MKS BerkeleyCounty Report

S TAT E W I D E A I R F I E L D
Pavement
Management
S Y S T E M U P D AT E
BERKELEY COUNTY
AIRPORT (MKS)
BERKELEY COUNTY (MKS)
South Carolina Aeronautics Commission
Prepared for:
South Carolina Aeronautics Commission
2553 Airport Boulevard
West Columbia, SC 29170
Prepared by:
Kimley-Horn and Associates, Inc.
802 Gervais Street
Suite, 201
Columbia, SC 29201
(803) 403-8558
1
Executive Summary
2
Executive Summary
In 2016 the South Carolina Aeronautics Commission (SCAC) selected Kimley-Horn and
Associates, Inc. (Kimley-Horn) to perform an update to the Statewide Airfield Pavement
Management System (SAPMS) of select public airport facilities that are in the National Plan of
Integrated Airport Systems (NPIAS) as well as non-NPIAS facilities. The specific update
consisted of thirty-five (35) NPIAS and fourteen (14) non-NPIAS public use airport airfields
classified as the following per the South Carolina Airports System Plan: State Classification I –
Commercial Service (SC-I), State Classification II – Corporate/Business (SC-II), State
Classification III – Business/Recreation (SC-III), and State Classification IV – Recreation/Local
Service (SC-IV). All airports participating with the Federal Aviation Administration (FAA) Airport
Improvement Program (AIP) are required to comply with FAA Order 5100.38 AIP Handbook
through the compliance with the Advisory Circulars 150/5380-7B “Airport Pavement
Management Program (PMP)” and 150/5380-6C “Guidelines and Procedures for
Maintenance of Airport Pavements”. SCAC had implemented the SAPMS to assist public
airport facilities in performing pavement condition index (PCI) survey inspections and analysis in
accordance with the ASTM D5340-12 “Standard Test Method for Airport Pavement
Condition Index Surveys”.
The PCI survey inspection method of pavement is an objective methodology to assess

pavement condition. During a PCI survey inspection, a qualified inspector assesses pavements
on foot and identify visual signs of deterioration. Pavement deterioration, in accordance with the
ASTM D5340-12, is characterized in terms of distinct distress types, severity level of distress,
and quantity of distress. This information is utilized to calculate a numeric PCI value that
represents the overall condition of the pavement in a numeric range from 0 (a condition
category of FAILED) to 100 (GOOD). The PCI methodology analyzes the overall pavement
condition and provides an indication of the degree of maintenance, repair, or rehabilitation
efforts that will be required to sustain functional pavement.
Berkeley County Airport’s airfield pavement facilities were inspected in accordance with the
ASTM D5340-12 in May 2016.
3
Summary of Results
Pavement Condition Index (2016)
Ta b le E- 1 Pa vem e nt Cond iti o n I nde x Summ a ry f o r 2 0 16
Branch Name Branch ID Section ID PCI Condition Rating Area (SF)

APRON 01 A01BK 10 76 Satisfactory 56,299
APRON 01 A01BK 20 73 Satisfactory 110,648
RUNWAY 05/23 RW05BK 10 99 Good 326,325
RUNWAY 05/23 RW05BK 20 100 Good 48,750
TAXILANE 01 TL01BK 10 89 Good 22,680
TAXILANE 01 TL01BK 20 85 Satisfactory 47,494
TAXIWAY A TWABK 05 89 Good 3,046
TAXIWAY A TWABK 10 74 Satisfactory 21,135
TAXIWAY B TWBBK 10 83 Satisfactory 12,444
TAXIWAY B TWBBK 20 90 Good 3,488
TAXIWAY C TWCBK 10 77 Satisfactory 5,702
TAXIWAY C TWCBK 20 84 Satisfactory 4,223
TAXIWAY D TWDBK 10 78 Satisfactory 4,213
TAXIWAY D TWDBK 20 94 Good 10,330
TAXIWAY E TWEBK 10 80 Satisfactory 4,022
TAXIWAY E TWEBK 20 79 Satisfactory 7,633
4
Forecasted Pavement Condition Index 2017-2021

Ta b le E- 2 Pa vem e nt Cond iti o n I nde x Fo re c as t 2 017 - 2 02 1
Network ID Branch ID Section ID 2017 2018 2019 2020 2021

MKS A01BK 10 74 72 70 68 66
MKS A01BK 20 71 69 67 65 63
MKS RW05BK 10 97 96 95 94 93
MKS RW05BK 20 97 96 95 94 92
MKS TL01BK 10 87 85 83 81 79
MKS TL01BK 20 83 81 79 77 75
MKS TWABK 05 87 85 83 81 79
MKS TWABK 10 72 70 68 66 64
MKS TWABK 20 70 68 66 64 62
MKS TWABK 30 70 68 66 64 62
MKS TWABK 40 90 88 86 84 82
MKS TWABK 50 79 77 75 73 71
MKS TWABK 60 96 94 92 90 89
MKS TWBBK 10 81 79 77 75 73
MKS TWBBK 20 88 86 84 82 80
MKS TWCBK 10 75 73 71 69 67
MKS TWCBK 20 82 80 78 76 74
MKS TWDBK 10 76 74 72 70 68
MKS TWDBK 20 92 90 88 86 84
MKS TWEBK 10 78 76 74 72 70
MKS TWEBK 20 77 75 73 71 69
5
Major Rehabilitation Planning 2017-2021

T a b l e E - 3 M a j o r Re h a b i l i t a t i o n Pl a n n i n g 2 0 1 7 - 2 0 2 1
Program Year Branch ID Section ID Area (SF) PCI Before Rehabilitation Type Planning Cost
2020 TWABK 20 50,644.00 64.76 AC Mill and Overlay $ 178,000
2021 A01BK 20 110,648.00 63.98 AC Mill and Overlay $ 388,000
*Planning Costs are rounded to the nearest thousand and are intended for budget planning only.
6
F i g u r e E - 4 M a j o r R e h a b i l i t a t i o n Pl a n n i n g A n n u a l B u d g e t 2 0 1 7 - 2 0 2 2
Major Rehabilitation Planning Annual Needs

$500,000
$462,000
$450,000
$412,000
$400,000
$350,000
$300,000
$250,000
$200,000
$150,000
$100,000
$50,000
$0 $0 $0
$0
2017 2018 2019 2020 2021
This report is divided into the following chapters:
 Chapter 1 – Introduction: this section describes the project background, technical

