springs International Airport Construction Safety and Phasing Plan (CSPP) Narrative Table of Contents 1) Overview 2) Coordination a) Contractor progress meetings b) Scope and schedule change management c) FAA ATO coordination 3) Phasing a) Phase elements b) Construction safety drawings 4) Areas of Operations Affected by Construction Activity a) Identification of affected areas b) Mitigation of effects 5) Navigation Aid Protection 6) Wildlife Management a) Trash b) Standing water c) Maintained fencing and gates d) Disruption of existing wildlife habitat 7) Foreign Object Debris Management 8) Hazardous Material Management 9) Notification of Construction Activities a) Maintenance of a list of responsible representatives or points of contact b) Notice to Airmen (NOTAM) c) Emergency notification procedures d) Coordination with ARFF personnel e) Notification to the FAA 10) Inspection Requirements a) Daily inspections b) Final inspections 11) Underground Utilities 12) Penalties 13) Special Conditions 14) Runway and Taxiway Visual Aids a) General b) Marking c) Lighting and visual aids d) Signs 15) Marking and Signs for access routes 16) Hazard Marking, Lighting and Signing a) Purpose b) equipment 17) Protection of Runway and Taxiway Safety Areas PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE TOC - ii a) Runway Safety Area b) Runway Object Free Area c) Taxiway Safety Area d) Taxiway Object Free Area e) Obstacle Free Zones f) Runway approach/departure surfaces 18) Other Limitation on Construction Appendices to the CSPP: C1 Construction Safety Drawings C2 Safety and Phasing Plan Checklist C3 Construction Project Daily Safety Inspection Checklist C4 Contact List C5 CSPP & SRA Meeting Minutes (December 17, 2012 and January 31, 2013) PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 3 CSPP Narrative 1. Overview This project is for the reconstruction and/or rehabilitation of the terminal apron around the Bono Concourse and RJ Concourse at Palm Springs International Airport (the “Airport”), Palm Springs, California. Additionally, this project includes the reconstruction and rehabilitation of Taxiway Golf at the Airport. In September of 2012, the Airport contracted with Parsons Brinckerhoff (PB) to provide designs and construction bid documents for the reconstruction and rehabilitation of the apron areas and taxiway. PB will act as the construction administrator, representing the Airport, during construction. The project scope is to address the expiration of pavement life and to correct surface deteriorations at the Airport. The bituminous asphaltic pavements around the terminal aprons and at Taxiway Golf are cracking due to their age and are no longer maintainable to within a reasonable maintenance effort. Additionally, the concrete pavement at the terminal apron, especially those panels closest to the asphalt apron area, are exhibiting mid panel cracks and other signs of distress. Finally, this project will also repave the asphalt areas in the baggage inbound and outbound areas. The outbound baggage area will also be modified via grade adjustments to lessen the severity of some of the up to the building in order to improve cart tug maneuverability and ultimately safety. Minor grade changes throughout the baggage outbound area will incorporate drainage improvements as well. Like most airports around the country, the construction season at the Airport must be constrained to accommodate seasonal peaks in normal air traffic. For this reason, construction of this project will be confined to the lighter traffic months of the hot desert summer prevalent to the area, namely the months of May through September with construction work being wrapped up in October or possibly as late as November. The purpose of this Construction Safety and Phasing Plan (CSPP) is to develop a plan for the safe construction of the project. The CSPP consists of this narrative and the companion construction safety phasing plans. This CSPP has been developed as a guide to the contractor for the execution of the project’s scope regarding safely operating around the Airport and within the active Air Operations Area (AOA) of the Airport. The Contractor is required to provide a statement of how he will comply with the CSPP through details elaborated in a Safety Plan Compliance Document (SPCD). In this SPCD that the contractor prepares, he will detail pertaining to his means and methods and how they comply with the CSPP, for review and approval by the airport operator (the Airport) prior to issuance of notice to proceed. The SPCD is a subset of the CSPP and will be updated, and approved, if alterations to the contractor’s means and methods require such. Due to the large square footage of pavement area to be reconstructed in this short time frame, several large areas of work will be under construction concurrently and will require several (terminal/concourse) gate closures at a time. As there is a considerable amount of paving to perform, the short amount of time available for