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A Concrete Alternative to Asphalt Reclamation 

Berkeley County Airport (MKS) 

Moncks Corner, South Carolina 

October 27, 2011 

Matthew P. DuBose, P.E.

Project Team 

• Federal Aviation Administration 

• South Carolina Aeronautics 

Commission 

• Berkeley County (County Engineering) 

• W.K. Dickson & Co., Inc. 

Consultant 

• APAC-Tennessee 

Contractor (Contract #1) 

• Sanders Brothers Construction 

Contractor (Contract #2) 

• Many additional subconsultants and 

subcontractors

Airport Location 

• Airport located in Moncks Corner, South Carolina; South Carolina’s Lowcountry 

• Lowcountry area known for poor surface/storm drainage, flat grades 

Berkeley County Airport

Airport History 

• Original pavement data for Runway dated 1967 

• Original Runway 3,100’ long and 60’ wide; comprised of asphalt and sand-clay 

base 

• Extensions, a widening and an overlay have occurred over last four decades 

• Current facility consists of a runway that is 4,351’ long and 75’ wide and includes 

full parallel taxiway

Project History 

• Original CIP identified need for 

2” maintenance overlay 

• Discussions with Sponsor 

identified the desire to embark 

on aggressive, multi-stage 

Airport expansion 

• Ultimate desire was 5,000’ long 

x75’ wide runway 

• Additional projects include 

power line relocation, 

obstruction removal, existing 

pavement rehab, runway and 

taxiway extension and a 

drainage improvements project

Project History 

• Original design was 2 phases 

• Drainage Study, pavement evaluation, then design for both 

• Discussions with Sponsor and funding agencies one design project (prelim 

and final together) 

• Runway Pavement Rehabilitation & Drainage Improvements Project 

• 3 Schedules of Work; ability to award independently 

• Schedule I – Pavement Rehab / Reconstruction 

• Schedule II – Runway Edge Lighting System Replacement 

• Schedule III – Airfield Drainage Improvements

Project Process 

• 3 Schedules of Work 2 Contract Options 

• Schedule I – Pavement Rehab (Contract #1) 

• Schedule II – Runway Edge Lighting System Replacement (Contract #1) 

• Schedule III – Airfield Drainage Improvements (Contract #2) 

• Based on funding available once bids received, award one or both contracts 

• Prior to bids, team not optimistic to construct both contracts due to funding 

limitations

Runway Pavement Rehab - Design Criteria 

• Identify major components needed for 

design of new pavement: 

• Existing pavement sections and 

conditions 

• Existing CBR and subgrade 

conditions; destructive & non- 

destructive ti testing ti performed 

• Existing aircraft fleet mix, with eye to 

the future 

• Additional or extenuating 

circumstances (i.e. poor surface and 

subsurface drainage)


• Findings in subsurface investigation reveal three major sections of existing 

runway pavements


• Summary of sections of existing runway: 

• Section 1 – (Initial runway 3,100’) – 4.4” Asphalt, 0” Base 

• Section 2 – (Ext. #1) – 4.8” Asphalt, 4” Coquina Base 

• Section 3 – (Ext. #2) 2” Asphalt, 6” Crushed Aggr. Base 

• Based on FAARFIELD analysis, structurally-limiting section was initial runway 

construction (Section 1)


• Based on geotech report, subgrade conditions were very poor 

• Wet soils, low strength and stability 

• Design CBR = 6 and k-value = 120 pci based on conversations with Geotechnical 

Engineer


• Fleet Mix – developed from information compiled from FAA Form 5010, 2002 

Airport Layout Plan (ALP), Sponsor and general knowledge of Airport 

No. 

Name 

Gross Wt. 

lbs 

Annual 

Departures 

% Annual 

Growth 

1 Sngl Whl-5 5,000 18,000 5.00 

2 Sngl Whl-12.5 12,500 1,000 5.00 

3 Dual Whl-30 30,000 250 3.00 

4 Dual Whl-60 65,000 250 2.00 

• Ultimate desired design strength for new pavement was for 65,000 pounds, dual- 

wheel gear aircraft, per ALP


• Additional or Extenuating Conditions 

• Poor surface and subsurface drainage present 

• Use of concrete ditches, underdrains and small stormwater pumping station 

to address water-related related issues 

• Important to raise elevation of pavement grade, if possible


• Summary of Design Criteria: 

• 3 main sections of pavement, critical area is original Runway 

• Poor existing subgrades and CBR/k-values 

• Fleet mix based on typical general aviation fleet; most demanding aircraft is 

65,000# DWG 

• Surface and subsurface drainage issues 

• Complete reconstruction not monetarily feasible


• Based on aforementioned criteria, 2 primary designs for bidding: 

• Schedule IA – Cement-Based Full-Depth Asphalt Reclamation 

• Schedule IB – Portland Cement Concrete Overlay (Whitetopping) 

