+-------------+-------------------------------+-----------------------+
| ![](med     |                               | **Advisory Circular** |
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| 55555556in" |                               |                       |
| height      |                               |                       |
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+-------------+-------------------------------+-----------------------+
| **U.S.      |                               |                       |
| D           |                               |                       |
| epartment** |                               |                       |
|             |                               |                       |
| **of        |                               |                       |
| Trans       |                               |                       |
| portation** |                               |                       |
|             |                               |                       |
| Federal     |                               |                       |
| Aviation    |                               |                       |
|             |                               |                       |
| Adm         |                               |                       |
| inistration |                               |                       |
+-------------+-------------------------------+-----------------------+

+------------------------------+-------------------+-------------------+
| **Subject:** OFF-PEAK        | **Date:**         | **AC No.:**       |
| CONSTRUCTION OF AIRPORT      | 9/29/2006         | 150/5370-13A      |
| PAVEMENTS USING HOT-MIX      |                   |                   |
| ASPHALT                      | **Initiated by:** | **Change:**       |
|                              | AAS-100           |                   |
+------------------------------+-------------------+-------------------+

1.  **PURPOSE.** This advisory circular (AC) provides guidance for the
    planning, coordination, management, design, testing, inspection, and
    execution of off-peak construction of airport pavements using
    hot-mix asphalt (HMA) paving materials. This circular focuses on HMA
    airfield pavement construction. The material contained herein also
    applies to other types of airfield improvements where off-peak
    construction is identified as the preferred delivery method.

2.  **EFFECTIVE DATE.**

3.  **CANCELLATION.** AC 150/5370-13, *Offpeak Construction of Airport
    Pavements Using Hot-Mix Asphalt*, dated August 27, 1990, is
    canceled.

4.  **SELECTED READING MATERIAL.** Appendix A lists publications that
    contain additional information on the subject matter.

5.  **APPLICATION.** The guidelines contained herein are recommended by
    the Federal Aviation Administration (FAA) for applications at
    airports where closure of a pavement would create significant
    adverse impacts.

6.  **METRIC UNITS.** To promote an orderly transition to metric units,
    the text and figures include both English and metric dimensions. The
    metric conversions are based on operational significance and may not
    be exact equivalents. Until there is an official changeover to the
    metric system, the English dimensions should be used.

7.  **COMMENTS OR SUGGESTIONS** for improvements to this AC should be
    sent to:

> Manager, Airport Engineering Division
>
> Federal Aviation Administration
>
> ATTN: AAS-100
>
> 800 Independence Avenue, S.W.
>
> Washington, DC 20591

8.  **COPIES OF THIS AC.** The Office of Airport Safety and Standards is
    in the process of making ACs available to the public through the
    Internet. These ACs may be accessed through the FAA home page
    (www.faa.gov). A printed copy of this AC and other ACs can be
    ordered from the U.S. Department of Transportation, Subsequent
    Distribution Office, Ardmore East Business Center, 3341 Q 75th
    Avenue, Landover, MD 20785.

![](media/image2.png){width="2.5034722222222223in"
height="0.5805555555555556in"}

DAVID L. BENNETT

Director of Airport Safety and Standards

TABLE OF CONTENTS

[SECTION 1. BACKGROUND 1](#section-1.-background)

[1. JUSTIFICATION. 1](#__RefHeading___Toc147284493)

[2. PURPOSE. 1](#__RefHeading___Toc147284494)

[3. OFF-PEAK TIMES. 1](#__RefHeading___Toc147284495)

[SECTION 2. PROJECT PLANNING 3](#__RefHeading___Toc147284496)

[4. POTENTIAL. 3](#__RefHeading___Toc147284497)

[5. FEASIBILITY. 3](#__RefHeading___Toc147284498)

[6. STAGING. 3](#__RefHeading___Toc147284499)

[7. CONSIDERATIONS. 3](#__RefHeading___Toc147284500)

[8. COORDINATION. 4](#__RefHeading___Toc147284501)

[9. COST ESTIMATES. 4](#__RefHeading___Toc147284502)

[SECTION 3. COORDINATION 5](#section-3.-coordination)

[10. BACKGROUND. 5](#__RefHeading___Toc147284504)

[11. INITIAL COORDINATION. 6](#__RefHeading___Toc147284505)

[SECTION 4. PROJECT MANAGEMENT 9](#section-4.-project-management)

[12. PROJECT MANAGER. 9](#__RefHeading___Toc147284507)

[13. CONSTRUCTION MANAGER. 10](#__RefHeading___Toc147284508)

[14. RESIDENT ENGINEER. 10](#__RefHeading___Toc147284509)

[SECTION 5. DESIGN CONSIDERATIONS 13](#section-5.-design-considerations)

[15. PLANS AND SPECIFICATIONS. 13](#__RefHeading___Toc147284511)

[16. PAVEMENT SURVEY. 13](#__RefHeading___Toc147284512)

[17. SPECIAL DETAILS. 13](#__RefHeading___Toc147284513)

[18. SPECIFICATIONS. 14](#__RefHeading___Toc147284514)

[SECTION 6. TESTING AND INSPECTION
19](#section-6.-testing-and-inspection)

[19. TESTING. 19](#__RefHeading___Toc147284516)

[20. INSPECTION. 19](#__RefHeading___Toc147284517)

[SECTION 7. OPERATIONAL SAFETY PROCEDURES
21](#section-7.-operational-safety-procedures)

[21. GENERAL. 21](#__RefHeading___Toc147284519)

[22. SAFETY PLAN. 21](#__RefHeading___Toc147284520)

[23. CONSTRUCTION ACTIVITIES. 21](#__RefHeading___Toc147284521)

[24. POST-CONSTRUCTION INSPECTION. 22](#__RefHeading___Toc147284522)

[SECTION 8. CONSTRUCTION PRACTICES
23](#section-8.-construction-practices)

[25. PRECONSTRUCTION CONFERENCE. 23](#__RefHeading___Toc147284524)

[26. PROJECT SUBMITTALS. 23](#__RefHeading___Toc147284525)

[27. TESTING AND INSPECTION. 23](#__RefHeading___Toc147284526)

[28. CONSTRUCTION PROGRESS MEETINGS. 24](#__RefHeading___Toc147284527)

[29. WEATHER. 24](#__RefHeading___Toc147284528)

[30. COMMUNICATION. 24](#__RefHeading___Toc147284529)

[31. SECURITY DURING CONSTRUCTION. 25](#__RefHeading___Toc147284530)

[32. ASSEMBLY OF EQUIPMENT. 25](#__RefHeading___Toc147284531)

[SECTION 9. CONSTRUCTION TECHNIQUES
27](#section-9.-construction-techniques)

[33. TEST SECTIONS. 27](#__RefHeading___Toc147284533)

[34. LIMITS OF OVERLAY OPERATIONS. 27](#__RefHeading___Toc147284534)

[35. PLACEMENT OF HOT-MIX ASPHALT. 27](#__RefHeading___Toc147284535)

[36. TRANSITION RAMPS. 30](#__RefHeading___Toc147284536)

[37. IN-PAVEMENT LIGHTING. 32](#__RefHeading___Toc147284537)

[38. PAVEMENT MARKING. 32](#__RefHeading___Toc147284538)

[39. WORK AREA CLEANUP. 34](#__RefHeading___Toc147284539)

[40. MILLED SURFACES. 34](#__RefHeading___Toc147284540)

[SECTION 10. SUMMARY 35](#section-10.-summary)

[41. GENERAL. 35](#__RefHeading___Toc147284542)

[APPENDIX A. RELATED READING MATERIAL
37](#appendix-a.-related-reading-material)

LIST OF FIGURES

[Figure 1. Coordination - Participating Organizations
6](#__RefHeading___Toc147284544)

[Figure 2. Inspection Checklist 11](#__RefHeading___Toc147284545)

[Figure 3. Pavement Spreader in Nighttime Construction
16](#__RefHeading___Toc147284546)

[Figure 4. Typical Overlay Section -- 150-foot (45M) Runway
28](#__RefHeading___Toc147284547)

[Figure 5. Setting an Erected Stringline
29](#__RefHeading___Toc147284548)

[Figure 6. A Cold-Planer for Use in Removing Transition Ramp
31](#__RefHeading___Toc147284549)

[Figure 7. Transition Ramp Construction with Cold-Planing Equipment
31](#__RefHeading___Toc147284550)

[Figure 8. Core Drilling Above In-pavement Light Base (NOTE: *Drilling
Rig is Plumb*) 33](#__RefHeading___Toc147284551)

# SECTION 1. BACKGROUND

1.  []{#__RefHeading___Toc147284493 .anchor}**JUSTIFICATION.** As
    airport traffic increases and additional airport capacity becomes
    scarce, airport construction activities can cause severe disruptions
    to airport operations and contribute to flight delays,
    cancellations, and missed connections that are inconvenient to
    passengers, result in loss of schedule integrity, and are costly to
    aircraft operators. In addition to allowing aircraft operators to
    maintain scheduled air service to the community, paving airside
    pavements during off-peak periods may be an effective way to
    maintain airport construction schedules without loss of revenues,
    inconvenience to passengers or excessive air traffic system delays.