the contractor to perform the work will likely result in long day operations (potentially 7am until 10pm each day – 2 shifts). Some night work (after 10pm until 7am the next day) is also anticipated but will be minimized for noise reasons to the most practical extent possible. It is anticipated that concrete work will be performed in the overnight hours due to concrete materials temperature restrictions during placement, and that asphalt work will be conducted during the day hours (when it is hotter and the heat is more conducive to proper compaction of the asphaltic pavement mixture). PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 4 CSPP Narrative The existing asphalt pavement structures generally consists of three separate service areas: 1) larger aircraft (greater than 100,000 pound take-off weights) with an asphalt depth of 10 inches over 6 inches of aggregate base; 2) smaller aircraft (less than 100,000 pound take-off weights) with an asphalt depth of 4-9 inches over 6-8 inches of aggregate base; 3) non-aircraft pavements with an asphalt depth of 5 inches over 6 inches of aggregate base. The Portland Cement Concrete (PCC) pavement along the Bono and RJ apron areas is 10 inches of PCC over an unknown measured depth of aggregate base (only the PCC will be removed and replaced thus no measure was taken of aggregate base at the PCC removal/replacement limits for this project). Provisions for the growing aircraft fleet mix into the current traffic distribution are to be incorporated in the pavement design analysis for a twenty year design life. The proposed sections for the above noted three service areas: 1) Large aircraft areas >> 2) Small aircraft areas >> 3) Non-aircraft areas >> The complexity of each section (the number of lifts of asphalt, for instance) impacts its corresponding construction duration. Phasing complexity is directly related to the duration of construction due to the limited time available for the contractor’s performance. 2. Coordination Due to the complexity of the phasing and the known durations of gate closures and taxiway closures, PB conducted two CSPP review meetings with project stakeholders. One was held in conjunction with the 30% level of design plan submission to the Airport and the other was held in conjunction with the 60% level of design plan submission. Attendees for these two meetings consisted of airline tenants, ground service handlers, the tower, the TSA, the Airport (management) and PB. These stakeholder review meetings were used to identify hazards, associated risks, and find acceptable mitigation measures that are to be incorporated in the final CSPP and construction plan set used for construction. Future coordination with project stakeholders will consist of a pre-bid meeting with the potential bidders to describe phasing restrictions, safety requirements and project details. Also, prior to the actual start of construction, a pre-construction meeting will be held with the awarded contractor. This meeting will focus further on construction and operational safety requirements at the Airport prior to actual construction beginning and the contractor’s SPCD. Once construction is underway and during regularly held weekly construction progress update meetings, safety related items and those pertinent elements of the CSPP will be reviewed. Coordination will be conducted on a weekly basis with project stakeholders in conjunction with these weekly progress update meetings. Scope and schedule change management. During the execution of the construction change orders which will impact the scope and/or schedule may be made. If this occurs, the CSPP and SPCD will be reviewed to ensure that the changes do not negatively impact the contractor’s ability to perform the scope in a safe manner. Again, coordination with the project stakeholders will occur as necessary with scope and schedule related changes warrant. PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 5 CSPP Narrative 3. Phasing For the reconstruction and rehabilitation effort to occur safely, closures of sections of the apron taxiways and of aircraft parking gates at the terminals will be required. Taxiway and gate closures will have multiple impacts to normal operations. The focus of the phasing concepts developed under the design for this project has been to first address phasing related to movement areas, followed by phasing for non-movement areas, and lastly followed by areas outside of the AOA (such as baggage handling areas). For movement related areas, Taxiway W (Whisky) is most directly impacted. Taxiway W is an Aircraft Design Group IV taxiway, is adjacent to the project’s eastern boundary and is within the movement area controlled by the tower. The demarcation line of movement to non-movement area is Taxiway W’s Object Free Area (OFA) (129.5-ft off the centerline). The project limit line is approximately 85.5-ft off the Taxiway’s centerline so within the OFA. The Taxiway’s Safe Area (TSA) is 85.5-ft off the centerline. Work