approach, federal regulations, and program objectives.
 Chapter 2 – Airfield Pavement System Inventory: this section provides the resulting
analytical summary of the study’s investigation of each participating airport’s airfield
pavements. This includes the specific airfield pavement network definition characteristics
of facility identification, geometry, functional classification, work history, and section
composition.
 Chapter 3 – Pavement Condition: this section explains PCI Survey inspection efforts and
the analysis results of the current Airport PCI and forecasted PCI values.
 Chapter 4 – Airfield Pavement Rehabilitation Planning: this section identifies, in a non-
prioritized manner, the major rehabilitation needs based on current and forecasted
pavement conditions. General planning level assumptions on the pavement rehabilitation
costs
 Chapter 5 – Conclusion
7
Executive Summary ..................................................................................................................3
Summary of Results ..............................................................................................................4
Pavement Condition Index (2016) .................................................................................................... 4
Forecasted Pavement Condition Index 2017-2021 ........................................................................... 5
Major Rehabilitation Planning 2017-2021 ......................................................................................... 6
Chapter 1 – Introduction.........................................................................................................12
1.1 Introduction ...................................................................................................................12
1.2 Statewide Airfield Pavement Management System (SAPMS) Update 2016-2017 ......12
1.3 Pavement Management Systems .................................................................................13
1.3.1 Airport Pavements................................................................................................................. 13
1.3.2 Airport Airfield Pavement Management Programs.................................................................. 13
1.3.3 Pavement Performance......................................................................................................... 15
1.3.4 Maintenance, Repair, and Rehabilitation Policies................................................................... 16
Chapter 2 – Airfield Pavement System Inventory .................................................................18
2.1 Airfield Pavement Network Information .......................................................................18
2.1.1 Previous and/or Anticipated Airfield Pavement Construction .................................................. 18
2.1.2 Estimated Age of Airfield Pavements ..................................................................................... 18
2.1.3 Functional Use Classification................................................................................................. 20
2.1.4 Pavement Surface Type ........................................................................................................ 20
2.1.5 Pavement System Inventory Details ...................................................................................... 22
2.2 PCI Survey Inspection ...................................................................................................25
2.2.1 Airfield Pavement Inspection ................................................................................................. 25
Chapter 3 – Airfield Pavement Condition ..............................................................................27
3.1 Current Airfield Pavement Condition Index and Rating (2016)...................................27
3.1.1 Section Level Analysis .......................................................................................................... 27
3.1.2 Network Level Analysis ......................................................................................................... 30
3.2 Forecasted Pavement Conditions ................................................................................31
3.2.1 Forecasted Section PCI 2017-2021 ....................................................................................... 31
Chapter 4 – Airfield Pavement Rehabilitation Planning .......................................................35
4.1 Localized Maintenance and Repair ..............................................................................35
4.1.1 Maintenance and Repair based on Distress ........................................................................... 35
4.2 Major Rehabilitation Planning ......................................................................................41
4.2.1 Major Rehabilitation Program ................................................................................................ 41
4.3 Major Rehabilitation Typical Pavement Sections....................................................................... 43
4.4 Major Rehabilitation 2017-2021 ................................................................................................ 45
Chapter 5 – Conclusion ..........................................................................................................50
5.1 Recommendations.........................................................................................................50
5.1.1 Continued PCI Survey Inspections ........................................................................................ 50
5.1.2 Maintenance and Repair ....................................................................................................... 50
| pg. 8
5.1.3 Major Rehabilitation............................................................................................................... 50
5.1.4 Pavement Management System ............................................................................................ 51
5.2 Conclusion .....................................................................................................................51
Appendix A Technical Exhibits
Appendix B Airfield Pavement Analysis Tables
Appendix C Inspection Photograph Documentation
| pg. 9
Table E-1 Pavement Condition Index Summary for 2016 .......................................................4
Table E-2 Pavement Condition Index Forecast 2017-2021 .....................................................5
Table E-3 Major Rehabilitation Planning 2017-2021 ...............................................................6
Figure E-4 Major Rehabilitation Planning Annual Budget 2017-2022 ....................................7
Table 2.1.1 Previous and/or Anticipated Airfield Pavement Construction ..........................18
Figure 2.1.2 Average Age of Pavements Since Last Major Construction............................19
Figure 2.1.3 Airfield Pavement Functional Classification Use by Area ...............................20
Figure 2.1.4 Pavement Surface Type by Area .......................................................................22
Table 2.1.5 Pavement System Inventory Details ...................................................................23
Figure 2.1.5 Example Airfield Pavement System Inventory .................................................24
Figure 2.2.1 Example Airfield Pavement Network Definition................................................25
Figure 3.1.1 Example 2016 Pavement Condition Index ........................................................27
Table 3.1.1 Airfield Pavement Condition Index and Rating Section Details........................29
Figure 3.1.2 Current Condition – Overall Pavements ...........................................................30
Table 3.2.1 Forecasted PCI 2017-2021 ...................................................................................32
Table 4.1.1 (a) Localized Maintenance and Repair – Flexible Asphalt Concrete ................36
Table 4.1.1 (b) Localized Maintenance and Repair – Rigid Portland Cement Concrete .....38
Table 4.1.2 Year-1 Localized Maintenance and Repair .........................................................40
Table 4.2.1 Critical PCI Values by Branch Use and Airport Classification ..........................41
Figure 4.2.1 Major Rehabilitation Planning Decision Diagram.............................................42
Table 4.3.1 (a) Conceptual AC Pavement Section Assumptions for Major Rehabilitation
Planning...................................................................................................................................43
Table 4.3.1 (b) Conceptual PCC Pavement Section Assumptions for Major Rehabilitation
Planning...................................................................................................................................44
Table 4.3.1 (c) Conceptual Pavement Section Cost by Condition for Major Rehabilitation
Planning...................................................................................................................................45
Table 4.4.1 5-Year Major Rehabilitation Needs 2017-2021....................................................45
Figure 4.4.2 5-Year Major Rehabilitation Needs 2017-2021 ..................................................47
Figure 4.4.3 Example 5-Year Major Rehabilitation Plan........................................................48
| pg. 10
Chapter 1
| pg. 11
Chapter 1 – Introduction
1.1 Introduction
The State of South Carolina is home to 60 public use airports. Per the previous 2008 South
Carolina Airport System Plan, the State’s airport system consists of 6 commercial service, 14
corporate/business service, 20 business/recreation service, and 20 recreation/local service
airports.
The South Carolina Aeronautics Commission (SCAC) is responsible for developing and
maintaining the State Aeronautics System Plan and providing technical support and assistance
to public-use airports in the State of South Carolina. As part of its technical support to public
airports, in 1998 the SCAC (then known as the South Carolina Division of Aeronautics)
implemented a comprehensive Statewide Airfield Pavement Management System (SAPMS).
SCAC initiated a pavement management system to support a proactive maintenance program
for public use airports to program applicable and economically sound maintenance,
rehabilitation, and capital improvements through the State Aviation Fund (Title 5 Section 55-5-
280).
A pavement management system is a systematic tool for helping airports make cost effective
decisions regarding pavement maintenance and rehabilitation. A pavement management
system is based on an understanding of an inventory with pavement assets and consistent
method of assessing condition. It provides a technical basis for informed decisions regarding the
timing and type of maintenance, repair, and rehabilitation activities that ensure that airfield
pavements can provide functionally adequate load-carrying capacity, good ride quality, and
remain free of foreign object debris (FOD). In addition, an effective pavement management
system can support agencies and airports with the planning and prioritization of projects based
on performance and economics.
Airports participating with the FAA Airport Improvement Program (AIP) for pavement
improvement grants, are required to comply with FAA Order 5100.38 AIP Handbook through the
compliance with the Advisory Circulars 150/5380-7B “Airport Pavement Management
Program (PMP)” and 150/5380-6C “Guidelines and Procedures for Maintenance of
Airport Pavements” with an effective pavement management system. SCAC’s
implementation of the SAPMS has assisted public airports with this requirement in performing
pavement condition index (PCI) survey inspections and analysis in accordance with the ASTM
D5340-12 “Standard Test Method for Airport Pavement Condition Index Surveys”.
1.2 Statewide Airfield Pavement Management

System (SAPMS) Update 2016-2017
The South Carolina Aeronautics Commission selected Kimley-Horn and Associates, Inc.
(Kimley-Horn) to perform an update to the SAPMS of select public airport facilities listed as part
Chapter 1 – Introduction | pg. 12

of the NPIAS. The specific update, designated as SCAC Project U30-N00-MJ, consists of thirty-
five (35) public use airport airfields.
1.3 Pavement Management Systems

1.3.1 Airport Pavements
Airport operators and technical/maintenance personnel are continually faced with problems
involving pavement distress and deterioration in operating and maintaining pavement
infrastructure. To assist them in undertaking preventive and remedial maintenance, as well as
accomplishing necessary rehabilitation and strengthening program; pavement
maintenance/management programs have been developed. Airports in general have a large
investment in pavements. The major objective in design and construction of these pavements is
to provide adequate load carrying capacity, provide good ride quality, and permit safe operation
of the airport. Immediately upon completion of construction, pavements begin a gradual
deterioration, which is attributable to several factors. Normal distresses in the pavement
structure result from surface weathering, fatigue effects, drainage water effects, and differential
movement in the underlying sub-base over a period of time. In addition, faulty construction
techniques, poor mix designs, substandard materials, or poor workmanship can accelerate the
pavement deterioration process. Consequently, there is a continual requirement to perform
routine maintenance, rehabilitation, and upgrading of existing pavements.
1.3.2 Airport Airfield Pavement Management

Programs
As part of an effective pavement management program, the Airport should regularly evaluate
the pavement conditions and have several maintenance and repair techniques or “activities” and
the knowledge to proactively implement them in a timely manner. The Airport’s PMS is the
realization of a system that compiles airfield pavement asset inventory, construction work
history, condition records, maintenance and repair policies, unit cost considerations, and
pavement performance models that the Airport can use as an effective planning tool.

This update to the SCAC SAPMS will provide the Airport operators, engineers, and
maintenance personnel with the following:
 The present airport airfield pavement system inventory and understanding of recently
performed or anticipated pavement construction projects (maintenance, repair, and
major rehabilitation);
 The present condition of the Airport maintained airfield pavement network (runway,
taxiway, and apron), as a whole and further subdivided into Branch, Section, and
Sample;
 Forecast of future performance of the Airport’s airfield pavement network and for each
individual Section;
 An estimate of current maintenance needs based on an understanding of the

deterioration of the pavements;
 A schedule of preventative maintenance surface treatments based on forecasted
pavement conditions over the next 5-years;
 An identification of major rehabilitation needs (reconstruction, restoration, or asphalt mill
and overlay) over the next 5-years
Because pavement is a dynamic structure, the PMS should be a living and continuously
updated element of the Airport’s infrastructure program as to best reflect the changes in
pavement condition, aircraft operational growth, maintenance efforts and new technologies, unit
costs of materials, and maintenance strategies that may be constrained due to budgetary
requirements.
A substantial portion of any PMS involves the evaluation of airfield pavement distresses and
infrastructure conditions in an objective and consistent manner. The ASTM D5340-12 is the
industry standard for the identification, measurement, and rating of pavement distresses that
ensures a consistent and objective means of documenting and analyzing pavement condition as
required by the FAA. The PCI is the result of systematically cataloguing distress data in
manageable “samples” across the network as to calculate an index based on empirical
knowledge of the performance and distress mechanisms of pavements. PCI is a numeric index
ranging from 0 to 100, with 0 being a “FAILED” pavement and 100 being a “GOOD” newly
constructed pavement. Figure 1.3.2 graphically represents the PCI categorical ratings with a
conceptual pavement life curve.

Figure 1.3.2
The most effective means of preserving pavement areas is the implementation of a

comprehensive maintenance program. Such a program is a coordinated, budgeted, and
systematic approach for both preventive and remedial maintenance. If routine maintenance is
not performed during the early stages of deterioration, extensive repairs may be required at a
later date. This type of neglect is costly, not only in terms of dollars, but also in terms of
operational interruptions. Therefore, early detection and repair of pavement defects is, without
doubt, the most important preventive maintenance procedure. Cracks and other surface
defects, which at their early stages are almost unnoticeable, may develop into serious pavement
distresses if not repaired. In all cases of pavement distress manifestations, the causes of the
problem should first be determined. Repairs can then be made which will not only correct the
present damage but also prevent or delay its progressive occurrence.
1.3.3 Pavement Performance

Above is a model of how typical airfield’s pavement deteriorates over time. In interpreting the
curve of the model, a pavement typically starts with a “GOOD” condition rating when it is newly
constructed. Midway through its infrastructure life, a low-cost repair such as crack seal, surface
seal treatment, and select full depth patch activities will cost significantly less per square foot.
From the model, there is a limited duration of opportunity to perform low cost maintenance
repairs before the airfield pavement, by virtue of further deterioration due to time, would need
more substantial repairs such as larger Section Area mill and overlay rehabilitation or
reconstruction that significantly cost more per square foot.