• All prelim and final designs per FAA Advisory Circular 150/5320-6E and 

FAARFIELD design software

Runway Pavement Rehab – Asphalt Reclamation 

• Cement application 

• Reclaim existing surface 

& base course (full- 

depth) 

• Recompact/re-grade to 

serve as new base 

• Overlay with asphalt 

Photo courtesy of The Barnhardt Group


• 4” Asphalt Surface 

Course 

• Double Chip Seal or 

“BST” 

• 7” (Min.) Reclaimed 

Base; Grade 

Correction Required 

• Subgrade CBR of 6


P-301 Cement Stabilized Reclaimed Base Course 36,260 SY $3.65 $132,349.00 

P-301 Portland Cement for Reclaimed Base Course 1,050 TON $110.00 $115,500.00 

P-301 

Added Coarse Aggregate for Reclaimed Base 

Course 

1,000 TON $44.85 $44,850.00 

P-401 Bituminous Surface Course 9,100 TON $110.00 $1,001,000.00 

• Bid with cement as separate item 

• Additional coarse aggregate anticipated for lack of base course in areas 

• Initial costs of pavement section alone ~ $1.3 million 

• Initial costs of all paving-related items ~ $1.48 million

Runway Pavement Rehab – PCC Overlay 

• Limiting Section 4.4” 

Asphalt, No Base 

• Design Flex Strength of 

685 psi 

• k-value of 120 pci 

• Grade Correction 

(Milling) 

• Sand “Bond-Breaker”

Runway Pavement Rehab – PCC Overlay


• Concrete Joint Layout 

• Both 25’ &12.5’ wide paving lanes, 12.5’ square panels 

• Designed for dowels on 

outer lane 

• Same amount of dowels 

with either layout


P-209 Crushed Aggregate Base Course 770 CY $60.70 $46,739.00 

P-401 Bituminous Surface Course 920 TON $176.00 $161,920.00 

P-501 Portland Cement Concrete Pavement 36,260 SY $32.90 $1,192,954.00 

• Crushed aggregate used as 

equipment platform 

• Asphalt needed d at Taxiway 

connections (+9”) 

• Initial costs of pavement section 

alone ~ $1.2 million 

• Initial costs of all paving-related 

items ~ $1.56 million

Runway Pavement Rehab – Life Cycle Analysis 

• Life Cycle Cost Analysis performed based on 30 years 

• Asphalt – 30 year life 

• Maintenance on joints/cracks in Years 8 & 23 

• 2” Overlay in Year 15 

• Present worth cost at end of life ~ $1.72 million 

• Concrete – 40 year life 

• Maintenance on joints in Years 10 & 20 

• Present worth cost at end of life ~ $1.54 million 

• “Savings” from salvage value at Year 30, more life anticipated

Runway Pavement Rehab – Life Cycle Analysis 

• Asphalt ~ $47.50 / Square Yard 

• Concrete ~ $42.51 / Square Yard 

• LCCA open to interpretation 

• Concrete best option in terms of price, useful life, avoidance of potential ti weather 

delays and grade-related drainage issues 

• Schedule IB Bid awarded to APAC-Tennessee 

• Contracts #1 & #2 awarded 

• Total FAA grant amount - $3,583,309

Runway Pavement Rehab – Construction 

• Construction commenced November 15, 2010 – big benefit to construct 

concrete alternative 

• Contractors for Contracts 1 & 2 working simultaneously 

• Contractor mobilization & staging area 

• Demo of existing pipes and utilities under Runway 

• Installation of new drainage structures 

• Grade correction on existing pavements 

• Underdrain system 

• Concrete paving 

• Shoulder work and taxiway connectors 

• Finalize concrete ditches, pump station and grading

Runway Pavement Rehab – Construction









• Concrete Mix 

• “Typical” P-501, increase in airentrainment 

granted to 3.5% 

• 650 psi flex strength 

• Delivered in ready-mix trucks, 

no batch plant 

• Initial i thoughts h were up to 4 

trucks delivering at a time, 

actual 2-3 

• Actual average was ~ 90-100 

cubic yards / hour; 

• On-site QC trailer & beam 

breaks














• LED Runway Edge Light 

• Medium Intensity 

• Entire system enclosed 

• All cans and conduit, weep holes at 

low points


Summary 

• ~ 36,200 square yards of concrete placed on Runway (~9,600 cubic yards) 

• Weather days non-issue with concrete compared to reclamation 

• Contract time was extended due to two change order issues 

• New LED Runway Lights – believed to be first in SC on general aviation 

Airport 

• New underdrain pump system – believed to be first in SC of its kind 

• Concrete a huge success due to monetary feasibility, useful life and grade 

issues with Lowcountry site

Questions Comments

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