limits are not within the TSA but immediately adjacent to it. First consideration is for how normal traffic/standard operational procedures (SOP) are handled at the airport. Normally, the airline’s ground handlers coordinate activity within the non-movement area and communicate to the tower only when taxi is desired into or out of the movement area. For example, an airline may perform a pushback from a gate position in preparation of departure but may not contact the tower until their taxi is underway. Due to closures of access points from the non-movement area onto Taxiway W at various taxiway connector points (W-3 and W-2, A1 and B), it will be necessary for the airline ground handlers to modify their SOP during construction to include communicating with the tower prior to pushback. This will reduce the impact of an aircraft entering the opened non-movement area while another area is closed and under construction and having a standoff (two aircraft facing each other without room to maneuver safely around each other). This will also reduce the impact of aircraft pushing back and closing off a taxi route to an opened gate position beyond the gate where the pushback has occurred (again, resulting in costly delays). Likewise, some construction activity will have to occur within Taxiway W’s OFA. The contractor will be instructed to place low-profile barricades 5-ft or less off the work limit line and will be instructed to extract his personnel, machinery, equipment and vehicles from the OFA to allow the safe passage of aircraft. Flights schedules during the summer months are greatly reduced so this condition will not occur so frequently to result in an undue burden on the contractor, significantly impacting his ability to perform. Work within the non-movement requires gate and apron taxiway closures. At no time will taxiway connectors W-3 and W-2 be closed at the same time since one of these will always need to remain open for access to the north side of the project area and Signature’s FBO building. At no time will taxiway connectors B and A1 be closed at the same time since one of these will always need to remain open for access to the south side of the project area (RJ concourse and Gates 4, 6, 8, and 10 at Bono). Additionally, the airline tenants who use the Bono and RJ gates also requested that certain gates not be closed together at the same time. This request has been worked out to the most practical extent possible. A detail to provide temporary and portable interior partitions within the Bono concourse is included in the plans to allow for passengers to board on an aircraft parked at an open gate but be processed at an airline’s current podium in the building. For boarding at the RJ, the passengers will still be processed at the airline’s current podium and exit the building using the airline’s current door but will be walked to the aircraft if it is parked at a location other than its normal parking location. PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 6 CSPP Narrative Work for Taxiway G (Golf) similarly requires phasing in order to provide access to the west end of the taxiway (where Signature accesses the fuel farm multiple times a day) and access to the tenants along the taxiway (most notably Desert Springs and the T-hangars to the south side of the Taxiway). Taxiway G is an ADG II taxiway with OFA width of 131-ft and TSA width of 79-ft (both centered on centerline). It is in a non-movement area. Clearance to enter Taxiway W (movement area must go through the tower). Closures of the taxiway to aircraft is tolerable on short duration (no more than 3 or 4 days at a time) and on one or two occasions. Signature must have access to the fuel farm at all times. Taxiway G is primarily a grind and overlay project. It is estimated that the taxiway can be ground and overlaid in 3 or 4 consecutive days. However, the project area also has three unique details that will require special phasing consideration. First, the northern side of the taxiway, from midway to the western end, will require a complete removal and replacement of the pavements. This activity will correct cross slope and result in slightly longer work durations to complete the work (as compared to the time needed to complete a grind and overlay). Prior to this activity, however, the contractor will widen by some 25-ft a small stretch of the asphalt area) to the south side of the taxiway (between the Desert Spring ramp area to the fuel farm asphalt pavement) for two purposes: 1) to provide permanent access for vehicular traffic from Taxiway W back to the fuel farm, off of the Taxiway G structural pavement; and 2) to provide a temporary pavement to allow the relocation of Taxiway G’s centerline around the north side work. This pavement will constructed to match the section of Taxiway G on the north side as it may occasionally see stray aircraft activity. Construction of the small widening will be within the TSA and will require taxiway closure. This will be done