By performing timely maintenance, pavement conditions can be improved due; rather delay
steep deterioration, thereby extending the life of the airfield pavement. Figure 1.3.3 is a
graphical illustration of the benefits of timely preservation treatments on
Figure 1.3.3
To further elaborate; a traditional, moderately used facility, flexible pavement section consisting
of hot-mix asphalt concrete airfield pavement has an approximate design life of 20-years prior to
needing reconstructed, if no preventive maintenance is performed or no drastic alteration in
traffic pattern occurs (i.e. increased aircraft traffic or substantial changes in aircraft fleet mix) it
will typically cost the Airport substantially more per square foot to resurface or reconstruct
pavement for a Section. Alternatively, it can cost the Airport much less per square foot to seal
cracks, perform preventative asphalt maintenance such as asphalt surface rejuvenators, and do
select or “localized” base repairs, which may extend the life of the pavement section by 3 to 5
years.
1.3.4 Maintenance, Repair, and Rehabilitation

Policies
One of the key goals of a PMS is to develop an overall maintenance, repair, and rehabilitation
program “M&R Program” that sustains pavement sections in the “GOOD” to “FAIR” (PCI range
of 100 to 70) categories from deteriorating further. Furthermore, a PMS can establish
appropriate and timely responses to pavement condition and in certain cases specific pavement
distress as manifested by the M&R program that identifies section level activities. This
information can be the basis of the evaluation of budget scenarios and ultimately the list of
potential projects that the Airport may choose to prioritize in their project planning process.

Chapter 2

Chapter 2 – Airfield Pavement

System Inventory
2.1 Airfield Pavement Network Information
2.1.1 Previous and/or Anticipated Airfield
Pavement Construction
Based on information provided by the Airport, the following Table 2.1.1 summarizes the airfield
pavement construction projects that have been incorporated into the SAPMS database system
since the 2001 Program Update, further details on the work history are in Appendix B.
T a b l e 2 . 1 . 1 P r e v i o u s a n d / o r A n t i c i p a t e d Ai r f i e l d P a v e m e n t C o n s t r u c t i o n
Year FAA Project Number State Project Number General Work Description
2001 009-2001 01-020 Taxiway "A" Extension and

Reconstruction
2002 008-2000 00-015 Apron Expansion and

Reconstruction
2004 012-2004 04-017 Runway 5-23 Extension
2009 015-2007 07-014 Construct Portion of Parallel

Taxiway "A"
2012 018-2010 10-013 Runway 5-23 and Taxiway Tie-in

Overlay
2015 - - Runway 5-23 and Taxiway "A"

Extension
2.1.2 Estimated Age of Airfield Pavements

Standard pavement design practice considers a design life of a 20-year period. Design inputs
typically require subgrade soil conditions, pavement section layer material characteristics, and
anticipated loading (aircraft fleet mix) for the design life period. Based on the review of the
historic airfield pavement construction, Figure 2.1.2 summarizes the average age of the
pavement sections since any major construction activity has occurred during the PCI Survey
inspection.
Chapter 2 – Airfield Pavement System Inventory | pg. 18

F i g u r e 2 . 1 . 2 A v e r a g e A g e o f Pa v e m e n t s S i n c e L a s t M a j o r C o n s t r u c t i o n
Average Age of Pavements Since Last Major

Construction
400,000
350,000
300,000
Area of Pavement (SF)
250,000
200,000
150,000
100,000
50,000
0
Age Band (Years)
00-02 03-05 06-10 11-15 16-20 21-25
The estimation of the pavement age is based on information requested and provided by
participating airports. Additionally, data collected in the 2001-2002 System Update and 2012
Pavement Classification Number study was relied upon.

2.1.3 Functional Use Classification

Pavements are subject to varying aircraft loading patterns based on utilization and overall
operations. For this SAPMS Program Update, the following categories of airfield functional use
have been identified and associated with the pavement branch facilities: Apron, Helipad,
Taxilane, Taxiway, and Runway. Figure 2.1.3 summarizes the identified pavements’ functional
use by area in square feet.
F i g u r e 2 . 1 . 3 Ai r f i e l d P a v e m e n t F u n c t i o n a l Cl a s s i f i c a t i o n Us e b y A r e a
Airfield Pavement Functional Classification Use

by Area
400,000 375,075
350,000
300,000
Area (Square Feet)
252,081
250,000
200,000
166,947
150,000
100,000
70,174
50,000
0
APRON RUNWAY TAXILANE TAXIWAY
Functional Branch Use Classification
2.1.4 Pavement Surface Type

The airfield pavement facility surface types within the SAPMS include four common types of
pavement: Portland cement concrete (PCC), asphalt concrete (AC), asphalt concrete overlay on
asphalt concrete (AAC), and asphalt concrete overlaid on Portland cement concrete (APC).
Portland Cement Concrete Pavement (PCC) – rigid pavements for airports are
composed of Portland cement concrete placed on a granular or treated base course that
is supported on a compacted subgrade. The concrete surface must provide a texture of
nonskid qualities, prevent the infiltration of surface water into the subgrade, and provide
structural support to the airplanes. Rigid pavement construction requires the layout of
appropriately designed joint spacing. The quality of the concrete as per the FAA AC
150/5370-10G Standards for Specifying Construction of Airports, acceptance and
control tests, methods of construction and handling, and quality of workmanship are
covered in Item P-501, Portland Cement Concrete Pavement.

Asphalt Concrete (AC) – a flexible pavement consisting of hot mix asphalt wearing
surface placed on base course and when required, by subgrade conditions, a subbase.
The entire flexible pavement structure is ultimately supported by the subgrade. The hot
mix asphalt surface or wearing course must prevent the penetration of surface water to
the base course; provide a smooth, well-bonded surface free from loose particles which
might endanger airplanes or persons; resist the shearing stresses induced by airplane
wheel loads; and furnish a texture of nonskid qualities, yet not cause undue wear on
tires. To successfully fulfill these requirements, the surface must be composed of
mixtures of aggregates and bituminous binders which will produce a uniform surface of
suitable texture possessing maximum stability and durability. Since control of the mixture
is of paramount importance, these requirements can best be achieved by use of a
central mixing plant where proper control can be most readily obtained. The quality of
the concrete, acceptance and control tests, methods of construction and handling, and
quality of workmanship are covered in Item P-401/403, Hot Mix Asphalt (HMA)
Pavements of the FAA AC 150/5370-10G Standards for Specifying Construction of
Airports
Asphalt Concrete Overlay on Asphalt Concrete (AAC) – a composite flexible

pavement section consisting of hot mix asphalt concrete that has been placed over an
existing flexible asphalt concrete section. AAC, depending on the construction may have
been constructed in a variety of ways. The following have commonly been observed
Asphalt concrete overlayed on a milled textured surface and Asphalt concrete overlayed
on non-milled or textured surface (may create “sandwiching”).
Asphalt Concrete Overlay on Portland Cement Concrete (APC) – a composite

flexible pavement section consisting of hot mix asphalt concrete that has been placed
over an existing rigid PCC pavement section. This composite pavement section is
subject to Joint Reflection Cracking due to the varying materials coefficients of thermal
expansion that cause varying rates of expansion and contraction between the upper
asphalt layer and the lower rigid pavement material.
Based on the record documentation incorporated within the SAPMS database throughout the
years, the pavement surface types have been assigned to the various pavement sections in
accordance to its work history composition. The following Figure 2.1.4 summarizes the
pavement types observed at this specific airport’s airfield.

F i g u r e 2 . 1 . 4 P a v e m e n t S u r f a c e T y p e b y Ar e a
Pavement Surface Type by Area

500,000
460,482
450,000
400,000 375,075
350,000
Area (Square Feet)
300,000
250,000
200,000
150,000
100,000
50,000 28,720
0
AAC AC PCC
Pavement Surface Type
2.1.5 Pavement System Inventory Details

The following Table 2.1.5 collects the section level details assembled as part of this update. The
section level details are based on the record documentation provided by the airports to SCAC
and from prior studies. The details assembled rely on the accuracy and the adequacy of data
provided. However, it should be noted that characteristics such as pavement areas may be
based on aerial interpretation of spatially projected imagery. The accuracy of data is presented
with the intention of a network planning level document. Should the airport elect to perform
design for construction purposes it is recommended that further investigation be performed at
the project level.