2.  []{#__RefHeading___Toc147284494 .anchor}**PURPOSE.** Techniques for
    paving during off-peak periods have been applied successfully at
    airports throughout the United States for many years. This advisory
    circular describes the techniques that are available and the
    procedures that should be followed in the execution of off-peak
    construction projects in order to ensure safety, provide quality
    construction, and avoid excessive air traffic delays. Section 7,
    Operational Safety Procedures, provides further emphasis on the
    importance of safety during off-peak construction.

3.  []{#__RefHeading___Toc147284495 .anchor}**OFF-PEAK TIMES.** In most
    cases, off-peak refers to the nighttime hours between 9:00 p.m. and
    7:00 a.m. when scheduled passenger flight air service is at the
    lowest. Off-peak may also include particular days of low activity or
    periods of low usage through a continuous weekend period; for
    example, from 10:00 pm Friday until 2:00 p.m. Sunday. At some
    airports, such as those serving resort areas, off-peak may refer to
    particular seasons of the year; for example, Spring or Fall.
    Scheduling work periods of at least 8½ hours is recommended;
    however, shorter work periods may be acceptable at locations where
    8½ or more hours is difficult to attain.

**Intentionally left blank.**

# SECTION 2. PROJECT PLANNING

4.  []{#__RefHeading___Toc147284497 .anchor}**POTENTIAL.** The potential
    for off-peak paving should be identified early in the project
    planning stage and discussed in the predesign conference (see AC
    150/5300-9, *Predesign, Prebid and Preconstruction Conferences for
    Airport Grant Projects*). After the need for a particular airport
    improvement has been identified, it should be determined if that
    project will necessitate the closing of any airside pavements.
    Pavements should be identified which, if closed, may cause
    disruption to the flow of air traffic at the facility. Pavements
    closed to accommodate construction activities should be fully
    addressed in the phasing plans of the project documents.
    Construction phasing plans should specifically identify alternate
    taxi routes for aircraft as well as service and construction vehicle
    routes. Alternate routes should be fully coordinated with airport
    operations, air traffic control, aircraft operators, and fixed base
    operators.

5.  []{#__RefHeading___Toc147284498 .anchor}**FEASIBILITY.** If the
    project will involve the closing of critical airside pavements, it
    should be determined if it is advisable to construct the project
    during off-peak periods. The first step should be to identify the
    off-peak hours associated with the facility in question. For
    example, the off-peak period for a primary runway may be during the
    nighttime hours between 10:00 p.m. and 7:00 a.m. However, the
    off-peak period associated with a taxiway leading to an air cargo
    ramp may be during the daytime or normal airport operating hours.

6.  []{#__RefHeading___Toc147284499 .anchor}**STAGING.** It is often
    possible to stage the project so that some elements may be
    accomplished during normal working hours, while other elements may
    be completed during off-peak periods. For example, a taxiway that
    crosses an active runway may be resurfaced during normal working
    hours if alternative taxi routes are available. However, the
    portions of the taxiway which abut or intersect the runway and would
    involve closing the runway to aircraft operations may be good
    candidates for completion during off-peak hours. In addition, work
    can be accomplished when wind or other weather conditions prevent
    aeronautical use of sections of airside pavements.

7.  []{#__RefHeading___Toc147284500 .anchor}**CONSIDERATIONS.** The
    major factors that influence the decision to perform construction
    during off-peak hours should be identified and, if possible,
    quantified. These factors should include those listed below:

```{=html}
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```
a.  **Cost of Off-peak Construction.** In most cases the standard unit
    price items, e.g., cost/ton of hot-mix asphalt etc., will increase
    for off-peak construction to account for nighttime and weekend work
    periods outside the normal working hours. As described in paragraphs
    18a and 20a, additional inspectors and standby equipment may be
    required, thus increasing the project cost. Nighttime construction
    requires portable lighting units, supplemental equipment lighting
    and night shift pay differentials for construction personnel which
    will also increase the project cost. In addition, the availability
    of a nighttime testing laboratory facility and personnel may
    increase costs.

b.  **Cost of Aircraft Delays.** The cost of delayed or canceled flights
    can be very expensive and, therefore, may be the most important
    factor in determining whether to accomplish the construction during
    off-peak periods. This is particularly true of paving projects
    requiring the closure of a runway, taxiway, or aircraft parking
    area. In such instances, the use of off-peak construction should be
    considered. Delayed flights, particularly arrivals, incur additional
    costs for operating the aircraft for the period of the delay.
    Extended periods of reduced flight schedules and canceled flights by
    aircraft operators as well as the reduction in passenger volume all
    account for lost revenues to the airport. When considering off-peak
    construction periods, the impact to the airport, aircraft operators,
    aircraft support services, and passenger support services should all
    be evaluated. Such impacts should be quantified and presented to all
    parties prior to commencement of construction to determine whether
    off-peak is feasible.

c.  **Quality of Construction.** No additional material acceptance
    testing is required for off-peak construction projects. The
    laboratory acceptance testing should be performed at the specified
    intervals during each work period and field samples obtained from
    the work area prior to reopening for operations, when practical. The
    results of all available testing should be reviewed before the next
    work period begins. This condensed work schedule may require
    additional personnel to ensure that the tests are performed
    correctly and on time and to ensure that the construction is of
    acceptable quality. More detailed construction monitoring is
    recommended, particularly for construction performed during the
    hours of darkness. More detailed field monitoring, rapid acceptance
    testing, and the need to reopen the pavement for traffic at early
    ages will likely require an accelerated testing delivery schedule.
    Field sampling for acceptance testing may require previously
    constructed work areas to be closed during the next work period
    while obtaining samples.

d.  **Disruption to Specialized Operators.** Construction during
    off-peak hours can be accomplished with minimal disruption to normal
    airport operations with few exceptions. Some specialized carriers
    operate primarily outside the normal operating hours for the
    airport. For example, air cargo aircraft usually operate at night or
    during the early morning when other airport operations are typically
    at a very low level. While an air cargo carrier's operation may be a
    very small portion of the airport's total operation, that airport
    could be a major revenue-generating point for that particular
    carrier. The nature and extent of these operations will vary from
    airport to airport, as will the procedures to accomplish the
    construction without negatively impacting the services of a
    specialized operator. In these cases, it is particularly important
    to discuss the proposed construction with the aircraft operators
    well in advance in order to minimize potential impacts and to
    develop mutually agreeable strategies, procedures, schedules, and
    financial arrangements.

```{=html}
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```
8.  []{#__RefHeading___Toc147284501 .anchor}**COORDINATION.** A
    coordination framework for the project should be prepared by the
    airport operator which includes planning, design, and construction
    phases. This framework should specify the individual organizations
    having interests in the project, which factors or events will be
    important to each group, and the time frame for involvement.
    Specific coordination procedures and organizations to be included
    are detailed in paragraph 10.

9.  []{#__RefHeading___Toc147284502 .anchor}**COST ESTIMATES.** Cost
    estimates must be developed in sufficient detail to give an accurate
    indication of the finances necessary to accomplish the project.
    Estimates should specify all special pay items in order to maintain
    flexibility in project scheduling and to avoid unnecessarily
    inflated prices.

# SECTION 3. COORDINATION

10. []{#__RefHeading___Toc147284504 .anchor}**BACKGROUND.** Off-peak
    construction projects involving hot-mix asphalt (HMA) pavements
    within aircraft operational areas are highly visible and have the
    potential to cause aircraft delays. Therefore, close coordination
    with all elements of the airport is essential throughout the
    planning, design, and construction phases. Figure 1 shows the
    organizations that should participate in the coordination of
    off-peak construction projects. As soon as an airfield paving
    project has been identified by the airport operator, the operator
    should meet with airport users and the FAA to discuss the manner in
    which the project will be implemented. Personnel representing the
    groups and organizations identified in Figure 1 should attend all
    planning and coordination meetings. Special coordination
    consideration must be given to those airports that do not have an
    Air Traffic Control Tower (ATCT) or that have limited ATCT hours.

```{=html}
<!-- -->
```
a.  **Airport Operator.** The airport operator should be represented by
    the operator's project manager as well as in-house representatives
    of the planning, engineering, operations, security, and maintenance
    sections. If the airport operator has retained the services of
    outside design consultants and construction management firms to
    oversee the project, the respective managers and field personnel
    should also attend all meetings related to the project.

b.  **Airport Users.** Airport users that operate in the areas affected
    by the project, either regularly or on an occasional basis, should
    actively participate in the project coordination process. Airlines
    should be represented by the airport technical committee, the Air
    Transport Association Regional Office, and the station managers. Air
    cargo facilities managers, fixed-base operators (FBOs) and other
    users of airside facilities such as fuel suppliers, flight catering
    services, and pilot organizations should also be represented.

c.  **FAA.** The FAA should be involved in the coordination process
    through representatives of the local ATCT, National Airspace System
    Implementation Program Office (ANI), the airports district office,
    the flight standards district office, and the airway facilities
    division. The airport operator should also maintain close
    coordination with the FAA regional airport certification inspector
    through the airport's district office.