over a 4 day stretch however Signature will still have access to the fuel farm along the closed taxiway pavement. Construction of the north side will not require closure to aircraft as once the widening on the south side occurs the centerline of the taxiway will be relocated so that the TSA of the temporarily relocated taxiway is outside of the north side work limits. Again, the contractor’s personnel, equipment, machinery and vehicles will be extracted from the OFA of the temporarily relocated taxiway for the passage of aircraft. The final portion of the taxiway requiring special construction consideration is for the small section of PCC pavement required for a low point along the centerline to channel storm water runoff over the taxiway from the north side to the south side. This PCC channelization will be constructed such that its profile and warping along the taxiway will be compliant with the current Airport Design requirements of FAA AC 150/5300-13A. This PCC section will be placed using high-early strength concrete which will cure to allowable normal traffic strengths within 24 to 48 hours of placement/cure. The grind and overlay for the remaining sections of the taxiway will require complete closure of it to aircraft and will be restricted to a 4-day closure. The PCC section will be constructed during this time. The work has been broken into phase areas to accommodate these above noted restrictions. These phases have been logically sequenced to allow for the contractor to work “his way out of the project area” so to avoid hauling activities over freshly finished phase areas (minimizing haul traffic damage to newly placed pavements). See CSPP drawing set for phasing sequencing, phase area limits, and haul route details. PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 7 CSPP Narrative 4. Areas and Operations Affected by Construction Activity Site access from south: Through Gate 9 off Kirk Douglass Way, the contractor will access the main project area. The contractor’s storage/staging area is located immediately across from Gate 9 on Kirk Douglass Way. The contractor will be required to maintain at all times active use of the gate is occurring a motorized sweeper to clean mud, dirt, rocks, debris from the public roadway as well as from the AOA area. Site access to Taxiway G area: The contractor will access this project area via the existing AOA gate at the corner of El Cielo Road and Aviation Road. The contractor will not be allowed to queue his haul traffic on the public roadway side at either of these gates, creating a blockage to public traffic along Kirk Douglass Way or blockage at the ARFF (fire station) drive way or blockage of the Cam Bombero drive which leads to the tower’s parking area. Security Identification Area (SIDA): An electronic intrusion detection system (IDS) spans across the northern apron area. The IDS runs from a checkpoint area that is delineated with concrete jersey barriers and fencing adjacent to the east end of the rental car parking lot to an elevated “eye” mounted on a frangible stem in the southern shoulder of Taxiway W-2. This SIDA line monitors secure traffic leaving the SIDA area (which is that area surrounding the Bono and RJ aprons) and entering the SIDA area. The checkpoint is the entry point to the SIDA where an AV feed is linked with the Operations Center allowing Airport personnel to process incoming traffic into the SIDA. The electronic eye spanning from this check point across the ramp monitors outgoing traffic from the SIDA to the non-sterile apron area to the north. During Phase 1 of the construction, the IDS will be temporarily shutdown. An approved, bonded guard, provided by the contractor under an allowance item to the contract, will man a check point along a designated traffic route for north/south airport traffic and through the phased work area during the duration of the closure. For Phase 2 when contractor traffic must navigate through the IDS line, all incoming traffic will be routed through the checkpoint as will other normal operations. Security around Baggage Handling activities: Baggage from the outbound checkpoint areas are screened and considered secured. To ensure their security remains intact, the contractor will provide temporary fencing around the gravity roller belts from the interior areas where TSA personnel process and screen baggage to the end of the belt where ground service employees offload the baggage from the belt onto the cart. The cart will be loaded and moved to a secure location away from contractor personnel working in the baggage outbound area (phase 6) to further ensure the security of the processed and screened baggage remains intact. Because portions of the outbound baggage ramp area will require sections of the gravity roller belts to be moved to allow for pavement reconstruction, temporary gravity roller belts will be provided to move screened baggage to the area where carts can offload them. Interiors where the TSA personnel work and the