T a b l e 2 . 1 . 5 P a v e m e n t S y s t e m I n v e n t o r y De t a i l s
Last
Network ID Name Branch ID Branch Use Section ID Length Width Area (SF) Surface Construction
Date
MKS APRON 01 A01BK APRON 10 320 150 56,299 AC 7/1/2002
MKS RUNWAY 05/23 RW05BK RUNWAY 10 3,800 75 326,325 PCC 1/1/2012
MKS RUNWAY 05/23 RW05BK RUNWAY 20 650 75 48,750 PCC 4/1/2015
MKS TAXILANE 01 TL01BK TAXILANE 10 490 46 22,680 AC 7/1/1992
MKS TAXIWAY A TWABK TAXIWAY 05 100 35 3,046 AAC 1/1/2012
MKS TAXIWAY A TWABK TAXIWAY 10 630 35 21,135 AC 9/1/2001
MKS TAXIWAY A TWABK TAXIWAY 20 1,420 35 50,644 AC 10/1/2001
MKS TAXIWAY B TWBBK TAXIWAY 10 300 35 12,444 AC 10/1/2001
MKS TAXIWAY B TWBBK TAXIWAY 20 100 35 3,488 AAC 1/1/2012
MKS TAXIWAY C TWCBK TAXIWAY 10 150 35 5,702 AC 10/1/2001
MKS TAXIWAY C TWCBK TAXIWAY 20 110 35 4,223 AAC 1/1/2012
MKS TAXIWAY D TWDBK TAXIWAY 10 110 35 4,213 AC 10/1/2001
MKS TAXIWAY D TWDBK TAXIWAY 20 200 45 10,330 AAC 1/1/2012
MKS TAXIWAY E TWEBK TAXIWAY 10 100 40 4,022 AC 1/1/2005
MKS TAXIWAY E TWEBK TAXIWAY 20 200 45 7,633 AAC 6/1/2011

In summary, the scope of the pavement inventory update resulted in the updating of select
existing pavement geometry and the development of an AutoCAD model with spatial projection
for use within GIS. Exhibit 001 Pavement System Inventory (located in Appendix A) identifies
the airfield pavement facilities evaluated in this study.
F i g u r e 2 . 1 . 5 E x a m p l e Ai r f i e l d P a v e m e n t S y s t e m I n v e n t o r y

2.2 PCI Survey Inspection

2.2.1 Airfield Pavement Inspection
This report includes an Airfield Pavement Network Definition specific to each participating
airport. The document clearly identifies Network, Branch, Section, and Sample Unit features
graphically. Furthermore, the Airfield Network Definition identifies the sample units defined for
inspection. See Appendix A for the Airfield Pavement Network Definition for future PCI Survey
efforts.
F i g u r e 2 . 2 . 1 E x a m p l e Ai r f i e l d P a v e m e n t N e t w o r k D e f i n i t i o n

Chapter 3
| pg. 26

Condition
3.1 Current Airfield Pavement Condition Index
and Rating (2016)
3.1.1 Section Level Analysis
The following Table 3.1.1 provides details for each pavement section of its area-weighted
average PCI and the percent of distress which is load-, climate-, or other-related. The amount of
distress attributed to the various causes (related to load or climate) provides insight into
maintenance, repair, and rehabilitation needs. Load-related distress indicates that pavements
are reaching the end of their design life, and for those pavements exhibiting a significant amount
of these distress types, rehabilitation should be planned to strengthen or reconstruct the
pavement. Appendix A provides a technical exhibit, Exhibit 002 2016 Pavement Condition
Index, that graphically depicts the PCI values and ratings determined from this SAPMS
Program Update.
F i g u r e 3 . 1 . 1 E x a m p l e 2 0 1 6 P a v e m e n t Co n d i t i o n I n d e x
Chapter 3 – Airfield Pavement Condition | pg. 27

Any pavement facilities subject to pavement construction within the past 2 years or anticipated
for construction within the next year may have been omitted for inspection. Pavement subject to
major rehabilitation will be set to a PCI of 100.

T a b l e 3 . 1 . 1 A i r f i e l d P a v e m e n t Co n d i t i o n I n d e x a n d R a t i n g S e c t i o n De t a i l s
Network ID Branch ID Name Branch Use Section ID Area (SF) Surface PCI PCI Rating PCI Pct Climate PCI Pct Load PCI Pct Other Sample Units Inspected Total Sample Units in Section
MKS A01BK APRON 01 APRON 10 56,299.00 AC 76 Satisfactory 100 0 0 3 11
MKS RW05BK RUNWAY 05/23 RUNWAY 10 326,325.00 PCC 99 Good 80 0 20 18 87
MKS TL01BK TAXILANE 01 TAXILANE 10 22,680.00 AC 89 Good 100 0 0 3 4
MKS TL01BK TAXILANE 01 TAXILANE 20 47,494.00 AC 85 Satisfactory 73 0 27 4 11
MKS TWABK TAXIWAY A TAXIWAY 05 3,046.00 AAC 89 Good 100 0 0 1 1
MKS TWABK TAXIWAY A TAXIWAY 10 21,135.00 AC 74 Satisfactory 100 0 0 2 5
MKS TWABK TAXIWAY A TAXIWAY 40 16,094.00 AC 92 Good 100 0 0 1 3
MKS TWBBK TAXIWAY B TAXIWAY 10 12,444.00 AC 83 Satisfactory 100 0 0 2 3
MKS TWBBK TAXIWAY B TAXIWAY 20 3,488.00 AAC 90 Good 100 0 0 1 1
MKS TWCBK TAXIWAY C TAXIWAY 10 5,702.00 AC 77 Satisfactory 78 0 22 1 1
MKS TWCBK TAXIWAY C TAXIWAY 20 4,223.00 AAC 84 Satisfactory 100 0 0 1 1
MKS TWDBK TAXIWAY D TAXIWAY 10 4,213.00 AC 78 Satisfactory 100 0 0 1 1
MKS TWDBK TAXIWAY D TAXIWAY 20 10,330.00 AAC 94 Good 100 0 0 1 2
MKS TWEBK TAXIWAY E TAXIWAY 10 4,022.00 AC 80 Satisfactory 100 0 0 1 1
MKS TWEBK TAXIWAY E TAXIWAY 20 7,633.00 AAC 79 Satisfactory 100 0 0 1 2

The current pavement condition index and rating is represented graphically in technical Exhibit
002 2016 Pavement Condition Index located in Appendix A in accordance with the standard
index ranges defined by the ASTM D5340-12.
3.1.2 Network Level Analysis

The following Figure 3.1.2 summarizes the network level pavement condition analysis based on
the most recent PCI Survey inspection results.
Fi gure 3.1. 2 Cur r e nt Condit i on – Ove r al l Pav em ent s
Current Condition - Overall Pavements

470,000
460,000
450,000
Pavement Area (Square Feet)
440,000
430,000
420,000
410,000
400,000
390,000
380,000
370,000
360,000
Pavement Condition Rating
Good Satisfactory Fair Poor Very Poor Serious Failed

3.2 Forecasted Pavement Conditions

3.2.1 Forecasted Section PCI 2017-2021
A key of pavement management system program is accurately estimating the forecasted
condition of the pavement with the use of Performance Models. Pavement performance models
are developed from the distress data and historic construction records collected for the SAPMS.
This data is consolidated in a database and organized by inspection/construction date,
pavement type, age, and pavement use. The pavement performance models are used to
develop broad prediction models, also known as pavement condition deterioration curves or
family curves. These curves are utilized to developed forecasted PCI values based on historic
trends and statistical models. The following Table 3.2.1 provides detail to the forecasted PCI
values for each section inspected. Appendix A provides a technical exhibit that graphically
depicts the forecasted PCI values and ratings for 2021, title Exhibit 003 2021 Pavement
Condition Index.

BERKELE
Table 3. 2. 1 Forecas ted PCI 2017 -2021

MKS A01BK 10 74 72 70 68 66
MKS A01BK 20 71 69 67 65 63
MKS RW05BK 10 97 96 95 94 93
MKS RW05BK 20 97 96 95 94 92
MKS TL01BK 10 87 85 83 81 79
MKS TL01BK 20 83 81 79 77 75
MKS TWABK 05 87 85 83 81 79
MKS TWABK 10 72 70 68 66 64
MKS TWABK 20 70 68 66 64 62
MKS TWABK 30 70 68 66 64 62
MKS TWABK 40 90 88 86 84 82
MKS TWABK 50 79 77 75 73 71
MKS TWABK 60 96 94 92 90 89
MKS TWBBK 10 81 79 77 75 73
MKS TWBBK 20 88 86 84 82 80
MKS TWCBK 10 75 73 71 69 67
MKS TWCBK 20 82 80 78 76 74
MKS TWDBK 10 76 74 72 70 68
MKS TWDBK 20 92 90 88 86 84
MKS TWEBK 10 78 76 74 72 70
MKS TWEBK 20 77 75 73 71 69

As SCAC continues to update the SAPMS with future PCI Survey inspections and assembly of
airfield pavement construction work history; the performance models will be further refined. With
the refinement of additional PCI and work history data points, the forecasting of pavement
conditions will continue to better reflect the performance trends of airfield pavements in South
Carolina. The forecasted PCI data presented in this report is intended for planning purposes,
specifically to aid in the identification of major rehabilitation of pavements over the next 5 years.