![](media/image3.wmf)

[]{#__RefHeading___Toc147284544 .anchor}Figure 1. Coordination -
Participating Organizations

11. []{#__RefHeading___Toc147284505 .anchor}**INITIAL COORDINATION.**
    The initial coordination meeting in the project planning phase
    should identify the coordination framework and process for the
    entire project and set forth the ground rules under which the
    project will be accomplished. The meeting agenda should include the
    following items:

```{=html}
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```
a.  **Construction Work Periods.** Off-peak working hours and extended
    daily or weekly work periods should be identified as soon as
    possible in the planning process. Since time is a critical factor in
    off-peak construction, the contractor should be given as much time
    as possible for HMA paving operations during each work period. A
    minimum of 8½ hours is recommended for efficiency during
    construction. The work should be scheduled during a time period that
    will displace the least number of scheduled flights. A specific work
    period timeframe and extended length work period timeframes should
    be identified, based on input from all participating organizations,
    as soon as possible in the planning phase. Work periods should be
    selected and agreed upon early enough to allow airlines to adjust
    their flight schedules as required for the project's scheduled
    construction period. Runways and other airside pavements crucial to
    maintaining aircraft operations should be opened and closed at the
    agreed upon times without exception. Airline flight schedules and
    the contractor's work schedules are predicated upon the availability
    of the affected airport pavements at the designated times.

b.  **Operational Criteria.** Mutually agreeable operational criteria
    for each critical phase or sub-phase should be developed for those
    factors and procedures that will be in use during the construction
    process. These items include, but are not necessarily limited to,
    those listed below:

    1.  Issuance of Notices to Airmen (NOTAMs) and advisories.

    2.  Aircraft operations, performance, and taxi routes.

    3.  Navigation aids and visual landing aids.

    4.  Truck haul routes and airfield access security requirements.

    5.  Testing, inspection, access, protocol, and procedures.

    6.  Requirements and safety inspections for reopening areas for
        operational use.

    7.  Designation of equipment staging area(s).

    8.  Placement and removal of construction safety barricades and
        runway closure markers.

    9.  Designation of secure storage site for construction materials.

    10. Temporary airfield pavement marking, signing, and lighting.

    11. Days of the week and detailed scheduled timeframe upon which
        construc­tion will take place.

    12. Proper vehicle identification, security clearances, and airfield
        maneu­vering (e.g. lights, flags, when radio equipped escorts are
        needed, etc.).

    13. Contingency plans for construction inter­ruptions due to
        equipment breakdowns or weather events. Large operations may
        require standby paving equipment for key areas like
        intersections.

    14. Emergency pavement reopening plan.

    15. Temporary parking and service plan for aircraft during scheduled
        pavement closures.

    16. Detailed contractor safety plan.

c.  **Communication.** Lines of communication (see checklists below)
    should be established by the airport operator to maintain
    coordination and control of pavement closures and reopenings through
    all phases of the project. Proper communication procedures will
    ensure that the necessary organizations and individuals will be kept
    informed of the project schedule and will provide necessary input at
    critical points throughout the project. It is particularly important
    to establish methods and lines of communication for determining if
    the project work area is available to start work at the beginning of
    each work period and if the work area is in acceptable condition
    prior to its reopening for aircraft operations.

  ----------------------- ----------------------- -----------------------
  **Pavement Closure                              
  Communication                                   
  Checklist:**                                    

  **Contractor            **Resident Engineer**   **Airport Operator
  Superintendent**                                Project/Operations
                                                  Manager**

  Request Pavement        Confirm Contractor's    Notify ATCT
                          work time, area, &      
                          safety measures         

  Closure time & work     Request Pavement        Issue NOTAMs
  annex to Resident       closure from            
  Engineer                Project/Operations      
                          Manager                 

                                                  Confirm closure with
                                                  ATCT

                                                  Notify Resident
                                                  Engineer & Contractor
                                                  to proceed with closure

  **Pavement Reopening                            
  Communication                                   
  Checklist:**                                    

  **Contractor            **Resident Engineer**   **Project/Operations
  Superintendent**                                Manager**

  Request Reopening       Inspect work area       Inspect work area

                          Request reopening to    Notify ATCT, Resident
                          Project/Operations      Engineer, & Contractor
                          Manager                 

                                                  Reopen pavement
  ----------------------- ----------------------- -----------------------

d.  **Special Considerations.** Particular aspects of construction that
    will require special coordination or communication procedures should
    be identified. These items are discussed in sections 5 and 7 and
    include pavement transitions and runway closings.

# SECTION 4. PROJECT MANAGEMENT

12. []{#__RefHeading___Toc147284507 .anchor}**PROJECT MANAGER.** The
    airport operator must select a qualified project manager(s) to
    oversee all phases of the project, from planning through final
    inspection of the completed work. The individual(s) selected should
    be experienced in the design and management of airfield pavement
    construction projects as well as HMA placement during off-peak
    hours. The individual should also be familiar with the airport
    operations, airport security requirements, aircraft operator
    schedules, and overall airport layout. The project manager should be
    the final authority on all technical aspects of the project and must
    be responsible for coordination with airport operations. All contact
    with the airport operator, the weather service, or the FAA should be
    made through the project manager or designated representative (i.e.,
    resident engineer) to ensure continuity and proper coordination with
    all elements of the operation of the airport. Any changes resulting
    from discussions with the airport operator, airport security, the
    weather service, or the FAA should be processed through the project
    manager to maintain continuity and coordination. All such
    communications should be documented in writing by the project
    manager. The project manager's specific responsibilities are
    detailed below:

```{=html}
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```
a.  **Planning and Design.**

    1.  Establish clear and concise lines of com­munication.

    2.  Participate as a member of the selection team for the design
        engineer, if allowed by local policy.

    3.  Monitor and review the project design to ensure that it meets
        budget constraints.

    4.  Coordinate the design review with other elements of the airport
        operator, the airlines, the Air Transport Association Regional
        Office, Transportation Security Administration (TSA), and the
        FAA, including designated working hours, aircraft and
        oper­ational requirements, technical reviews, and establish­ment
        of coordination procedures.

    5.  Chair all meetings pertaining to the project.

b.  **Construction.**

```{=html}
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```
(1) Have the ATCT manager brief construction personnel on basic ATCT
    procedures for the facility, proper communications with ATCT,
    hazards of jet blast, familiarization with the airport layout, and
    avoidance of runway incursions.

(2) Manage the overall construction effort with an adequate number of
    qualified resident engineers and inspectors to ob­serve and document
    the work done by the contractor.

(3) Contact the weather service, airport operations, the air traffic
    control tower, local Airway Fa­cilities sector office, airport
    operators, and field maintenance personnel prior to starting the
    next off-peak construction work shift, and confer with the
    con­tractor's project superintendent to verify that weather and air
    traffic conditions will allow work to proceed as scheduled.

(4) Confer with the contractor's project superintendent daily and agree
    on the limits of construction scheduled for the next work period to
    ensure that the selected work areas will be reopened to aircraft
    operations at the specified time for pavement reopening. This is
    especially important in situations where pavement repair and
    replacement are to take place.

(5) Participate in post-construction inspections of the work areas prior
    to reopening for aircraft operations. Figure 2 shows a sample
    checklist to aid the project manager in participating in the
    inspection.

```{=html}
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```
13. []{#__RefHeading___Toc147284508 .anchor}**CONSTRUCTION MANAGER.**
    Some airport operators may choose to retain the services of a
    construction management firm to oversee the accomplishment of the
    construction project. If the construction management firm is to
    assume the full responsibility for the management of the project,
    the firm's project manager should be responsible for those items
    detailed in paragraphs 12a and 12b and be familiar with the
    operating procedures of the airport. A division of responsibilities
    between the project managers for the construction management firm
    and the airport operator should be clear-cut and understood by all
    parties throughout all phases of the project. A division of
    responsibility between project managers is not recommended in the
    construction phase. In any case, the construction manager should be
    involved in the project as soon as possible before the construction
    phase begins.

14. []{#__RefHeading___Toc147284509 .anchor}**RESIDENT ENGINEER.** A
    resident engineer, preferably a civil engineer or senior
    construction inspection professional, with experience working within
    an airport environment, should be designated to assist the project
    manager during the construction phases of the project. The resident
    engineer may be a member of the airport operator, the design
    engineering firm, or the construction management firm, but in any
    case should report directly to the project manager. In order to be
    of maximum benefit to the project, the resident engineer should be
    responsible for the items listed below:

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```
a.  Prepare documentation for all quantities con­structed during each
    work period.

b.  Ensure that all tests are performed and results obtained from each
    work period.

c.  Schedule the inspections and surveys that must be performed during
    each work period.

d.  Observe compliance with contract specifica­tions and report any
    discrepancies to the project man­ager and the contractor.

e.  Maintain a construction diary and prepare daily inspection reports.

f.  Facilitate communication between the contractor, airport operations,
    affected airlines or FBOs, control tower, quality assurance testing
    personnel, and the project manager.