CTX (explosion detection system) equipment are housed is limited in space. The contractor will provide an approved, bonded laborer, under an allowance item to the contract, to assist with moving screened baggage from the existing TSA/CTX end points to the temporary gravity roller locations. PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 8 CSPP Narrative Taxiway Safety Areas (TSA): Work within the TSA requires the complete closure of the taxiway. All such closures will be coordinated with the Tower, the Airport staff, and other parties defined in this document at a minimum 48 hours in advance. Barricades and their maintenance: Barricades shall be low profile, weighted as necessary to prevent being dislodged by wind gusts, jet blast or propeller wash. Barricades shall be fitted with flashing red lights. Batteries to power the lights will be operational at all times. The contractor will be responsible for maintenance of the barricades with lights at all times. The CSPP plans contain proposed barricade locations for each phase. The contractor will be required to relocate barricades for each phase or sub- phase. Contractor vehicles will be required to be marked, a whirling yellow beacon light atop of the vehicle, driving training and in radio contact with the tower or in escort line. All personnel must wear proper reflective vests at all times while outside their vehicle and within the AOA. Hard hats are required around any work in which overhead equipment or equipment in greater height that the person is operating. Safety flag on equipment: All construction equipment that is not outfitted with a whirling yellow beacon light atop of the vehicle will display a checkered construction safety flag in a predominant location at the top of the vehicle. Equipment height restrictions: Equipment will be restricted to no more than 15-ft in height off the ground anywhere on the project site. The only exception is that a crane with a maximum height of 25-ft off the ground will be allowed to unload equipment and/or materials at the staging and storage location. 5. Navigation Aid (NAVAID) protection Elevated taxiway edge lights within the shoulders will be protected from contractor hauling and construction activities by use of barricades. Some edge lights will be temporarily removed to allow haul traffic on the existing shoulder around closed phased areas. These edge lights will be removed (stem and light fixture) and covered with a bolted-down steel plate. Edge lights on the south side of the RJ ramp will be removed, relocated and replaced with new fixtures. Guidance signs on the airfield will be protected during activities. For closed sections of the airfield, edge lights and guidance signs will either be turned off or will be covered to avoid confusion to pilots regarding the closed areas. Edge light covers may include short sections of PVC piping slipped over the light, thus blocking light from view. Sign covers will include burlap covers secured over the sign or will include disconnecting the power supply to the sign. 6. Wildlife Management Trash: The contractor will observe strict adherence to site cleanliness. Daily end of day as well as periodic throughout the day visual inspections will be performed by the contractor and PB/Airport to ensure site trash is picked up to prevent from being blown around the airfield. Trash is considered a PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 9 CSPP Narrative hazard in that it may become windblown and become Foreign Object Debris (FOD); or it may attract unwanted wildlife which may present serious hazards to aircraft in the AOA. Standing Water: The contractor will be required to use temporary pumps, as needed, although not anticipated, to provide drainage to any excavation areas in order to protect exposed base or subgrade materials from over-saturation and weakening. The contractor will be required to spray work areas frequently throughout the project to keep down dust and windblown irritants from the work site onto the airfield, out of the AOA, or off airport-property. Water sprayed for dust control may accumulate and must be managed. The contractor may employ the use of temporary ditches in excavation areas to allow positive drainage and minimize standing water. Standing water is considered a hazard in that it may attract unwanted wildlife which may present serious hazards to aircraft in the AOA. Maintenance of Fencing and Gates: The contractor will be required to maintain in good working order any gate he uses for site access. Additionally, the contractor will be required to strictly follow Airport security protocols for keeping the airfield secure at all times as well as for entering/exiting the AOA. Disruption of Existing Wildlife Habitat: Because the project area is an active area of the AOA, no known habitat disruption should occur and no known issues are anticipated. 