Chapter 4
| pg. 34

Rehabilitation Planning
4.1 Localized Maintenance and Repair
4.1.1 Maintenance and Repair based on Distress
Localized preventative maintenance and stopgap repair is best applied as a conservation
measure and is oftentimes applied to slow the rate of deterioration of distress pavements. For
example, distress types that pavement sections above a critical PCI may consist of low-severity
longitudinal and transverse cracking and low-severity weathering that may be monitored and
repair upon further deterioration. In many cases, however, localized stopgap repair is applied as
a safety measure to address high-severity distress manifestations when major rehabilitation is
not funded for a given section with a PCI value below critical PCI. Some agencies may elect to
define both types; preventative and stopgap, as localized maintenance.
Localized maintenance and repair is classified as small quantity repairs that are specific to
existing pavement deterioration manifestations. The SCAC SAPMS recommends repair actions
based on the specific distress type and severity as identified by the FAA Advisory Circular
150/5380-6C “Guidelines and Procedures for Maintenance of Airport Pavements” .
Localized maintenance and repair performed on pavements prior to deteriorating to or below
critical PCI is considered preventative action and may extend a pavement’s functional life.
However, once a pavement section has reached or deteriorated below the critical PCI, the
repair efforts are considered as a stopgap measure (or safety repair) in lieu of a major
rehabilitation. Tables 4.1.1 (a) and (b) define the specific localized maintenance and repair
actions specific to the recommended actions by the FAA for flexible asphalt concrete and rigid
Portland cement concrete pavements respectively. Ultimately, it is at the judgement of each
airport operator to select a localized maintenance and repair that is considered a permanent,
temporary, or emergency action.
Chapter 4 – Airfield Pavement Rehabilitation Planning| pg. 35

T a b l e 4 . 1 . 1 ( a ) L o c a l i z e d M a i n t e n a n c e a n d Re p a i r – F l e x i b l e As p h a l t C o n c r e t e
Repair Work Type Repair Distress Type/Severity Work Planning Level Cost ($) per
Code Unit Work Unit
SC - PATCHING AC FULL DEPTH SC-PA-AF Alligator Cracking (L, M, H) SqFt $8.00
Block Cracking (H)
Corrugation (L, M, H)
Depression (L, M, H)
Jet Blast
Joint Reflection Cracking (H)
Longitudinal & Transverse

Cracking (H)
Oil Spillage
Patching (M, H)
Rutting (L, M, H)
Slippage Cracking
Swelling (M, H)
SC - PATCHING AC PARTIAL DEPTH SC-PA-AF Bleeding SqFt $4.00
Raveling (H)
Shoving (M,H)
SC - SURFACE SEAL SC-ST-SS Patching (L) SqFt $0.50
Polished Aggregate
Raveling (L, M)
Weathering (M, H)

Repair Work Type Repair Distress Type/Severity Work Planning Level Cost ($) per
Code Unit Work Unit
SC - CRACK SEAL AC - LOW SEVERITY SC-CS-AC-L Longitudinal & Transverse Ft $1.00
Cracking (L)
Block Cracking (L)
Joint Reflection Cracking (L)
SC - CRACK SEAL AC - MEDIUM SEVERITY SC-CS-AC-M Longitudinal & Transverse Ft $2.50

CRACKS Cracking (M)
Block Cracking (M)
Joint Reflection Cracking (M)

T a b l e 4 . 1 . 1 ( b ) L o c a l i z e d M a i n t e n a n c e a n d Re p a i r – R i g i d P o r t l a n d C e m e n t C o n c r e t e
Repair Work Type Repair Code Distress Type/Severity Work Planning Level Cost ($) per
Unit Work Unit
SC – SLAB REPLACEMENT SC-SL-PC Blow-Up (L, M, H) SqFt $35.00
Durability Cracking (M, H)
Large Patch (H)
Scaling (H)
Shattered Slab (L, M, H)
Alkali Silica Reaction (L, M, H)
SC - PATCHING PCC FULL DEPTH SC-PA-PF Corner Break (L, M, H) SqFt $180.00
Small Patch (M, H)
Large Patch (M)
SC - PATCHING PCC PARTIAL DEPTH SC-PA-PP Popouts SqFt $70.00
Scaling (L, M)
Joint Spall (L, M, H)
Corner Spall (L, M, H)
SC - CRACK SEAL - PCC SC-CS-PC Linear Crack (L, M, H) Ft $4.00
SC – JOINT SEAL – PCC SC-JS-PC Joint Seal Damage (L, M, H) Ft $3.50
SC - PUMPING REPAIR SC-PP-PCC Pumping (L, M, H) SqFt $40.00
SC - FAULTING REPAIR SC-FA-PCC Faulting (M, H) SqFt $40.00
SC - GRINDING (LOCALIZED) SC-GR-PP Faulting (L) Ft $4.80

The following Table 4.1.2 presents a statistical extrapolation of distress data that was performed
to estimate the current localized preventative maintenance and stopgap repair needs based on
the most recent PCI survey inspections from this Program Update’s inspection efforts performed
in 2016. The detailed list of localized maintenance and repair activities are recommended to
address the Year-1 needs.
Planning level opinion of probable construction unit costs developed for this Program Update
was based on archived bid tabulations and records from airfield pavement projects in South
Carolina. A review of cost trends and cost factors have been incorporated to assist airports in
planning for project budgets. SCAC has no control over the cost of labor, materials, equipment,
or over the Contractor's methods of determining prices or over competitive bidding or market
conditions. Opinions of probable construction costs provided herein are based on the
information known to SCAC at this time and represent only the Kimley-Horn's judgment as a
design professional familiar with the construction industry. This SAPMS Program cannot and
does not guarantee that proposals, bids, or actual construction costs will not vary from its
opinions of probable construction costs.
The accuracy of the predicted work quantity is subjective with regard to both percentage of
pavement areas surveyed or “sampled” and with regard to the concentration of distresses within
each sample unit. The identified localized maintenance and repair efforts (quantity and cost) are
intended for planning purposes.

T a b l e 4 . 1 . 2 Y e a r - 1 Lo c a l i z e d M a i n t e n a n c e a n d R e p a i r
Branch ID Section ID Description Severity Distress Qty Distress Unit Work Description Work Qty Work Unit Unit Cost Work Cost
A01BK 10 L & T CR L 3,945 Ft SC - CRACK SEAL AC - LOW SEVERITY 3,945 Ft $ 1.00 $ 3,944.49
A01BK 20 BLOCK CR L 5,579 SqFt SC - CRACK SEAL AC - LOW SEVERITY 1,700 Ft $ 1.00 $ 1,700.43
A01BK 20 L & T CR L 8,876 Ft SC - CRACK SEAL AC - LOW SEVERITY 8,876 Ft $ 1.00 $ 8,875.40
RW05BK 10 JT SEAL DMG L 507 Slabs SC - JOINT SEAL - PCC 11,590 Ft $ 3.50 $ 40,565.83
TL01BK 10 L & T CR L 273 Ft SC - CRACK SEAL AC - LOW SEVERITY 273 Ft $ 1.00 $ 272.72
TL01BK 10 RAVELING L 4 SqFt SC - SURFACE SEAL 4 SqFt $ 0.50 $ 2.01
TL01BK 20 DEPRESSION L 224 SqFt SC - PATCHING AC FULL DEPTH 288 SqFt $ 8.00 $ 2,301.39
TL01BK 20 L & T CR L 567 Ft SC - CRACK SEAL AC - LOW SEVERITY 567 Ft $ 1.00 $ 567.13
TL01BK 20 RAVELING L 6 SqFt SC - SURFACE SEAL 6 SqFt $ 0.50 $ 2.79
TWABK 05 L & T CR L 39 Ft SC - CRACK SEAL AC - LOW SEVERITY 39 Ft $ 1.00 $ 39.00
TWABK 10 PATCHING L 659 SqFt SC - SURFACE SEAL 767 SqFt $ 0.50 $ 383.38
TWABK 10 RAVELING L 2,703 SqFt SC - SURFACE SEAL 2,703 SqFt $ 0.50 $ 1,351.53
TWABK 20 L & T CR L 3,045 Ft SC - CRACK SEAL AC - LOW SEVERITY 3,045 Ft $ 1.00 $ 3,045.03
TWABK 30 DEPRESSION L 130 SqFt SC - PATCHING AC FULL DEPTH 180 SqFt $ 8.00 $ 1,442.70
TWABK 30 L & T CR L 1,170 Ft SC - CRACK SEAL AC - LOW SEVERITY 1,170 Ft $ 1.00 $ 1,170.23
TWABK 30 PATCHING L 3,209 SqFt SC - SURFACE SEAL 3,441 SqFt $ 0.50 $ 1,720.32
TWABK 50 DEPRESSION L 18 SqFt SC - PATCHING AC FULL DEPTH 39 SqFt $ 8.00 $ 311.59
TWABK 50 PATCHING L 209 SqFt SC - SURFACE SEAL 271 SqFt $ 0.50 $ 135.59
TWABK 50 RAVELING L 90 SqFt SC - SURFACE SEAL 90 SqFt $ 0.50 $ 44.78
TWBBK 10 L & T CR L 92 Ft SC - CRACK SEAL AC - LOW SEVERITY 92 Ft $ 1.00 $ 91.45
TWBBK 10 RAVELING L 1,027 SqFt SC - SURFACE SEAL 1,027 SqFt $ 0.50 $ 513.61
TWBBK 20 RAVELING L 69 SqFt SC - SURFACE SEAL 69 SqFt $ 0.50 $ 34.50
TWCBK 10 DEPRESSION L 45 SqFt SC - PATCHING AC FULL DEPTH 76 SqFt $ 8.00 $ 608.00
TWCBK 10 L & T CR L 158 Ft SC - CRACK SEAL AC - LOW SEVERITY 158 Ft $ 1.00 $ 158.00
TWCBK 10 RAVELING L 114 SqFt SC - SURFACE SEAL 114 SqFt $ 0.50 $ 57.00
TWCBK 20 L & T CR L 95 Ft SC - CRACK SEAL AC - LOW SEVERITY 95 Ft $ 1.00 $ 95.00
TWCBK 20 RAVELING L 61 SqFt SC - SURFACE SEAL 61 SqFt $ 0.50 $ 30.50
TWDBK 10 L & T CR L 156 Ft SC - CRACK SEAL AC - LOW SEVERITY 156 Ft $ 1.00 $ 156.00
TWDBK 10 RAVELING L 421 SqFt SC - SURFACE SEAL 421 SqFt $ 0.50 $ 210.50
TWEBK 10 L & T CR L 17 Ft SC - CRACK SEAL AC - LOW SEVERITY 17 Ft $ 1.00 $ 17.00
TWEBK 10 PATCHING L 164 SqFt SC - SURFACE SEAL 220 SqFt $ 0.50 $ 109.77
TWEBK 10 RAVELING L 39 SqFt SC - SURFACE SEAL 39 SqFt $ 0.50 $ 19.50
TWEBK 20 L & T CR L 60 Ft SC - CRACK SEAL AC - LOW SEVERITY 60 Ft $ 1.00 $ 59.57
TWEBK 20 PATCHING L 324 SqFt SC - SURFACE SEAL 400 SqFt $ 0.50 $ 200.19
TWEBK 20 RAVELING L 75 SqFt SC - SURFACE SEAL 75 SqFt $ 0.50 $ 37.23

