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Home My WebLink AboutFI Airport Assessment Fishers Island Ferry District MEMO 26 December 2012 TO: Martin Finnegan Lloyd Reisenberg CC: Don Lamb FR: Gordon Murphyc/,/� RE: Elizabeth Field Airport Preliminary Repair Assessment Attached please find the hurricane Sandy damage assessment from C&S Companies for the airfield. This is a first pass and should be considered preliminary. An FAA mandated environmental assessment (as part of the 5 year capital improvement program ("CIP") for the airfield) has previously been approved and it is expected that it can be helpful in defining options and "boundaries" for the current required repairs. Preliminary review of the C&S report identifies three areas of concentration; debris removal, seawall remediation and airfield lighting. Neither one can be postponed or done singularly, but they most likely can be done in parallel stages. Lighting will require 100% replacement and the C&S review provides some budgeting guidelines. It is expected that the project will be bid out, however sources for funding (FEIVIA, FAA, etc.) will have to be sourced before work could commence. For the non-lighting repairs, sand and stone removal and sea wall rebuilding we feel that a good portion of the sand could be recycled into building sand berms and the remainder of material could be sold on island. Therefore the C&S estimates are good for quantity, but high on cost. Seawall rebuilding will require additional research. The 5 year CIP had a seawall project within it, but it will need to be reviewed for complexity, need and value. The seawalls do need to be rebuilt and possibly extended, but the options are broad and we need further analysis to determine a strategy that makes sense. C&S Cornpan�es 499 Co�, Eileen Codins Nvd. Syracuse, NY 132 112 p� �3 115)455-2000 f; �3�5)455-9667 03 MWVWXSCOS�Coryl December 20, 2012 Gordon Murphy Fishers Island Ferry District P.O. Box H Fisher's Island, NY 06390 Re: Elizabeth Field Airport Town of Southold, New York Fishers Island, New York Storm Damage Assessment C&S File No.: 211 1. OVERVIEW Representatives of C&S Engineers, Inc. visited Elizabeth Airfield on 4 December 2012 to assess the conditions of the airfield as a result of Hurricane Sandy, which struck the Island on October 2 9th. Conditions reported during the event by local residents include sea swells of over 8ft, with the entire airfield inundated with rain and sea water. Immediately after the storm surge had diminished, the airfield pavements were observed to have upwards of 4in of standing water. The objective of this assessment was to identify the extent of the damage, prepare a summary of repair recommendations, and furnish pr6ject cost estimates to address the repairs. A summary of the findings is contained herein. 11. AIRFIELD PAVEMENT Runway 12-30 This Runway is currently open, but is closed to nighttime operations because upwards of 30% of the edge lights are out of service. The approach category has been downgraded to visual only as the PAPIs and REILs have been taken out of service. See Section III for discussion on the NAVAIDs. Sand, cobbles, and other debris that had washed up onto the runway ends during the storm has since been cleared and stockpiled near the limits of runway pavement overrun. The debris at the R/W 12 end is approximately 6ft in height, for a width of 30ft, and extends the full width of the runway and at least 50 ft beyond both edges of pavement. At the R/W 30 end, the debris varies in height from 2ft at the north end to 6ft at the south end; 30ft in width, total length of approximately 800ft. A portion of the debris along the southern side includes heavy stone from the seawall berm that has been compromised. Because the material currently resides on a portion of the pavement overrun area and therefore violates the designated Runway Safety Area (RSA) as well as the Runway Object Free Area (ROFA), the material should be removed for safety and FAA compliance purposes. The total quantity of material that has been displaced at the R/W 12 and 30 ends is approximately 4,000 CY. At $30/CY, an estimated cost to remove/relocate the material is $120,000. Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 2 of 9 Runway 12 End-Looking North 1 ............ ..... Runway 30 End-Boulder Seawall&Debris Runway 7-25 Sand, cobbles, and other debris has washed up at the R/W 7 end, upwards of 100ft onto the runway pavement. Because of the amount of debris, estimated at 7,000 CY, has compromised the available runway length, and a significant number of runway edge lights are out of service or have been exposed to sea water,the runway has been closed at the direction of the FIFD. —-—----------- .....................-- —-------- ............................................... --—---------------- Qffl M (877) C"S SU VE Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 3 of 9 Similar to the R/W 30 end, a portion of the debris along the southern side includes heavy stone from the seawall berm that has been compromised. An estimated cost to remove/relocate the debris, at $30/CY, is $210,000.There was no damage noted at the R/W 25 end. Runway 7 End—Extent of Debris Wash-up(6ft Max Depth) Other Pavement Areas No notable damage was observed to the shoulder pavement of either runway.The tie down apron adjacent to the electric vault building had some random vegetative debris, but otherwise experienced no damage. Ill. NAVAIDS Runway Edge Lights As discussed earlier, a significant number of edge lights were damaged or are out of service. in addition, several of the runway threshold lights were damaged; three each at the R/W 12 and R/W 30 ends, three at the R/W 25 end, all six have been buried at the R/W 7 end. Although the edge lights that remain could remain functional, sea water has entered each of the junction cans. The corrosive effects of the salt water will affect the integrity and performance of the light transformers and connector cables, either immediately or eventually, resulting in inoperable light systems and overall unsafe runway conditions. An estimated cost to remove and replace all runway edge lights is$45,000. Guidance Signs Four guidance signs were separated from their bases as a result of the storm. Since they were found lying down, they were likely inundated with rain and seawater. The four remaining guidance signs were observed to be intact, though it is likely they were inundated with floodwaters. It is recommended that all guidance signs be replaced in kind.An estimated cost to remove and replace all eight signs is$32,000. Y�A.W. C.:..s C..