7. Foreign Object Debris (FOD) Management The contractor shall keep the construction site clear and free of debris that can be blown around and into active aircraft operations areas. Debris, waste and loose material capable of causing damage to aircraft landing gear, propellers, engines or to property or personnel by way of jet blast or propeller wash of the debris shall not be allowed at any time in the active movement areas. If these materials are observed to be on active areas or in jeopardy of being blown or otherwise transported into active areas, the contractor shall remove them immediately, by power brooming or whatever means necessary, as directed by the Airport Engineer. The contractor shall utilize sweepers and water trucks on an as-needed basis and as directed to control dust and foreign object debris. FOD management will be considered a subsidiary obligation of the work and will not be paid for separately. 8. Hazardous Materials (HAZMAT) Management Asphalt pavements removed from the site, whether via milling/grinding operations or removal of sections of broken asphalt pavements via hoe or shovel, will be transported to the contractor staging and storage area for processing or will be transported to an off-site, legal dump. Asphalt pavements processed at the staging/storage area for reuse in Recycled Asphalt pavements (RAP) as per the specifications of the contract documents will include grinding/crushing to an appropriate size. Excess millings/grinding not able to be used in RAP per the specifications shall be transported to an off-site, legal dump. Contractor wash-out areas for concrete activities will be located at the stage/storage area and the area will be secured so that the wash-out water will not runoff into a downstream storm water open channel or enclosed sewer system. The contractor will be responsible for protecting adjacent property owners from discharges off airport property due to his activities. 9. Notification of Construction Activities PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 10 CSPP Narrative The list of representatives and their contact information (24 hour contact information as required) from the Airport, the Engineer (PB), the tower, the contractor and all other associated parties will be maintained and kept current at all times. This list will initially be distributed at the pre-construction meeting prior to the Notice-to-Proceed for construction and will be updated weekly, as necessary, at the weekly progress status meetings (or more frequent if required). Responsible parties of the Airport: The Airport staff will issue NOTAMs as appropriate to alert pilots of construction activity and closures. PB (acting during construction as the Airport’s Representative): The Engineer, responsible in charge during construction, is an employee of Parsons Brinckerhoff serving as the Airport’s Representative. The Engineer will conduct all weekly construction progress status meetings and manage the construction observation staff that will perform the required acceptance testing per the contract documents. The Engineer, his/her staff, and his/her responsibility and authority are defined in the contract documents. Emergency Procedures: The Airport maintains an Air Rescue Fire Fighting (ARFF) emergency response team and with their equipment and personnel primarily being located north of the SIDA line across from the tower. The ARFF personnel must have access to the entire open work area at all times. The ARFF will be coordinated with via weekly progress meetings throughout the duration of the project. Other notification to FAA and/or the tower: The contractor will be required to coordinate with the tower (Air Traffic Control or ATC) at all times and maintain radio contact with the tower at all times. 10. Inspection Requirements The contract documents contain specifications that will dictate the quality control activities the contractor will be obligated to perform as well as the quality assurance activities the Engineer will conduct on which he will make his basis of payment for work performed. These will be enumerated in a Construction Observation Program (COP) document that will be provided to the contractor at the time of the pre-construction meeting. The COP will tabulate the quality assurance activities the Engineer will take during construction for ease of reference for the contractor and all involved parties. 11. Underground Utilities Known locations of existing utilities are identified on the contract drawings, providing the contractor information to work around these in order to protect them from being disturbed. 12. Penalties Liquidated damages of $5,000 per day may be assigned for the contractor’s non-adherence to the performance schedule for opening of taxiway pavements or apron areas as prescribed in the contract documents. Standard AIP/Federally funded general conditions will be utilized in the contract document that will address penalties for non-compliance with safety and security requirements as detailed in the contract documents. 