4.2 Major Rehabilitation Planning

4.2.1 Major Rehabilitation Program
Critical Pavement Condition Index
SCAC recommends maintaining a serviceable pavement condition level as means of managing
timely pavement rehabilitation. A pavement is considered to have reached the end of its
functional life when its rideability, skid characteristics, or surface condition have deteriorated to
a point where action is required to correct the deficiency. Determination of when functional
failure has occurred can be implied by the results of a visual condition survey.
To estimate the functional remaining life, the critical PCI values (threshold values) were set for
all airfield pavements based on review of performance models and historic records. Additionally,
the critical PCI of 65 has been established based on understanding of pavement performance
by use, pavement evaluation and design experience, and standard practice. Pavement sections
that deteriorate below the critical PCI are identified as candidate sections for major
rehabilitation. Pavement sections that are above the critical PCI should be considered for
localized maintenance and repair or for global surface treatments unless exhibiting significant
load-related distress types. For general planning purposes, this Program Update utilizes a
critical PCI of 65 – however it is ultimately up to each airport to determine thresholds for
warranting major rehabilitation efforts based on prioritization.
Table 4.2.1 summarizes the PCI values by branch use and airport airfield classification for the
SCAC SAPMS.
T a b l e 4 . 2 . 1 C r i t i c a l P C I V a l u e s b y B r a n c h Us e a n d A i r p o r t Cl a s s i f i c a t i o n
Branch Use
All Airport Runway Taxiway/Taxilane Apron/Other
Classifications
65 65 65
Major Rehabilitation Planning

Major rehabilitation is recommended to correct or improve structural deficiencies and/or
functional deterioration for pavement sections within a network. Major rehabilitation is
recommended when a pavement section reaches or falls below the critical PCI value that is
defined during the system customization or if a pavement section has a significant percentage
(10% or greater) of load-related distress. A high percentage of load-related distress potentially
indicates that the section may be potentially structurally deficient or that the aircraft loads being
applied to the pavement section is different than what the section was designed for. Figure 4.2.1
depicts the decision process for major rehabilitation project identification and planning.

F i g u r e 4 . 2 . 1 M a j o r R e h a b i l i t a t i o n P l a n n i n g De c i s i o n D i a g r a m
For this analysis, the development of a major rehabilitation program is based on the critical PCI
method. The critical PCI method is based on the concept that it is more cost-effective to
maintain pavements above, rather than below their critical PCI. It is assumed that once a
pavement section deteriorates to the critical PCI value that it is more cost-effective to complete
a major rehabilitation project rather than continuing to apply preventive maintenance. This
method includes defining the critical PCI and introducing major rehabilitation work types.
Planning level opinion of probable construction unit costs developed for this Program Update
was based on archived bid tabulations and records from airfield pavement projects in South
Carolina. A review of cost trends and cost factors have been incorporated to assist airports in
planning for project budgets. SCAC has no control over the cost of labor, materials, equipment,
or over the Contractor's methods of determining prices or over competitive bidding or market
conditions. Opinions of probable construction costs provided herein are based on the
information known to SCAC at this time and represent only the Kimley-Horn's judgment as a
design professional familiar with the construction industry. This SAPMS Program cannot and
does not guarantee that proposals, bids, or actual construction costs will not vary from its
opinions of probable construction costs.

4.3 Major Rehabilitation Typical Pavement

Sections
The review of the existing as-built record documentation within the SCAC archives was used as
the basis of the conceptual pavement design sections. Refinement of the pavement section
layers performed in consideration of the Advisory Circular 150/ 5320-6E “Airport Pavement
Design and Evaluation”. It should be noted that no subsurface geotechnical investigation,
ALTA/ACSM Survey, topographic survey, utilities survey, environmental, or site specific air
traffic study(s) have been utilized in the development of the design criteria. No warranty or
assurance is implied in this document for final design nor construction for any airfield pavements
discussed within the SCAC SAPMS Program Update. The following Table 4.3.1 (a) and (b)
provides details to the conceptual pavement sections developed for this study.
T a b l e 4 . 3 . 1 ( a ) C o n c e p t u a l A C P a v e m e n t S e c t i o n A s s u m p t i o n s f o r M a j o r Re h a b i l i t a t i o n
Pl anni ng
Rehabilitation Airport State Classification
Type
SC - I SC - II SC - III SC - IV
P-101 AC Milling (4”) P-101 AC Milling (3”) P-101 AC Milling (2”) P-101 AC Milling (2”)
P-603 Bituminous P-603 Bituminous P-603 Bituminous P-603 Bituminous

Tack Tack Tack Tack
P-401 Hot Mix P-401 HMA (3”) P-401 HMA (2”) P-401 HMA (2”)
AC Mill and Overlay
Asphalt (HMA) (4”)

PCI is 41 to 65
Minor leveling course Minor leveling course Minor leveling course

Minor leveling course for surface grade for surface grade for surface grade
for surface grade corrections. corrections. corrections.
corrections.
Minor pavement Minor pavement Minor pavement
Minor pavement replacement replacement replacement
replacement
P-101 Pavement P-101 Pavement P-101 Pavement P-101 Pavement

Removal Removal Removal Removal
P-152 Subgrade P-152 Subgrade (12”) P-152 Subgrade (12”) P-152 Subgrade
(12”) (12”)
AC Reconstruction
P-209 Base (8”) P-209 Base (8”)

PCI is 40 or less
P-209 Base (10”) P-209 Base (8”)

P-602 Bituminous P-602 Bituminous
P-602 Bituminous Prime Prime P-602 Bituminous
Prime Prime
P-603 Bituminous P-603 Bituminous
P-603 Bituminous Tack Tack P-603 Bituminous
Tack Tack
P-401 HMA (5”) P-401 HMA (4”)
P-401 HMA (6”) P-401 HMA (4”)

Table 4. 3. 1 (b) Con ce pt ual PCC Pav em e nt Sec ti on As sum pti ons f or M aj or Re habili t ati on
Pl anni ng
Rehabilitation Airport State Classification
Type
SC - I SC - II SC - III SC - IV
P-605 Joint Seal P-605 Joint Seal P-605 Joint Seal P-605 Joint Seal
Repair Repair Repair Repair
PCC Restoration
(12”) (12”)
PCI is 41 to 65
P-209 Base (if needed, P-209 Base (if

P-209 Base (if typical) (6”) needed, typical) (6”) P-209 Base (if
needed, typical) (8”) needed, typical) (6”)
P-501 Rigid PCC (15”) P-501 Rigid PCC
(17”) *Select Slabs (25%) (12”)
*Select Slabs (25%)
*Select Slabs (25%) **Crack Seal and *Select Slabs (25%)
Limited Patching **Crack Seal and
**Crack Seal and Limited Patching **Crack Seal and
Limited Patching Limited Patching

P-605 Joint Seal P-605 Joint Seal P-605 Joint Seal P-605 Joint Seal
PCC Reconstruction
PCI Lis 40 or less
Repair Repair Repair Repair
(12”) (12”)
P-209 Base (6”) P-209 Base (6”)
P-209 Base (8”) P-209 Base (6”)
(17”) (12”)

Table 4. 3. 1 (c ) Conc e pt ual Pav em ent Se c ti on Cos t by Condit ion f or M aj or Re habili t ati on
Pl anni ng
Airport State Classification

Major
Rehabilitation SC-I SC-II SC-III SC-IV
(Cost per SF) (Cost per SF) (Cost per SF) (Cost per SF)
AC Mill and Overlay $ 6.00 $ 4.75 $ 3.50 $ 3.50

AC Reconstruction $ 12.75 $ 11.00 $ 9.75 $ 9.75
PCC Restoration $ 17.75 $ 15.75 $ 13.50 $ 13.50
PCC Reconstruction $ 23.50 $ 23.50 $ 18.00 $ 18.00
Planning level opinion of probable construction unit costs consider factors for non-pavement improvements, QA/QC testing, and
administrative costs.
4.4 Major Rehabilitation 2017-2021

The objective of the major pavement rehabilitation needs analysis is to provide planning level
projects within an airport’s airfield pavement network. Major rehabilitation activities are
recommended when a pavement section has deteriorated below the Critical PCI value from a
functionality perspective. In addition, major rehabilitation is also recommended when the
Section PCI is above the Critical PCI but the Section has load-related PCI distresses. However,
most major rehabilitation work is recommended when the Section PCI is below the Critical PCI,
which is when maintenance and repair level activities are not considered to be cost effective.
Major rehabilitation is identified within the SAPMS as major construction activity that would
result in an improvement or “resetting” of the pavement section’s PCI to a value of 100. Such
activities could include; mill and hot-mix asphalt overlay and re-construction. This analysis was
conducted with no constraints to budgets to identify all pavement projects based on Critical PCI
for a 5-year duration. It is recommended that the airport use this as a planning tool for future
project development and prioritization. Table 4.4.1 depicts the major rehabilitation work
identified on the pavement section level based on current and predicted pavement PCI.
Airports should consider the major rehabilitation work types of mill and overlay, PCC restoration,
and reconstruction planning level classifications only. Additional design level investigation in
accordance to the FAA Advisory Circulars will be required to identify specific areas within each
section that are subject to reconstruction, mill and overlay, and PCC restoration. The work and
budgets identified are intended for the planning level not the design level. Areas identified as
mill and overlay may in fact require select areas of reconstruction should load-based distresses
observed warrant it.
Table 4.1.5 provides the section level major rehabilitation needs based on an unconstrained
budget scenario with 2016 non-adjust for inflation planning level unit costs. The purpose of the
unconstrained budget scenario is to provide airports a planning level understanding of
pavement rehabilitation needs based on the condition observed and forecasted. It is
recommended that each airport perform analysis to consider prioritization, design level
information, and availability of funding to develop more accurate capital improvement needs.
Table 4. 4. 1 5-Y ear M aj or Rehabi li tati on Needs 2017 - 2021