+----------------------------------+--------------+--------------------+
| **ITEM**                         | *            | **REMARKS**        |
|                                  | *COMPLETED** |                    |
+----------------------------------+--------------+--------------------+
| 1.  Have all paving and rolling  |              |                    |
|     operations planned for the   |              |                    |
|     work period been completed?  |              |                    |
+----------------------------------+--------------+--------------------+
| 2.  Are all transition ramps     |              |                    |
|     properly constructed and     |              |                    |
|     safe for aircraft            |              |                    |
|     operations?                  |              |                    |
+----------------------------------+--------------+--------------------+
| 3.  Have all field quality       |              |                    |
|     assurance tests been         |              |                    |
|     conducted for the work       |              |                    |
|     period?                      |              |                    |
+----------------------------------+--------------+--------------------+
| 4.  Have all temporary markings  |              |                    |
|     been applied to all          |              |                    |
|     appropriate newly paved      |              |                    |
|     surfaces?                    |              |                    |
+----------------------------------+--------------+--------------------+
| 5.  Have all lighting units,     |              |                    |
|     construction equipment, and  |              |                    |
|     safety devices been removed  |              |                    |
|     to a remote storage          |              |                    |
|     location?                    |              |                    |
+----------------------------------+--------------+--------------------+
| 6.  Have all construction        |              |                    |
|     materials that are to remain |              |                    |
|     on site been properly        |              |                    |
|     secured from dislodgement by |              |                    |
|     wind or jet blast?           |              |                    |
+----------------------------------+--------------+--------------------+
| 7.  Have all excavations been    |              |                    |
|     properly backfilled, plated, |              |                    |
|     or appropriately marked for  |              |                    |
|     safe aircraft operations?    |              |                    |
+----------------------------------+--------------+--------------------+
| 8.  Has all construction debris  |              |                    |
|     been cleaned up and removed  |              |                    |
|     from the airport's           |              |                    |
|     construction site, access    |              |                    |
|     pavements, and haul routes?  |              |                    |
|     Has any necessary pavement   |              |                    |
|     sweeping been completed?     |              |                    |
+----------------------------------+--------------+--------------------+
| 9.  Have all obstruction lights  |              |                    |
|     and barricades been removed  |              |                    |
|     from areas that are to be    |              |                    |
|     opened to aircraft           |              |                    |
|     operations?                  |              |                    |
+----------------------------------+--------------+--------------------+
| 10. Has all lighting and/or      |              |                    |
|     temporary lighting been      |              |                    |
|     returned to service and      |              |                    |
|     tested?                      |              |                    |
+----------------------------------+--------------+--------------------+
| 11. Have all visual aids been    |              |                    |
|     returned to service and      |              |                    |
|     tested?                      |              |                    |
+----------------------------------+--------------+--------------------+
| 12. Have proper NOTAMs been      |              |                    |
|     issued for the               |              |                    |
|     runway/taxiway/apron         |              |                    |
|     operating conditions?        |              |                    |
+----------------------------------+--------------+--------------------+
| 13. Have all pavement "lips"     |              |                    |
|     greater than 3 inches (75mm) |              |                    |
|     in height been removed?      |              |                    |
+----------------------------------+--------------+--------------------+
| 14. Has the hot-mix asphalt      |              |                    |
|     cooled enough to be opened   |              |                    |
|     to aircraft operations?      |              |                    |
+----------------------------------+--------------+--------------------+
|                                  |              |                    |
+----------------------------------+--------------+--------------------+

[]{#__RefHeading___Toc147284545 .anchor}Figure 2. Inspection Checklist

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# SECTION 5. DESIGN CONSIDERATIONS

15. []{#__RefHeading___Toc147284511 .anchor}**PLANS AND
    SPECIFICATIONS.** Plans and specifications for pavement repair and
    overlay during off-peak periods should be presented in sufficient
    detail to allow ready and accurate determination of the limits of
    pavement repair, finish grades (in accordance with standards in AC
    150/5300-13, *Airport Design*) and depths of overlay. They should be
    used by the contractor and the inspectors for each work period and
    should, therefore, be clear and precise in every detail.

16. []{#__RefHeading___Toc147284512 .anchor}**PAVEMENT SURVEY.**
    Accurate surveys and proper grade control are critical to the
    successful accomplishment of a quality off-peak paving job,
    particularly if the paving is done during the hours of darkness.
    Survey control should be established and maintained in areas that
    are accessible and that will not be disturbed during construction
    activities. The following factors should be used as a guide to
    surveying for off-peak paving projects:

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a.  **Cross-sectioning.** A complete system of benchmarks should be set
    on the side of the runway, taxiway, or apron area to permit a ready
    reference during cross-sectioning operations. The benchmarks should
    be set at approximately 400-foot (120M) intervals. Pavement
    cross-sectioning should be performed, at a minimum, on a 25 feet
    (7.5M) grid system both longitudinally and transversely. All
    breakpoints (high, low, and crown) should be added to the grid
    system to supplement the survey. Where paving lane widths are less
    than 25 feet (7.5M), the transverse grid component layout should be
    adjusted relative to the width of the proposed paving lane.

b.  **Elevations.** Extreme care should be exercised in level operations
    because the elevations will be used in determining the depth of the
    HMA pavement for meeting design grades. The design engineer should
    not use grade information from previous as-built drawings or surveys
    that were performed during potential frost conditions because these
    elevations will vary seasonally. This is particularly critical for
    single-lift HMA overlays where pavement depths are varied by design.

c.  **Grades.** After the design finish grades, transverse slopes and
    break points of the pavement are determined, a tabulation of grades
    and a finish grade grid should be included in the plans the
    contractors use in preparing bids for the project. The finish grade
    grid system will be used for the establishment of the erected
    stringline during the paving operations. The tabulation of grades
    should include the existing pavement elevations, design finish
    grades, depth of pavement millings (if required) and depth of
    overlay. Grades should be shown longitudinally every 25 feet (7.5M)
    and transversely every 12.5 feet (3.75M) on a grid system with all
    break points included. This level of topographic survey information
    is considered essential in the preparation of plans which are
    sufficiently accurate for contracting for off-peak construction
    services.

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17. []{#__RefHeading___Toc147284513 .anchor}**SPECIAL DETAILS.** Details
    pertaining to the following items should be included in the plans
    for the project.

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a.  **Transition Ramps.** At the end of each work period, it will be
    necessary to provide a transition ramp from the completed course of
    an HMA overlay to the existing pavement. The construction of this
    ramp is one of the most important tasks in each work period. Details
    on transition ramp construction techniques are presented in
    paragraph 36.

b.  **In-Pavement Lighting.** If the paving project involves in-pavement
    lighting fixtures, the plans should depict the removal and
    reinstallation of the fixtures in detail. Construction techniques
    for in-pavement lighting are discussed in paragraph 37.

c.  **Temporary Pavement Markings.** During the course of off-peak
    construction projects, temporary pavement markings are often
    required to allow for aircraft operations between work periods.
    During the design phase of the project, the designer should
    coordinate with the project manager, airport operations, airport
    users and the FAA Airports project manager to determine minimum
    temporary markings. The FAA Airports project manager should, in
    turn, coordinate with the appropriate FAA Flight Standards Office
    and disseminate his findings to all parties. Where possible, the
    temporary markings on finish grade pavements should be placed to
    mirror the dimensions of the final markings. Further details on
    temporary markings are presented in paragraph 38.

d.  **Skid Resistance.** If a special skid resistant surface or grooving
    is required, the guidance published in AC 150/5320-12, *Measurement,
    Construction, and Maintenance of Skid Resistant Airport Pavement
    Surfaces*, should be used to ensure adequate aircraft braking
    action. Grooving should not be used until the pavement has cured for
    30 days, per the guidance provided in AC 150/5320-12.

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18. []{#__RefHeading___Toc147284514 .anchor}**SPECIFICATIONS.** In
    addition to the typical specifications required for any pavement
    project, the following items should be included in the
    specifications for off-peak paving projects:

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a.  **Standby Equipment.**

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(1) **Construction Equipment.** When operationally critical pavements
    are involved, the contract should require the contractor to maintain
    standby equipment at the construction site for all construction work
    performed during off-peak periods. The specific type and amount of
    equipment should be that which is necessary to complete the work
    planned for that work period should any piece of equipment break
    down. This includes equipment such as paving machines, milling
    machines, rollers, trenching machines, core drills, backhoes,
    graders, tack trucks, and any equipment necessary to remove disabled
    equipment. In addition, standby cleanup equipment such as sweepers,
    brooms, etc., should be available to ensure timely reopening of the
    pavement at the end of the work period. Standby equipment may be
    used for construction to improve productivity, but the contractor
    should be required to properly repair or replace any broken
    equipment before being allowed to proceed with the next work period.
    Standby equipment should be listed on the daily equipment log which
    is usually required by the contract's specifications. To minimize
    the chances of equipment failure, the contractor should be required
    to furnish proof that the equipment has been well maintained and is
    in good working condition. In addition, if at all possible, the
    contractor should be required to prearrange for alternate equivalent
    equipment to permit completion of the project in a timely fashion in
    the event of a major breakdown.

(2) **Asphalt Plant.** Provision should also be made for a standby
    asphalt production plant or for sufficient hot storage bins to
    provide enough material to reopen the construction work area to
    aircraft operations should the primary plant break down. While it is
    preferred that the standby plant be capable of producing HMA that
    meets the project specifications for FAA asphalt mix (P-401), it is
    often impractical and cost prohibitive to do so on short notice when
    the pavement must be reopened for use. In these instances the
    emergency use of HMA meeting state requirements is acceptable for
    use in the event of a primary plant breakdown and to allow the
    affected work area to be reopened. Once the primary plant problem is
    resolved, the state HMA must be removed and the area repaved with
    material as specified in the contract documents. The project manager
    and the contractor must agree prior to construction commencement on
    the exact HMA state mix that will be allowed in the case of an
    emergency.