13. Special Considerations PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 11 CSPP Narrative Emergency situations: Should a life threatening injury occur on site, whether it be to the contractor’s workforce or Engineer’s inspection crew or others, the Airport Operations center shall be immediately notified. The contractor shall follow all instructions by the Airport’s Operations Center and his/her designees (tower, ARFF, etc.). Similarly, should an aircraft incident/emergency arise, the contractor shall follow al instructions by the Airport Operations Center and his/her designees (tower, ARFF, etc.). In the event an aircraft incident or emergency requires the temporary shut-down of work and the extraction of the contractor’s forces and his equipment, as directed, from the project area, the contractor shall keep account of the personnel (by name and by labor category), of the equipment, and the time said shut down occurred and when activity is allowed to resume. This accounting will be provided to the Engineer for consideration in compensation of lost time. Compensation for lost time shall occur in strict adherence with the contract documents and general conditions. 14. Runway and Taxiway Visual Aids All pavement markings will be replaced for apron taxiway and taxiway related rehabilitation work and will comply with current FAA Advisory Circular 150/5340-1K. Closed Runways and Taxiways – no temporary closures of the runways are anticipated. Taxiway closures will be demarked with low profile barricades at the point of closure. Due to the short duration of closures, the existing centerline markings of the taxiways will not be obliterated (unless will be so destroyed in a subsequent phase) or covered/marked out with paint matching the color of the existing pavement. In addition, closed taxiway edge lights will be covered to further eliminate the possibility of confusing a pilot. The Airport will provide NOTAMs for closures and the contractor will be required to provide, place and maintain temporary barricades at clearly visible locations to keep pilots from errantly taxiing down a closed taxiway. 15. Hazard Marking, Lighting and Signing Taxiway Safety Area (TSA): The TSA is the surrounding area around a taxiway intended to provide a measure of safety in the event of an aircraft deviates from the taxiway pavement. The TSA shall be clear of objects and graded with a maximum 5% grade so that it does not have surface depressions (no ditches or excavations within TSA) or drop offs in excess of 3-inches in height. The TSA should be capable under dry conditions of supporting airport equipment including the occasional passage of an aircraft without causing structural damage to the aircraft landing gear. Stockpiled materials and parked equipment are not allowed in the TSA except for a closed taxiway condition. Stockpiled materials within work areas that are closed must have materials stabilized and stored at a location approved by the Engineer so not to be windblown, or blown from jet blast or propeller wash, and become a hazard to aircraft operations. Taxiway Object Free Area (TOFA): The TOFA is an area surround the taxiway that is free of above- ground objects with the exception of objects needed for air navigation or aircraft ground maneuvering purposes for taxiing aircraft. Objects non-essential for air navigation or aircraft ground maneuvering PALM SPRINGS INTERNATIONAL AIRPORT CONSTRUCTION SAFETY PHASING PLAN TERMINAL APRON & TWY G REHABILITATION (CSPP) NARRATIVE Feb 15, 2013 12 CSPP Narrative purposes are not to be placed in the TOFA, including parked equipment and ground vehicles. The contractor will be instructed to extract his personnel, machinery, equipment and vehicles from the OFA to allow the safe passage of aircraft. Runway Safety Areas, Object Free Areas, Approach/Departure Areas and Clearances: No contractor activity is anticipated in these areas. 16. Other Limitations on Construction The following restrictions will be in place for during the construction of this project unless otherwise accepted by written authorization: x No use of open flames welding or torches unless adequate fire safety precautions are provided and approved in writing by the Airport x No use of flare pots within the AOA at any time x No use of electrical blasting caps on or within 1,000 feet of airport property x No smoking within the Airport facilities or within 20 feet of entrances, operable windows, or outdoor air intakes x No disruption of utilities serving the facilities occupied by the Airport or their tenants, unless permitted in writing (with provisions for temporary utilities in their place). Notify the Airport and Engineer a minimum of 48 hours in advance of proposed utility disruptions and do not proceed with utility interruption without written permission. x Use of flood lighting for night-time work must be limited to non-directional light. Lights cannot be pointed at the tower or pointed toward the airfield or runway approaches. Lights that cause glare or blind spots to the tower or to pilots will not be allowed.