The following Figure 4.4.2 summarizes the section level major rehabilitation needs for a 5-year
period between 2017 and 2021. Exhibit 004 5-Year Major Rehabilitation Plan in Appendix A
graphically depicts the planning level recommendations.
F i g u r e 4 . 4 . 2 5 - Y e a r M a j o r Re h a b i l i t a t i o n N e e d s 2 0 1 7 - 2 0 2 1
Major Rehabilitation Planning Annual Needs

$500,000
$462,000
$450,000
$412,000
$400,000
$350,000
$300,000
$250,000
$200,000
$150,000
$100,000
$50,000
$0 $0 $0
$0
2017 2018 2019 2020 2021

F i g u r e 4 . 4 . 3 E x a m p l e 5 - Y e a r M a j o r Re h a b i l i t a t i o n P l a n

Chapter 5
| pg. 49
Chapter 5 – Conclusion
5.1 Recommendations
5.1.1 Continued PCI Survey Inspections
It is recommended that the airport continue to perform regularly scheduled PCI Survey
inspections in accordance with the ASTM D5340-12 to monitor the condition of the airfield
pavement facilities.
A high priority should be considered for continuous maintenance record keeping and re-
inspection of all the airport’s maintained pavement facilities to ensure continued safe aircraft
operations. A series of scheduled periodic inspections must be carried out for an effective
maintenance program. Re-inspection of pavements should be scheduled to ensure that all
areas, particularly those that may not come under day-to-day observation, are thoroughly
evaluated and reported.
Airports may access the South Carolina Statewide Airport Pavement Management System
PAVEAIR web-based database to obtain additional information with regards to their airfield
pavements.
5.1.2 Maintenance and Repair

While deterioration of the pavements due to usage and exposure to the environment cannot be
completely prevented, applying timely and effective maintenance efforts can slow the
anticipated rate of deterioration. Lack of adequate and timely maintenance is the most
significant factor in pavement deterioration.
It is recommended that airport sponsors coordinate with SCAC’s Airport Maintenance and
NAVAID Engineer when planning maintenance and repair efforts.
5.1.3 Major Rehabilitation

Chapter 4 – Major Rehabilitation Planning identified major pavement rehabilitation project needs
from 2017-2021. The identification of the rehabilitation needs was performed at the ‘section
level’ for manageable project areas with the assumption of an ‘unconstrained budget’ scenario.
Given the uncertainty in the availability of funding, the ‘unconstrained budget’ scenario was
performed to evaluate the worst-case scenario and identify all of the inspected pavements’
needs in a 5-year period. Certainly, it is understood that most airports are faced with
constrained budgets; further evaluation of projects based on prioritization, operational criticality,
funding availability, and practicality is recommended.
Chapter 5 – Conclusion| pg. 50

5.1.4 Pavement Management System

The following recommendations are made to fully implement an effective pavement
management program for the airport:
 Develop a detailed preventative maintenance program for the airport
 Further refine and implement the identified 5-year major rehabilitation needs
 Maintain detailed records on pavement maintenance, construction, and inspection
 Maintain records on major pavement construction projects (year, scope, cost, and
construction documents)
5.2 Conclusion
The Statewide Airfield Pavement Management System (SAPMS) 2016 was completed for
airports on behalf of the South Carolina Aeronautics Commission in accordance with the
Advisory Circulars 150/5380-7B “Airport Pavement Management Program (PMP)” and
150/5380-6C “Guidelines and Procedures for Maintenance of Airport Pavements.
SCAC’s implementation of the SAPMS has assisted public airports with this requirement in
performing pavement condition index survey inspections and analysis in accordance with the
ASTM D5340-12 “Standard Test Method for Airport Pavement Condition Index
Surveys” and conveyed the importance of pavement maintenance preservation.
Chapter 5 – Conclusion| pg. 51

Appendix A
O
GRAPHIC SCALE IN FEET
0 100 200 400
TL01BK-20
AC 2000
SYSTEM INVENTORY
TL01BK-10
AC 1992
EXHIBIT 001
A01BK-20
A01BK-10
AC 2002
AC 2002
TWABK-60 TWEBK-10 TWABK-40

TWABK-30 TWCBK-10 TWABK-20
AC 2015 AC 2005 AC 2009
AC 2001 AC 2001 AC 2001 TWABK-10
AC 2001
TWEBK-20 TWDBK-10 TWCBK-20 TWBBK-10 TWABK-05

TWABK-50
AAC 2011 AC 2001 AAC 2012 AC 2001 AAC 2012
AC 2004
23
05
RUNWAY 05-23 75' x 4,351'

RW05BK-20 RW05BK-10 TWBBK-20
TWDBK-20
PCC 2015 PCC 2012 AAC 2012
AAC 2012
BERKELEY COUNTY AIRPORT (MKS)

Document Path: K:\WPB_Aviation\140233000 - SCAC PMS 2016\GIS\Maps\001 - System Inventory Exhibit.mxd
Legend
A01AI-10
AC 2005
Last Const.
Year
Branch-
Section ID
Surface Type
Section Boundary
Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community
O
0 100 200 400
2016 PAVEMENT CONDITION INDEX

TL01BK-20
PCI = 85
TL01BK-10
PCI = 89
EXHIBIT 002
A01BK-20
PCI = 73 A01BK-10
TWABK-50 TWABK-40 PCI = 76
PCI = 81 PCI = 92
TWBBK-10
TWABK-60 TWEBK-10 TWDBK-10 TWABK-30 TWCBK-10 TWABK-20
PCI = 83
PCI = 100 PCI = 80 PCI = 78 PCI = 72 PCI = 77 PCI = 72
TWABK-10
PCI = 74
TWABK-05
PCI = 89
23
05
RUNWAY 05-23 75' x 4,351'

RW05BK-20 TWEBK-20 TWCBK-20 TWBBK-20
TWDBK-20 RW05BK-10
PCI = 100 PCI = 79 PCI = 84 PCI = 90
PCI = 94 PCI = 99

Document Path: K:\WPB_Aviation\140233000 - SCAC PMS 2016\GIS\Maps\002 - 2016 Pavement Condition Index Exhibit.mxd
Legend
Pavement Condition Index
PCI 86-100 Good
PCI 71-85 Satisfactory
PCI 56-70 Fair
PCI 41-55 Poor
PCI 26-40 Very Poor
PCI 11-25 Serious
PCI 0-10 Failed
O
0 100 200 400
2021 PAVEMENT CONDITION INDEX

TL01BK-20
PCI = 75
TL01BK-10
PCI = 79
EXHIBIT 003
A01BK-20
PCI = 63 A01BK-10
TWABK-50 TWABK-40 PCI = 66
PCI = 71 PCI = 82
TWBBK-10
TWABK-60 TWEBK-10 TWDBK-10 TWABK-30 TWCBK-10 TWABK-20
PCI = 73
PCI = 89 PCI = 70 PCI = 68 PCI = 62 PCI = 67 PCI = 62
TWABK-10
PCI = 64
TWABK-05
PCI = 79
23
05
RUNWAY 05-23 75' x 4,351'

RW05BK-20 TWEBK-20 TWCBK-20 TWBBK-20
TWDBK-20 RW05BK-10
PCI = 92 PCI = 69 PCI = 74 PCI = 80
PCI = 84 PCI = 93

Document Path: K:\WPB_Aviation\140233000 - SCAC PMS 2016\GIS\Maps\003 - 2021 Pavement Condition Index Exhibit.mxd
Legend
Pavement Condition Index
PCI 86-100 Good
PCI 71-85 Satisfactory
PCI 56-70 Fair
PCI 41-55 Poor
PCI 26-40 Very Poor
PCI 11-25 Serious
PCI 0-10 Failed
O
0 100 200 400
5-YEAR MAJOR REHABILITATION

TL01BK-20
A01BK-20
PLAN - EXHIBIT 004

2021
AC Mill and Overlay TL01BK-10
$388,000.00
A01BK-10 TWABK-10
TWABK-30 2021
2020 TWABK-20 AC Mill and Overlay
AC Mill and Overlay 2020 $74,000.00
$234,000.00 AC Mill and Overlay
TWABK-60 $178,000.00
TWABK-50
TWABK-40
TWEBK-10
TWBBK-10
TWDBK-10 TWDBK-20 TWCBK-10 TWCBK-20 TWABK-05
TWEBK-20 TWBBK-20
23
05
RUNWAY 05-23 75' x 4,351'
RW05BK-10
RW05BK-20