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b.  **Obstruction Lighting and Barricades.** Drawings and specifications
    applicable to the work should show the details of the
    construction-related obstruction lighting and safety barricades to
    be used. The types of construction lights and barricades to be used
    and the procedures for marking construction areas should be
    consistent with AC 150/5370-2, *Operational Safety on Airports
    During Construction*. Some airports have used portable
    self-contained elevated tower-style lighted X's to indicate closure
    of runways at night, and during reduced visibility conditions for
    daytime off-peak construction.

c.  **Construction Lighting.**

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(1) **Construction Area.** Lighting equipment must be sufficient to
    adequately illuminate the work area in order to ensure a quality HMA
    overlay if the construction is to be performed during nighttime
    hours. Additionally, it is recommended that all paving machines,
    rollers, milling machines, distributor trucks, and other support
    equipment, except haul trucks, be equipped with artificial
    illumination to safely illuminate the area immediately surrounding
    their work areas. The lights should be positioned to provide the
    most natural color illumination and contrast with a minimum of
    shadows. The spacing for each individual project will have to be
    determined by trial. Light towers should be positioned and adjusted
    to aim away from ATCT cabs and active runways to prevent blinding
    effects. Lighting the pavement from both sides is considered
    preferable as lighting from only one side can result in
    objectionable shadows. Light towers should be removed from the
    construction site when the pavement is reopened to aircraft
    operations. Construction lighting units should be identified and
    generally located on the construction phasing plans in relationship
    to the ATCT and active runways and taxiways. A separate bid item for
    the number of portable light plants per day should be included in
    the bid schedule.

> The project manager should strictly enforce lighting requirements
> because sufficient light is necessary to properly observe the
> placement and compaction of material, and thus ensure the satisfactory
> construction of overlays. Pay items should be established in the
> contract to ensure that the contractor is willing and able to provide
> adequate temporary construction lighting on a per-unit basis.

(2) **Vehicular Lighting.** All construction vehicles and equipment
    should be properly marked with flashing amber lights in accordance
    with AC 150/5370-2, *Operational Safety on Airports During
    Construction*. Flags may be used to supplement vehicle markings also
    in accordance with the circular. Additionally, all paving machines,
    rollers, milling machines distributor trucks, and other support
    equipment, except haul trucks, should be equipped with artificial
    illumination to safely illuminate the area immediately surrounding
    their work areas. Refer to Figure 3.

![](media/image4.png){width="6.492361111111111in" height="4.66875in"}

[]{#__RefHeading___Toc147284546 .anchor}Figure 3. Pavement Spreader in
Nighttime Construction

d.  **Special Pay Items.** Special pay items or allowances pertaining to
    lost time experienced by the contractor due to wind/weather
    conditions, airline schedule requirements and other airport
    operational requirements or needs beyond the contractor's control
    should be established in the contract specifications. This will
    maintain maximum flexibility in the scheduling of work and will
    avoid unnecessarily inflated prices. By having these times defined
    as pay items, the contractor will not have to anticipate in his bid,
    the full risk of such lost time by increasing other bid items to
    cover these delay-associated costs. One typical method for
    addressing these special pay items is to provide for owner-estimated
    dollar amount allowances in the bid schedule that all contractors
    will carry in their bids. The actual costs of lost time events would
    then be calculated on a time and materials basis as specified and
    paid out of the allowance amounts. These lost time pay items should
    include suspension time, standby time and down time, as described
    below:

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(1) **Suspension Time.** The suspension of the entire work period, with
    advance notice of at least two hours prior to the scheduled start
    time.

(2) **Standby Time.** The time when a contractor's forces are mobilized
    for work and waiting to start. This condition may last for a maximum
    of two hours after the scheduled start time.

(3) **Down Time.** The period between the end of the standby time and
    normal quitting time.

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e.  **Liquidated Damages.** It is imperative that the runway, taxiway,
    and other airside pavements crucial to maintaining aircraft
    operations and schedule integrity be opened on time following the
    completion of each work period. Scheduled airlines and the air
    traffic control system usually have aircraft en route to coincide
    with the opening. If the opening is delayed, diversions and
    cancellations costing thousands of dollars may be incurred. One way
    of calling the contractor's attention to the importance of opening
    on time is to include a liquidated damage clause in the contract.
    The liquidated damage assessed should reflect the revenue lost and
    additional expenses incurred by the airport sponsor and aircraft
    operators when the pavement is not usable. Liquidated damages for
    hourly, daily, and total project completion are often used. The
    method used to calculate the amount of liquidated damages should be
    shown in the design report or other appropriate documents. At very
    busy airports, liquidated damages have been assessed in time
    increments as short as 15 minutes. It is important to keep in mind
    that the liquidated damages established for a project must be based
    on reasonable and realistic estimates of the costs incurred to the
    owner and the airport users as a result of contractor's failure to
    complete on time. In order to be fully enforceable, liquidated
    damages cannot be established in an arbitrary and capricious manner.
    The assessed liquidated damages should reflect and not exceed the
    lost revenue and additional expenses incurred due to unusable
    pavement. Limits to liquidated damage clauses may vary by political
    jurisdiction, but some sort of motivating pressure should be put on
    the contractor to open on time. Liquidated damages should be
    identified by the airport operator's construction representative
    project manager, construction manager, and resident engineer, and
    tracked accordingly whether hourly, daily, or total contract time.
    The airport's representative should notify the contractor's
    superintendent as soon as the scheduled opening time has not been
    met and that liquidated damages for delays to airport operations are
    in effect. The assessment of liquidated damages should be held for
    possible review until the project is complete.

**Intentionally left blank.**

# SECTION 6. TESTING AND INSPECTION

19. []{#__RefHeading___Toc147284516 .anchor}**TESTING.** Off-peak
    construction does not require any additional types of material
    testing other than that required under standard construction
    procedures and specifications. The major difference between off-peak
    construction and standard construction is that, usually, not all
    acceptance testing can be performed prior to reopening the area to
    aircraft operations. For example, cores for the determination of
    hot-mix asphalt density should not be taken until the pavement has
    cooled to ambient temperature. The field core samples required for
    density testing for a given work period may have to be taken during
    the following work period. Laboratory testing of HMA material may
    require additional personnel to perform the required number of tests
    during a reduced work period. Nuclear density tests, while not
    allowed as acceptance tests for FAA funded projects, can be valuable
    as immediate on-site density indicators to control and monitor
    rolling patterns and to help ensure that the specified density for
    acceptance testing is being achieved. These procedures may require
    additional personnel to ensure that the tests are performed
    correctly and on time.

20. []{#__RefHeading___Toc147284517 .anchor}**INSPECTION.** High quality
    inspection performed in a timely manner contributes significantly to
    the success of any paving project. The number of inspectors required
    for any given paving project will depend on a number of factors
    (project size, complexity, production rates, etc.). The resident
    engineer should be responsible for overall inspection and reporting.
    Adequate inspection can be achieved with (in addition to the project
    manager and the resident engineer) an asphalt plant inspector, with
    one or two helpers, for each plant, and one paving inspector, with
    an adequate number of helpers, at the paving site. The number of
    helpers required depends on several factors such as, number of
    paving machines, production rates, complexity of the project, etc.
    Areas requiring particular attention typically include: pavement
    milling; pavement repair inspection; HMA plant production and field
    laydown; electrical inspection; and surveying.

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a.  **Asphalt Plant Inspector(s).** The asphalt plant inspector(s)
    should be primarily responsible for sampling and testing of the HMA,
    as produced, to assure the product is within specifications. The
    asphalt plant inspector(s) must maintain records and prepare reports
    as required by the specifications. The inspector(s) should maintain
    open communications with the contractor's testing personnel as well
    as the resident engineer for any potential HMA or plant problems
    during the work period.

b.  **Paving Inspector(s).** The paving inspector(s) should be primarily
    responsible for proper laydown of the HMA, as placed, to assure
    conformance with the specifications. The paving inspector(s) must
    maintain records and prepare reports as required by the
    specifications. The paving inspector should also calculate the
    random sampling locations for layout of core samples.

**Intentionally left blank.**

# SECTION 7. OPERATIONAL SAFETY PROCEDURES

21. []{#__RefHeading___Toc147284519 .anchor}**GENERAL.** Off-peak
    construction, or any construction, should never derogate the level
    of safety or security of aircraft operations or construction
    operations. In order to provide for safety and security during
    off-peak construction, the topics in this section are emphasized.
    Nighttime construction on a closed pavement system, when other areas
    of the airport are open, is inherently more dangerous than nighttime
    work.

