07-09-18 Drainage and Flooding Committee Meeting

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IML The existing striping for the runway is standard for a visual runway classification13 - which is appropriate. As a visual runway, there is no threshold bar, threshold markings, nor aiming point. As with the primary runway, the connecting taxiways each have holdlines, generally offset from the runway centerline at 125 feet. The holdlines are co -located with the mandatory runway hold signs. This offset distance does not meet FIGURE 4 - RUNWAY 5 MARKINGS the current standard either Taxiway `B" Taxiway B is an asphalt pavement surface taxiway with significant crack seals along the full length of the taxiway and its connectors to the runway. Overall, the pavement is in good condition. Most of the crack seals are in the edge portion of the taxiway. There are numerous additional cracks within the previously sealed crack areas. A total of approximately 1,900 feet of block cracking and 6,100 square feet of alligator - type cracking was also identified, mostly in the edges of the taxiway. The same project that constructed Taxiway D and the replacement of the northwest hangar pavement also installed a rejuvenator / seal coat (EB-44A) in 2008. The portion of TW B between TWA and Runway 12/30 received seal coats in both the 2002 and 2008 projects and is noticeably darker compared to the other taxiways. The pipelines cross the taxiway at an acute angle between TWA and Runway 12/30. There is no evidence of patches or deterioration at the crossings. Taxiway "C" Taxiway C is an asphalt surface pavement that was constructed in 2008. This pavement is in good condition, with existing crack sealing along the pavement. Unlike TW B, the sealed cracks are all across the pavement rather than focused in the edges. 13 FAA AC 150/5340 - 1 L, Standards for Airport Markings, Table 2-1, 9/27/2013. Page 112