marchapril2021 - 33

The Portsmouth International
Airport at Pease serves a
diverse fleet of users including
commercial, cargo, military,
and general aviation.


7,700 feet. The results of the study
were shared with both federal agencies.
Following extensive discussion, the
airport was able to demonstrate that
maintaining the length of 11,322 feet
was more cost effective than shortening
to 10,000 feet and the NHANG agreed
that 7,700 feet was not feasible for their
fleet requirements.
An agreed upon funding formula
resulted, that established approximately
32 percent of the project would be
funded by NHANG and 68 percent by
FAA, with supporting state and local
shares supplementing. This funding
evaluation process highlighted the value
of meticulously presenting cost analyses
to each federal agency in formats that
agree with their project programming
steps and methodology.
Presenting NHANG cost estimates
and design assumptions that only met
FAA standard Advisory Circular
methods would not have suff iced
and would cause project delays and
potentially funding shortfalls. Our
team established project planning on
two separate methodology paths and
then merged those paths at key decision
Another best management practice
(BMP) utilized was the design

consultant, Hoyle, Tanner, acting as
the liaison between all parties at design
review meetings. We were sure to be
transparent in meeting agendas and
presentations as to where differing
design criteria and funding eligibilities
were identif ied. It was important
to work towards resolution on all
differences and not defer unresolved
matters to the construction phase.
As a result of this open dialogue, the
airport was able to facilitate a sense of
teamwork amongst all agencies built
out of trust during the planning phases.
The cost of extra time spent addressing
the complicated matters of differing
design criteria and funding eligibilities,
and receiving consensus from each, was
paid for through downstream savings
not having to revisit conversations later.
Formally documenting the decisions
made during the initial planning phase
avoided any potential reversal that could
have arisen at the federal level during the
multiyear project duration.
As part of the airport's commitment
to sustainable infrastructure the design
team incorporated alternative materials
as part of the design process. For example,
to reduce the airport's electricity load,
the design team worked diligently with
FAA and NHANG to incorporate the
first FAA-funded Light Emitting Diode
(LED) High-Intensity Runway Edge
Light system in New England. This
involved the design of light fixtures
and power distribution retrofits to
accommodate the lower power loads,
as well as coordination with NHANG
to reconcile the differing light signatures
of a LED light source necessitated by
military night vision goggle missions.
The resulting retrofit is anticipated to
save the PDA approximately $15,500 per
year in electricity. Over the anticipated
15-year lifecycle, this alternative material
design will ultimately save the airport
approximately $243,500.
The design team also used this
project as an opportunity to mentor
the next generation of civil engineers.

As part of a partnership with UNH's
Senior Capstone Program, five students
were provided the project objective, base
files and FAA design criteria. Our team
then challenged these future engineers
to complete a runway length analysis,
airfield pavement design, geometry
layout and construction cost estimates.
Throughout the project process the
students were introduced to design
resources not traditionally integrated in
the engineering curriculum, including
learning how to use the FAA software
(FAARFIELD) to analyze the pavement
design. These students also had an
opportunity for a runway site visit
during the data collection phase so they
could appreciate the tremendous scale
of this 2.7 million square foot, 2-mile
long runway.
Construction innovation planning
began early in the project. The design
team, in collaboration with the
PDA, researched and implemented a
construction phasing plan focused on
maximizing paving operations of the
proposed 104,500 tons of bituminous
asphalt. This was done with the goal
of minimizing runway closure time
and maintaining the facility operator's
required takeoff and landing lengths.
Typically, paving operations on a
commercial service airport necessitate
limited work areas coupled with
night paving operations. A study was
prepared that demonstrated the longterm benefits of designing larger work
areas which would in turn reduce the
number of total daily runway closures
needed. This paving approach also had
the added benefit of producing a higher
quality paving operation by decreasing
the number of cold transverse pavement
joints from 40 to 5. The construction
contractor was able to use two paving
machines in echelon for the entire length
of the runway, eliminating the need for
any longitudinal joints. It is anticipated
that eliminating the longitudinal
joints will reduce future pavement
maintenance for these portions of the
runway while also improving airfield
safety and long-term pavement life.
This project's scale also justified the
erection of a temporary Astec SixPack
portable asphalt paving plant located on
the airport, less than 0.7 miles from the
runway. This portable asphalt paving




Table of Contents for the Digital Edition of marchapril2021

The $7 Million Man
Industry Update
A New Normal in Airport Parking and Transportation
The Rise of Robots
Boarding Bridges the Holistic Way
A Brave New World
The Trouble with Tribal Knowledge
Doing it Right: Public Sector FBOs
Reconstructing One of New England's Longest Commericial Service Runways
Designing a Modern Lighthouse
Sensor Technology's One-Two Punch: Improving Winter Maintenance Operations and Meeting ICAO GRF Regulations
Caution: Closure Ahead
marchapril2021 - 1
marchapril2021 - 2
marchapril2021 - 3
marchapril2021 - 4
marchapril2021 - The $7 Million Man
marchapril2021 - Industry Update
marchapril2021 - 7
marchapril2021 - 8
marchapril2021 - 9
marchapril2021 - 10
marchapril2021 - 11
marchapril2021 - A New Normal in Airport Parking and Transportation
marchapril2021 - 13
marchapril2021 - The Rise of Robots
marchapril2021 - 15
marchapril2021 - 16
marchapril2021 - 17
marchapril2021 - Boarding Bridges the Holistic Way
marchapril2021 - 19
marchapril2021 - 20
marchapril2021 - 21
marchapril2021 - A Brave New World
marchapril2021 - 23
marchapril2021 - 24
marchapril2021 - 25
marchapril2021 - The Trouble with Tribal Knowledge
marchapril2021 - 27
marchapril2021 - 28
marchapril2021 - Doing it Right: Public Sector FBOs
marchapril2021 - 30
marchapril2021 - 31
marchapril2021 - Reconstructing One of New England's Longest Commericial Service Runways
marchapril2021 - 33
marchapril2021 - 34
marchapril2021 - 35
marchapril2021 - Designing a Modern Lighthouse
marchapril2021 - 37
marchapril2021 - Sensor Technology's One-Two Punch: Improving Winter Maintenance Operations and Meeting ICAO GRF Regulations
marchapril2021 - 39
marchapril2021 - Caution: Closure Ahead
marchapril2021 - 41
marchapril2021 - 42
marchapril2021 - 43
marchapril2021 - 44