22. []{#__RefHeading___Toc147284520 .anchor}**SAFETY PLAN.** A
    construction safety/phasing plan that addresses work area security,
    access, lighting, and barricades, and emergency contacts should be
    prepared to guide activities in the construction phase. Refer to
    paragraph 11b for additional requirements to cover in the safety
    plan. Once the safety plan is developed for construction, coordinate
    with the FAA's Airport District Office. A contingency plan should be
    prepared to address cases of abnormal failures or unexpected
    disasters. These plans should be updated weekly as the project
    schedule progresses. Refer to AC 150/5370-2, *Operational Safety on
    Airports During Construction*, for further guidance on safety
    related issues. Safety plans need to be adjusted as the project
    progresses. Weekly construction meetings need to be held to discuss
    how effective the plan is and what adjustments are needed to keep it
    realistic.

23. []{#__RefHeading___Toc147284521 .anchor}**CONSTRUCTION ACTIVITIES.**

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a.  **NOTAMs.** NOTAMs should be issued as early as possible advising
    users of any construction activity which will require the shutdown
    of airside pavements and/or navigational aids for more than 24 hours
    or in excess of 4 hours daily on consecutive days. NOTAMs should be
    prepared daily by the airport operator and issued by the airport
    operator to reflect current construction activities.

b.  **Safety Meetings.** Regularly scheduled safety meetings should be
    held to discuss safety issues. Personnel should be reminded that
    nighttime and off-peak construction offers some unique safety
    concerns such as the need to lock out electrical switches to prevent
    accidentally or prematurely energizing electrical systems, the need
    to wear reflective vests and hats to increase visibility, etc.
    Safety meetings should address airfield environment awareness and
    stress the serious consequences of runway/taxiway incursions.
    Keeping contractor and subcontractor personnel up to date on the
    changing work areas and changing active airfield areas is critical.

c.  **Truck Haul Routes.** Truck haul routes should be located to avoid
    the use of airside airport pavements (unless there is no
    cost-effective alternative), minimize hauling operations within
    aircraft operating areas, and to avoid truck traffic in close
    proximity to navigational aids. Truck haul routes should be clearly
    marked. The use of radio equipped escort vehicles to guide truck
    traffic to and from the work area is highly recommended.

d.  **Construction Lighting and Barricades.** The contractor should be
    required to have sufficient construction lighting and barricades (as
    indicated in the construction safety/phasing plans and
    specifications) to block off any intersecting runways and taxiways
    and to delineate haul routes to the work site.

e.  **Staging Areas.** To facilitate construction equipment, staging
    area(s) should be as close to the work site as possible in a
    location that will not interfere with aircraft operations or
    navigational aids. The staging area(s) should be fenced and secured
    where practicable.

f.  **Storage of Construction Materials.** Storage of construction
    materials should be located within or near the equipment staging
    area(s), if practical. However, if this is not practical, stored
    material should be covered and located to preclude wind, jet blast,
    prop wash and/or rain from blowing or washing materials into
    aircraft operating areas. Stored materials should not encroach on
    aircraft operating areas or otherwise violate criteria in Title 14
    Code of Federal Regulation (CFR) Part 77 *Objects Affecting
    Navigable Airspace,* or the airport hazard criteria contained in AC
    150/5300-13, *Airport Design*, unless the location and heights of
    the stored material have been approved by an FAA airspace study.

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24. []{#__RefHeading___Toc147284522 .anchor}**POST-CONSTRUCTION
    INSPECTION.** Prior to reopening pavements to aircraft operations,
    an inspection of the work area must be performed by the project
    manager. The project manager (or project manager's designated
    representative) should conduct an inspection of the work area with
    airport operations personnel and the project superintendent. The
    project manager should ensure that all construction materials have
    been secured, all pavement surfaces have been swept clean, all
    transition ramps have been properly constructed, and that surfaces
    have been appropriately marked for aircraft to operate safely \[see
    paragraph 12b(5) and Figure 2\]. Only if all items on the list meet
    with the airport operator and project manager's (or project
    manager's designated representative) approval should the air traffic
    control tower be notified to open the area to aircraft operations.
    The contractor's superintendent should be required to retain a
    suitable workforce and the necessary equipment at the work area for
    any last minute cleanup which may be requested by the airport's
    project manager prior to opening the pavement.

# 

# SECTION 8. CONSTRUCTION PRACTICES

25. []{#__RefHeading___Toc147284524 .anchor}**PRECONSTRUCTION
    CONFERENCE.** The requirements and procedures to be followed during
    the off-peak construction process should be set forth in detail and
    discussed with all parties involved in or affected by the
    construction at a preconstruction conference. The format, agenda and
    timing of preconstruction conferences are described in AC
    150/5300-9, *Predesign, Prebid, and Preconstruction Conferences for
    Airport Grant Projects*. The overall purpose of these conferences is
    to ensure that all parties understand the construction procedures,
    as well as potential problems and possible solutions. The conference
    should be convened and conducted by the project manager as soon as
    practicable after the construction contract has been awarded and
    before the notice to proceed has been issued. The agenda should
    include items such as operational safety, testing, quality control,
    security, labor requirements and environmental factors. The items
    discussed below are particularly important and should be emphasized
    at preconstruction conferences for off-peak paving projects.

26. []{#__RefHeading___Toc147284525 .anchor}**PROJECT SUBMITTALS.**
    Prior to beginning work on the project, the contractor must be
    required to file the following items with the project manager for
    approval:

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a.  **Progress Schedule.** A detailed progress schedule showing the
    proposed schedule of work in the areas to be constructed each
    period.

b.  **Equipment and Personnel.** A complete list of contractors,
    equipment, and personnel to be used, including standby equipment, as
    required by the specifications.

c.  **Asphalt Plant.** Evidence that the hot-mix asphalt plant or plants
    meet the requirements of the specifications.

d.  **Quantity.** Evidence that the amount of hot-mix asphalt that the
    contractor proposes to place each work period can be supplied to the
    construction site in the time required.

e.  **Project Superintendent.** The experience record of the project
    superintendent that the contractor proposes to place in charge of
    the project. The experience record should list the superintendent's
    experience on hot-mix asphalt overlays, including nighttime or
    off-peak construction.

f.  **Safety/Phasing Plan.** A detailed safety plan that addresses
    airfield security requirements, construction safety barricade
    locations, haul routes, etc. All safety plans must be coordinated
    with the FAA's Airports District Office and updated weekly as
    required in section 7, paragraph 22.

g.  **Other Requirements.** Other requirements identified in the
    contract documents.

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27. []{#__RefHeading___Toc147284526 .anchor}**TESTING AND INSPECTION.**
    It should be emphasized to the contractor that acceptance testing
    will take place each work period, and work will not be allowed to
    proceed in the next work period unless all tests have been reviewed,
    recorded, and approved. The daily inspection reports should be made
    by the inspection team and testing laboratory. These reports should
    include the location and description of the work performed, the
    results of the inspections, and any comments on the specifications.
    Items considered to be critical are Marshall test results, in-place
    density results, pavement smoothness, and finished grade elevations.

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a.  **Reporting Test Results.** All laboratory test results, with the
    exception of field core densities, should be forwarded to the
    project manager as soon as practical during the work period. Open
    lines of communication from the laboratory to the field and back
    will allow for minor changes to be made at the plant to the HMA (if
    required) during production. These potential changes will promote a
    better quality product.

b.  **Reporting Field Cored Densities.** The field cores for in-place
    density acceptance testing may have to be obtained during the
    following work period due to pavement temperatures or reopening
    times. The results of these tests may not be known over 24 hours.

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28. []{#__RefHeading___Toc147284527 .anchor}**CONSTRUCTION PROGRESS
    MEETINGS.**

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a.  **Daily.** A daily progress meeting should be held between the
    project manager and the contractor's superintendent to discuss the
    work requirements for the next work period and to review the test
    results from the previous work period.

b.  **Weekly.** A weekly progress meeting should be held with
    representatives of all elements of the airport and the airport user
    community. The agenda for this meeting should include the work
    schedule for the coming week, any operational problems that have
    been encountered or may be expected, and any other operational
    aspects of the project as necessary. The progress meeting should
    also address the updated safety/phasing plan with the associated
    changes for the following week.

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29. []{#__RefHeading___Toc147284528 .anchor}**WEATHER.**

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a.  **Permissible Weather Conditions.** The project manager, the
    contractor, the local airway facilities sector office and field
    maintenance personnel, airport operations, and the air traffic
    control tower should establish procedures for determining the
    weather conditions under which work will not begin as scheduled or
    when work should be suspended due to inclement weather. It is
    particularly important to establish an adequate lead time for
    notifying the contractor if work is to be suspended for the period
    due to inclement weather.

b.  **Wind Conditions.** Weather conditions that may affect construction
    include wind conditions, as well as precipitation and temperature.
    For example, a forecast of winds from a particular direction may
    preclude the use of a crosswind runway or other alternative.
    Off-peak construction during Instrument Flight Rule (IFR) conditions
    is not recommended because construction vehicles and markings may be
    difficult to see from the control tower as well as from an aircraft
    cockpit.

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30. []{#__RefHeading___Toc147284529 .anchor}**COMMUNICATION.** It should
    be emphasized to the contractor that all communication with the air
    traffic control tower or any other element of the airport should be
    made through the project manager (or project manager's designated
    representative) or as agreed upon between the ATCT and the airport.
    This is important because the number of people having contact with
    the various elements of the airport should be limited in order to
    prevent possible misunderstandings or conflicting information. The
    only exception should be radio-equipped escort vehicles controlling
    construction traffic through active airfield pavements or zones. The
    project manager should have direct contact with airport operations
    at all times. All requests for closing and/or opening the
    construction area to aircraft operations should be made only by the
    project manager (or the project manager's designated
    representative).