Document Path: K:\WPB_Aviation\140233000 - SCAC PMS 2016\GIS\Maps\004 - 5-Year Major Rehabilitation Plan.mxd
Legend
5-YEAR M&R
2017
2018
2019
2020
2021
No Major M&R
Appendix B
T a b l e B- 1 P a ve m e nt S y s t e m I n v e nt o r y D e t a i l s
Network ID Name Branch ID Branch Use Section ID Length Width Area (SF) Surface Last Construction Date

MKS RUNWAY 05/23 RW05BK RUNWAY 10 3,800 75 326,325 PCC 1/1/2012
MKS RUNWAY 05/23 RW05BK RUNWAY 20 650 75 48,750 PCC 4/1/2015
MKS TAXIWAY A TWABK TAXIWAY 05 100 35 3,046 AAC 1/1/2012
MKS TAXIWAY B TWBBK TAXIWAY 10 300 35 12,444 AC 10/1/2001
MKS TAXIWAY B TWBBK TAXIWAY 20 100 35 3,488 AAC 1/1/2012
MKS TAXIWAY C TWCBK TAXIWAY 10 150 35 5,702 AC 10/1/2001
MKS TAXIWAY C TWCBK TAXIWAY 20 110 35 4,223 AAC 1/1/2012
MKS TAXIWAY D TWDBK TAXIWAY 10 110 35 4,213 AC 10/1/2001
MKS TAXIWAY D TWDBK TAXIWAY 20 200 45 10,330 AAC 1/1/2012
MKS TAXIWAY E TWEBK TAXIWAY 10 100 40 4,022 AC 1/1/2005
MKS TAXIWAY E TWEBK TAXIWAY 20 200 45 7,633 AAC 6/1/2011
Appendix B| 1
T a b l e B - 2 Ai r f i e l d P a v e m e n t C o n d i t i o n I n d ex an d R a t i n g S e c t i o n D e t a i l s
Network ID Branch ID Name Branch Use Section ID Area (SF) Surface PCI PCI Rating PCI Pct Climate PCI Pct Load PCI Pct Other Sample Units Inspected Total Sample Units in Section
MKS TL01BK TAXILANE 01 TAXILANE 10 22,680.00 AC 89 Good 100 0 0 3 4
MKS TL01BK TAXILANE 01 TAXILANE 20 47,494.00 AC 85 Satisfactory 73 0 27 4 11
MKS TWABK TAXIWAY A TAXIWAY 05 3,046.00 AAC 89 Good 100 0 0 1 1
MKS TWBBK TAXIWAY B TAXIWAY 10 12,444.00 AC 83 Satisfactory 100 0 0 2 3
MKS TWBBK TAXIWAY B TAXIWAY 20 3,488.00 AAC 90 Good 100 0 0 1 1
MKS TWCBK TAXIWAY C TAXIWAY 10 5,702.00 AC 77 Satisfactory 78 0 22 1 1
MKS TWCBK TAXIWAY C TAXIWAY 20 4,223.00 AAC 84 Satisfactory 100 0 0 1 1
MKS TWDBK TAXIWAY D TAXIWAY 10 4,213.00 AC 78 Satisfactory 100 0 0 1 1
MKS TWDBK TAXIWAY D TAXIWAY 20 10,330.00 AAC 94 Good 100 0 0 1 2
MKS TWEBK TAXIWAY E TAXIWAY 10 4,022.00 AC 80 Satisfactory 100 0 0 1 1
MKS TWEBK TAXIWAY E TAXIWAY 20 7,633.00 AAC 79 Satisfactory 100 0 0 1 2
Appendix B| 2
Table B-3 Forecasted PCI 2017-2021

MKS A01BK 10 74 72 70 68 66
MKS A01BK 20 71 69 67 65 63
MKS RW05BK 10 97 96 95 94 93
MKS RW05BK 20 97 96 95 94 92
MKS TL01BK 10 87 85 83 81 79
MKS TL01BK 20 83 81 79 77 75
MKS TWABK 05 87 85 83 81 79
MKS TWABK 10 72 70 68 66 64
MKS TWABK 20 70 68 66 64 62
MKS TWABK 30 70 68 66 64 62
MKS TWABK 40 90 88 86 84 82
MKS TWABK 50 79 77 75 73 71
MKS TWABK 60 96 94 92 90 89
MKS TWBBK 10 81 79 77 75 73
MKS TWBBK 20 88 86 84 82 80
MKS TWCBK 10 75 73 71 69 67
MKS TWCBK 20 82 80 78 76 74
MKS TWDBK 10 76 74 72 70 68
MKS TWDBK 20 92 90 88 86 84
MKS TWEBK 10 78 76 74 72 70
MKS TWEBK 20 77 75 73 71 69
Appendix B| 3
T a b l e B - 3 4 - Y e a r M a j o r R e ha b i l i t a t i o n N e e d s 2 0 1 7 - 2 0 2 1
Appendix B| 4
Appendix C
RW05BK-10 Sample Unit 54 – No Distresses
RW05BK-10 Sample Unit 14 – Small Patching
Appendix C| 1
RW05BK-10 Sample Unit 09 – Shrinkage Cracking
TWABK-10 Sample Unit 02 – Patching and Weathering
Appendix C| 2
TWCBK-10 Sample Unit 01 – Longitudinal/Transverse Cracking and Weathering
TWDBK-10 Sample Unit 01 – Longitudinal/Transverse Cracking, Raveling, and Weathering
Appendix C| 3
TWEBK-20 Sample Unit 02 – Patching and Weathering
TWABK-50 Sample Unit 02 – Depression, Patching, and Weathering
Appendix C| 4
TWABK-30 Sample Unit 12 – Depression, Longitudinal/Transverse Cracking, and Weathering
TWABK-30 Sample Unit 06 – Patching and Weathering
Appendix C| 5
TWBBK-10 Sample Unit 01 – Longitudinal/Transverse Cracking and Weathering
A01BK-20 Sample Unit 09 – Block Cracking and Weathering
Appendix C| 6
TL01BK-20 Sample Unit 08 – Depression and Weathering
TL01BK-20 Sample Unit 02 – Depression, Longitudinal/Transverse Cracking, and Weathering
Appendix C| 7

MKS BerkeleyCounty Report

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

MKS BerkeleyCounty Report

Uploaded by

Copyright:

Available Formats

S TAT E W I D E A I R F I E L D

South Carolina Aeronautics Commission

The PCI survey inspection method of pavement is an objective methodology to assess

Branch Name Branch ID Section ID PCI Condition Rating Area (SF)

Forecasted Pavement Condition Index 2017-2021

Network ID Branch ID Section ID 2017 2018 2019 2020 2021

Major Rehabilitation Planning 2017-2021

Major Rehabilitation Planning Annual Needs

This report is divided into the following chapters:

 Chapter 1 – Introduction: this section describes the project background, technical

Appendix A Technical Exhibits

Appendix B Airfield Pavement Analysis Tables

Appendix C Inspection Photograph Documentation

1.2 Statewide Airfield Pavement Management

Chapter 1 – Introduction | pg. 12

1.3 Pavement Management Systems

1.3.2 Airport Airfield Pavement Management

Chapter 1 – Introduction | pg. 13

 An estimate of current maintenance needs based on an understanding of the

Chapter 1 – Introduction | pg. 14

The most effective means of preserving pavement areas is the implementation of a

1.3.3 Pavement Performance

Chapter 1 – Introduction | pg. 15

1.3.4 Maintenance, Repair, and Rehabilitation

Chapter 1 – Introduction | pg. 16

Chapter 1 – Introduction | pg. 17

Chapter 2 – Airfield Pavement

2001 009-2001 01-020 Taxiway "A" Extension and

2002 008-2000 00-015 Apron Expansion and

2004 012-2004 04-017 Runway 5-23 Extension

2009 015-2007 07-014 Construct Portion of Parallel

2012 018-2010 10-013 Runway 5-23 and Taxiway Tie-in

2015 - - Runway 5-23 and Taxiway "A"

2.1.2 Estimated Age of Airfield Pavements

Chapter 2 – Airfield Pavement System Inventory | pg. 18

Average Age of Pavements Since Last Major

00-02 03-05 06-10 11-15 16-20 21-25

Chapter 2 – Airfield Pavement System Inventory | pg. 19

2.1.3 Functional Use Classification

Airfield Pavement Functional Classification Use

2.1.4 Pavement Surface Type

Chapter 2 – Airfield Pavement System Inventory | pg. 20

Asphalt Concrete Overlay on Asphalt Concrete (AAC) – a composite flexible

Asphalt Concrete Overlay on Portland Cement Concrete (APC) – a composite

Chapter 2 – Airfield Pavement System Inventory | pg. 21

Pavement Surface Type by Area

2.1.5 Pavement System Inventory Details

Chapter 2 – Airfield Pavement System Inventory | pg. 22

Chapter 2 – Airfield Pavement System Inventory | pg. 23

BERKELEY COUNTY (MKS)

Chapter 2 – Airfield Pavement System Inventory | pg. 24

2.2 PCI Survey Inspection

Chapter 2 – Airfield Pavement System Inventory | pg. 25

Chapter 3 – Airfield Pavement

Chapter 3 – Airfield Pavement Condition | pg. 27

Chapter 3 – Airfield Pavement Condition | pg. 28

Chapter 3 – Airfield Pavement Condition | pg. 29

3.1.2 Network Level Analysis

Fi gure 3.1. 2 Cur r e nt Condit i on – Ove r al l Pav em ent s

Current Condition - Overall Pavements

Good Satisfactory Fair Poor Very Poor Serious Failed

Chapter 3 – Airfield Pavement Condition | pg. 30

3.2 Forecasted Pavement Conditions

Chapter 3 – Airfield Pavement Condition | pg. 31