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a.  **Radio Frequencies.** On large paving projects, project managers,
    contractors, airport management, and security personnel must
    coordinate to ensure that the radio frequencies used for contact and
    control of day-to-day construction operations by radio do not
    conflict with existing frequencies used for air traffic, security,
    and emergency purposes. Airport communication requirements should be
    included in the contract documents and followed in their entirety
    over the life of the project.

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31. []{#__RefHeading___Toc147284530 .anchor}**SECURITY DURING
    CONSTRUCTION.** In addition to the normal security requirements and
    operational procedures of the airport, all personnel and suppliers
    should be given a drawing showing haul routes, restricted areas, and
    any other details pertinent to the construction operation. The
    drawing should contain a notice that states that any unauthorized
    construction personnel found in restricted areas of the airport are
    subject to arrest for a punishable Federal offense and will be
    promptly and permanently removed from the job. At some airports, all
    vehicles are escorted to and from airside locations for safety and
    security reasons. Security requirements vary at individual airports
    and these requirements should be detailed in the project
    specifications.

32. []{#__RefHeading___Toc147284531 .anchor}**ASSEMBLY OF EQUIPMENT.**
    Prior to beginning work, the contractor should make certain that all
    equipment, including standby equipment, is in good operating
    condition and ready to begin work. After the project manager has
    checked with the weather service and airport operations, conferred
    with the contractor's superintendent, and agreed that work may
    proceed as scheduled, the contractor should assemble all personnel
    and equipment in the designated equipment staging area(s). All
    equipment must be fully operational and tested prior to mobilizing
    from the designated equipment staging area to the work site.
    Equipment and personnel should be organized so that they can proceed
    to the work area as soon as authorization is given. Also, all
    hot-mix plants should be operating and ready to produce the paving
    material when notified.

**Intentionally left blank.**

# 

# SECTION 9. CONSTRUCTION TECHNIQUES

33. []{#__RefHeading___Toc147284533 .anchor}**TEST SECTIONS.** Prior to
    beginning full production of any pavement work on the project, a
    test strip should be placed, following the provisions of the P-401
    specifications, to provide a trial run for all aspects of the paving
    operation as well as communications and acceptance testing. The test
    strip should be at least 150 feet (45M) long with a nominal
    thickness of two inches (50mm) and should include transition ramps,
    as detailed on the plans. The test strip should include pavement
    milling (to grade) if the project has profile milling and transverse
    passes for transitional ramps. The test strip paving operation
    should be set up to run on a reference line/laser for vertical
    control, and a reference line/laser and/or averaging device (ski)
    with design grades set.

**NOTE:** *Test strips for off-peak construction should be performed on
"closed" pavement areas similar to existing construction conditions at
the project work area, where it is not practical to close the actual
work area for this limited amount of work.*

34. []{#__RefHeading___Toc147284534 .anchor}**LIMITS OF OVERLAY
    OPERATIONS.** When placing overlay pavement during off-peak periods,
    it is essential that the full width of the overlay be placed during
    each work period. Each work period should be as long as possible in
    order to limit the number of transverse joints for the entire
    project. When overlaying runways, the overlay operation should begin
    at one end of the runway and proceed in the primary direction of
    aircraft operations. The limits of HMA overlay may increase for each
    work shift once the project manager becomes comfortable with the
    capabilities of construction personnel and production rates.

35. []{#__RefHeading___Toc147284535 .anchor}**PLACEMENT OF HOT-MIX
    ASPHALT.**

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a.  **Spreaders.** The preferred method of placing hot-mix asphalt is to
    use 25-foot (7.5M) spreaders working in echelon. Paving spreaders of
    lesser widths may be used; however, wider spreaders will maximize
    the use of available time for paving and minimize paving joints.
    Spreaders working in echelon help to maintain a hot joint between
    adjacent paving lanes. The spreaders should start on the centerline
    and work their way outward in the sequence shown in Figure 4. It is
    important to overlay as much of the center portion of the runway as
    possible in the event that equipment failure or weather problems
    force the suspension of work. During the paving operation, the
    contractor should hold raking to a minimum and should be prohibited
    from casting raked material on the mat.

![](media/image5.wmf){width="6.497222222222222in"
height="4.915277777777778in"}

[]{#__RefHeading___Toc147284547 .anchor}Figure 4. Typical Overlay
Section -- 150-foot (45M) Runway

b.  **Grade Control.** If the runway is considered sufficiently smooth,
    the contractor may be permitted to place hot-mix asphalt using a
    traveling stringline. A slope control device should not be used
    under any circumstances because the cumulative error in
    multiple-lane paving may violate the grade control criteria. If the
    runway is not considered sufficiently smooth for the use of a
    traveling stringline, an erected stringline (Figure 5), digital
    control, Global Positioning System (GPS), or laser control should be
    required. In this case erected stringlines or laser controls should
    be used on both sides of the paver for the initial centerline pass.
    Subsequent passes may be controlled by a joint matcher on the newly
    overlaid side of the paver and laser control on the opposite side or
    a 30-foot (9M) averaging ski.

![](media/image6.jpeg){width="6.497222222222222in"
height="7.4743055555555555in"}

[]{#__RefHeading___Toc147284548 .anchor}Figure 5. Setting an Erected
Stringline

c.  **Opening to Traffic.** The time required between the end of hot-mix
    asphalt placing and opening the pavement to aircraft traffic will
    vary depending on several factors. Asphalt placing can continue up
    to the time that will allow the newly placed surface to cool
    sufficiently to avoid rutting and the construction team, inspectors,
    and survey crew can complete their assigned tasks. These tasks
    include acceptance testing, pavement striping, cleaning up the
    construction area, and securing all materials which are to be left
    on the construction site. The potential for aircraft traffic to
    cause rutting of the newly placed mat is a function of the stability
    of the mix, which varies with temperature and asphalt content. As a
    general rule, aircraft traffic should not be allowed on the newly
    placed mat until it cools to 150°F (65.5°C) or lower. When it can be
    demonstrated that a specific HMA pavement material has shown that
    traffic will not adversely affect the pavement at higher
    temperatures, then higher pavement opening temperatures would be
    acceptable.

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36. []{#__RefHeading___Toc147284536 .anchor}**TRANSITION RAMPS.**

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a.  **Transverse Ramps.** At the end of each work period a ramp should
    be constructed to provide a transition from the completed course of
    the overlay to the existing pavement. The construction of this
    transitional area is one of the most important tasks in the work
    period because a ramp that is too steep could cause structural
    damage to an operating aircraft or a malfunction of the aircraft's
    instruments. A ramp that is too long may result in raveling of the
    pavement and damage to aircraft engines if any of the loosened
    material is ingested. When practicable, it is recommended that the
    overlay proceed in the predominant direction of aircraft resulting
    in "down" transition ramps. This will further minimize the potential
    for damage to aircraft landing gear.

b.  **Multiple-lift Overlays.** In multiple-lift overlays the transition
    ramps should not be constructed any closer than 500 feet (150M) to
    one another. The length of all longitudinal ramp slopes should be 15
    feet (4.5M) for each inch (25mm) of depth of compacted overlay.
    Every effort should be made to pave the full width of the runway or
    taxiway during each work period. However, in cases where it is
    necessary to construct a transverse transition ramp, the ramp slope
    should be 5 feet (1.5M) in the transverse direction for each inch
    (25mm) of compacted overlay. Aircraft operations are sometimes
    allowed on very thin partial width overlays, such as porous friction
    course surfaces without transverse ramps. Abrupt drops of over 1
    inch (25mm) should not be allowed on any airfield pavement where
    aircraft ground speeds may exceed 35 knots.

c.  **Construction Methods.** Transition ramps are to be made with
    cold-planing equipment of suitable size for the work required.

d.  **Cold-planing Equipment.** The most effective method of ramp
    construction is to use a cold-planing machine (Figure 6) to heel cut
    the pavement at the beginning and at the end of each work-period
    overlay. This method is shown in Figure 7. Millings and debris from
    cold-planing must be removed in their entirety before the
    application of tack coat or the placement of HMA pavements. When
    placing the final surface course of an overlay, the heel cut at the
    start of the second overlay period should be equal to the thickness
    of the overlay to ensure a smooth joint.

e.  **Other Requirements.** Other requirements identified in the
    contract documents.

![](media/image7.wmf){width="5.997222222222222in"
height="4.170138888888889in"}

[]{#__RefHeading___Toc147284549 .anchor}Figure 6. A Cold-Planer for Use
in Removing Transition Ramp

![](media/image8.wmf){width="6.000694444444444in"
height="3.747916666666667in"}

[]{#__RefHeading___Toc147284550 .anchor}Figure 7. Transition Ramp
Construction with Cold-Planing Equipment

37. []{#__RefHeading___Toc147284537 .anchor}**IN-PAVEMENT LIGHTING.**
    Details depicting the removal and reinstallation of in-pavement
    lighting should be included on the plans where applicable. The
    details should depict: removal of the light fixture and extension
    ring, placement of a target plate over the light base, filling the
    hole with hot-mix asphalt until overlay operations are complete,
    accurate survey location information, core drilling with a small
    (3-4 inch \[75-100mm\]) core to locate the center of the target
    plate, and final coring with an appropriate sized core machine
    (Figure 8). The light and new extension ring can then be installed
    to the proper elevation. When measuring and installing new extension
    rings after the overlay is in place, care should be taken to match
    each extension ring with the specific light fixture for which it was
    measured. Also, the compound used to seal around the light bases and
    to fill slots for conduits should be a type manufactured for that
    particular purpose and should be compatible with the hot-mix
    asphalt. For thin overlays, extension rings are sometimes added
    before overlaying. The removal and reinstallation process may
    require that certain lights be out of service for a period of time.
    The reinstallation process on overlays greater than 2 inches (50mm)
    requires lights to be cored to receive the extensions(s) and
    fixtures. Pavement overlay temperatures must be such that core holes
    do not distort. In-pavement lights should be installed in
    conformance with the manufacturers' written instructions and in
    conjunction with the contract documents. Details of in-pavement
    lighting installation should be specifically detailed and noted in
    the contract drawings and specifications.

38. []{#__RefHeading___Toc147284538 .anchor}**PAVEMENT MARKING.**
    Several different types of paint have been successfully used for
    temporary markings. However, water emulsion-based paint (Federal
    Specification TT-P-1952) is generally preferred over solvent-based
    paint (Federal Specification A-A-2886) due to the lower cost of the
    paint and lower effort and maintenance cost associated with cleanup.
    When applying temporary markings at night, it is recommended that
    the fast drying, Type II paint be used to help offset the higher
    humidity and cooler temperatures often experienced at night.
    Temporary markings are generally applied at 50% of the application
    rate recommended for permanent markings. Diluting the paint is not
    recommended. Dry time will be increased substantially if paint is
    diluted. Drop-on glass beads are not required for temporary
    markings. The decreased paint thickness of temporary markings
    results in proper embedment of only a portion of drop-on glass
    beads. If a marginal increase in conspicuity is necessary, the
    smallest gradation for glass bead conforming to Federal
    Specification TT-B-1325, Type I, is recommended. Loose beads on the
    pavement are considered construction debris and must be removed.
    Striated markings may also be used for certain temporary markings.
    AC 150/5340-1, *Standards for Airport Markings*, has additional
    guidance on temporary markings.

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a.  **Pavement Curing.** If possible, it is recommended that temporary
    markings on the final surface be left in place until final curing of
    the surface is achieved (usually 30 days). Allowing the final
    surface to cure will usually result in better appearance and
    adherence of the permanent markings.

b.  **Marking Tape.** Pavement marking tape is not recommended for the
    temporary marking of paved surfaces. If the temperature of the mat
    is too high when the tape is put down, the tape may melt into the
    pavement and will be very difficult and time-consuming to remove
    prior to the application of the next course of the overlay. Also, if
    the tape does not adhere properly, it can be blown loose by jet
    blast and possibly be ingested by an aircraft engine.

![](media/image9.jpeg){width="5.502083333333333in"
height="8.000694444444445in"}

[]{#__RefHeading___Toc147284551 .anchor}Figure 8. Core Drilling Above
In-pavement Light Base (NOTE: *Drilling Rig is Plumb*)

39. []{#__RefHeading___Toc147284539 .anchor}**WORK AREA CLEANUP.**
    Sufficient time should be provided at the end of each work period to
    allow for cleanup and inspection of the work area before it is
    opened to aircraft operations. All construction debris should be
    totally removed from the work area. Suction/brush type sweepers
    should be in operation during most of the work period to minimize
    final work area cleanup time. Rotary broom and blower type sweepers
    have been found effective in cleaning milled pavement surfaces.
    Where additional courses of pavement raise the surface of the
    pavement to the point where the runway shoulders deviate from the
    standards set forth in 14 CFR Part 139, and AC 150/5300-13, *Airport
    Design*, the contractor should restore the shoulders to the proper
    grade before the pavement is reopened to air traffic. All
    construction materials that must be temporarily left onsite should
    be transported to a designated materials staging area. All such
    materials must be secured so that they cannot be dislodged by wind
    or jet blast. The contractor's superintendent should accompany the
    project manager, resident engineer, and a representative from
    airport operations on an inspection of the work area before it is
    opened to traffic. The contractor should have the necessary manpower
    and equipment standing by to perform any additional cleanup that may
    be identified during this inspection. Active work areas should be
    periodically monitored by airport operations personnel to ensure the
    area remains free of all debris. It is not recommended that airport
    owners assist in the cleanup of construction materials and debris as
    a joint effort with the contractor. A clear delineation of roles and
    responsibilities during construction projects is in the best
    interest of all parties.

40. []{#__RefHeading___Toc147284540 .anchor}**MILLED SURFACES.** The
    construction process can be made more efficient by milling off a
    greater area of the pavement surface than will be overlaid during
    the work period. On occasion, aircraft operators and the airport
    owner (airport operations officer) may agree to permit operations on
    runways which have partially milled surfaces. Operations on
    partially milled surfaces are generally allowed when milling
    requirements have not been extensive. On certificated airports, the
    partially milled surface must not violate any of the pavement
    requirements set forth in 14 CFR Part 139. Generally, a maximum
    length of 700 feet (215M) of milled surface is acceptable. In
    addition, the milled surface must not be so deep or of such a
    geometry as to impair directional control of the aircraft.
    Transition joints must also be adjusted to meet the specific needs
    of the airport. Milled surfaces must be thoroughly cleaned of all
    dust and loose particles prior to opening for aircraft traffic.

# 

# SECTION 10. SUMMARY

41. []{#__RefHeading___Toc147284542 .anchor}**GENERAL.** Off-peak
    construction can be an effective way to maintain and improve
    airports while avoiding excessive aircraft delays. However, as
    described in the preceding paragraphs, certain factors must be
    considered and procedures followed to ensure quality construction
    while maintaining a safe operating environment. The airport sponsor
    should conduct a cost-benefit analysis to determine the
    applicability of off-peak construction to any particular project. In
    summary, adequate lead times should be given for airport users to
    adjust their schedules and operating procedures where feasible and
    possible. Coordination should be maintained with all affected
    parties through all phases of the project. Construction plans and
    specifications should be detailed to show the unique aspects and
    construction phasing requirements of the project. Finally, specific
    construction practices and techniques should be followed to ensure
    that the construction is of acceptable quality, particularly if the
    work is to be done at night.

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# APPENDIX A. RELATED READING MATERIAL

**1. ADVISORY CIRCULARS.** The latest issuance of the following advisory
circulars may be obtained by downloading them from the FAA's website at
www.faa.gov.

a.  AC 00.2, *Advisory Circular Checklist and Status of Other FAA
    Publications*. Contains a listing of all current advisory circulars.

b.  AC 150/5300-9, *Predesign, Prebid and Preconstruction Conferences
    for Airport Grant Projects*. Provides guidance for conducting
    predesign, prebid and preconstruction conferences for projects
    funded under the Federal Aviation Administration's airport grant
    program.

c.  AC 150/5320-6, *Airport Pavement Design and Evaluation*. Provides
    guidance to the public for design and evaluation of pavements at
    civil airports.

d.  AC 150/5320-12, *Measurement, Construction and Maintenance of Skid
    Resistant Airport Pavement Surfaces*. Contains guidance on
    determining runway surface friction characteristics, specifications
    for friction measuring equipment, and procedures for the
    construction and maintenance of skid resistant airport pavement
    surfaces.

e.  AC 150/5340-1, *Standards for Airport Markings*. Describes the
    standards for marking paved runways, taxiways, and closed or
    hazardous areas on airports.

f.  AC 150/5370-2, *Operational Safety on Airports During Construction*.
    Sets forth guidelines concerning the operational safety on airports
    during construction, to assist airport operators in complying with
    Part 139, *Certification and Operation: Land Airports Serving
    Certain Air Carriers*, of the Code of Federal Regulations, and with
    the requirements of federally funded construction projects.

g.  AC 150/5300-13, *Airport Design*. Presents Federal aviation design
    standards for airports.

h.  AC 150/5370-10, *Standards for Specifying Construction of Airports*.
    Provides construction standards and guide specifications to be used
    in specifying grading, drainage, paving, lighting, fencing, turfing,
    and other construction activities at civil airports

**2. GOVERNMENT REPORTS.** The following Government reports may be
purchased from the National Technical Information Service (NTIS), 5285
Port Royal Road, Springfield, Virginia 22161 or from www.ntis.gov.

a.  DOT/FAA/RD-80/121, *Current Practices on Nighttime Pavement
    Construction-Asphaltic Concrete*, July, 1982.

b.  FAA/RD-76/221, *Study of Nighttime Pavement Construction
    Practices-Asphaltic Concrete*, December, 1987.

**3. OTHER REPORTS.** The following report may be obtained from Mr.
Richard P. Raymond, T.Y. Lin International/HJ Ross, 201 Alhambra Circle,
Suite 900, Miami, FL 33134.

a.  Off-Peak Construction Practices for Airfield Pavements Utilizing
    Asphaltic Concrete, Richard P. Raymond, International Industry
    Working Group, April, 1988.