(2 S..' (877) CS.-SCY1 VE ........................... Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 4 of 9 Runway 7-25 Guidance Sign Panel Runway 7-25 Sign Base Runway End Identifier Lights(REIL) The south REIL at the R/W 30 end is buried in up to 6ft of sediment and debris, and both REILs at the R/W 7 end are buried in as much as 2ft of the same.The visible portion of the light fixture for the R/W 7 southern- most REIL was damaged. Given the damage to the units, and the probable exposure to floodwaters, it is recommended that all REIL units be replaced in kind. An estimated cost to remove and replace the REIL systems is$60,000. Runway 7—REIL(buried) Precision Approach Path Indicator(PAPI)Systems The Master Unit for the R/W 30 PAPI was toppled from its supports and would appear to have been exposed to rain and sea water. Although the remaining PAPI units were intact, it is likely they were exposed to salt water. It was observed within the main distribution panel of the vault that the circuit breakers for the PAPIs and REILS had tripped, indicating rain or seawater had entered the power supply control cabinet and or the light units. It is recommended that all PAPI units be replaced in kind. An estimated cost to remove and replace the PAPI systems is$80,000. (877) CS-SOLVE Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 5 of 9 Runway 25 PAPI-Condensation Developed on Lens INS Runway 25 PAPI Control Unit-Evidence of Corrosion Runway 30 PAPI-Control Unit Knocked Over Runway 30 PAPI- l?loodwater Draining front I.Jnil ------------ ..................... WVA,I 5,J;Q.M (877) CS-SOLVE Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 6 of 9 Obstruction Lights Three obstruction lights were affected as a result of the storm; two at the R/W 30 end were broken at the base of the foundation, and one light at the end of the R/W 7 pavement is buried. The light foundation structures remain intact, however the cable and conduit adjacent to the foundations has been damaged beyond repair. It is recommended that the damaged obstruction lights be replaced in-kind, along with replacement of the portion of damaged power cable and conduit; estimated cost$14,500. ?,Ail /0 Runway 30 End—Double Obstruction Light No.2 Runway 30 End—Double Obstruction Light No.3 Wind Cone It was reported that the wind sock had apparently become detached and went missing, however it was retrieved and the wind cone is in working condition. With the exception of the wind cone and R/W 12-30 edge lights, the FIFD has taken all NAVAIDS out of service. Although a NOTAM has been issued indicating the airfield is closed during nighttime, the remaining operable edge lights should remain in service in the event that planes need to land on the runway. It should be noted that in the cost estimates for the respective NAVAIDS, it was assumed that the existing wiring could be re-used. Wiring that has been exposed to floodwaters may or may not be required to be replaced, depending on the type of wire or cable, and whether other contaminants are found within the floodwaters. In the instance of airport lighting cable, it is not uncommon to find airfield electrical components that operate as intended where the cable has been routinely exposed to groundwater. If it is determined that the integrity of the cables is questionable, an additional cost to install new cable would need to be considered. IV. SEAWALLS Seawalls comprised mostly of heavy boulders were constructed at the R/W 7 and R/W 30 ends to protect against coastal erosion.The R/W 30 end appeared to generally remain intact, and was subsequently buried with sand, cobbles, and other debris during the runway clearing operation. The original R/W 30 seawall measures approximately 275ft in length, with an elevation upwards of 10ft above MSL. It is suggested that the length of the wall is extended at least 150ft from the eastern end, at an elevation of no more than 6ft above MSL, using similarly sized large boulders in-filled with smaller cobbles to prevent sand and other debris from penetrating through and onto the airfield pavement. The heavy boulders would be keyed into ......''___""____ ..W ... .............-_111111.11....... - -.......... WWVV.CSC0SX0M (877) CS SOLVE. --- ''..,',........... Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 7 of 9 the native materials to protect against undermining. The elevation at the top of the berm would need to be verified so as to not introduce an obstruction and violate FAR Part 77 Approach Surfaces. The exact length of wall addition also requires further investigation. As a means of planning and programming repairs, it is estimated that at least 500 CY of heavy stone would be required to extend the wall at the R/W 30 end. Runway 30 End-Boulder Seawall&Debris oil AO Runway 30 End-Boulder Seawall&Debris The seawall at R/W 7 end did not fare well against the storm and as a result has compromised the integrity of the means to protect this end against coastal erosion. It was apparent that the original wall wasn't long SOLYE YY.WW.CSCOS,COrn-i---11U-1 ................................. Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 8 of 9 enough or high enough to protect the storm surge from breaching the runway pavement. The large boulders were undermined and relocated during the storm event. Several tons of debris has since covered the Runway 7 end and overrun area. Similar to the R/W 30 end, the replacement seawall at the R/W 7 end should be reconstructed using large heavy boulders, and keyed into the native subgrade material. The total required length of the wall is estimated to be 300ft, with a maximum top elevation of 6ft above MSL to avoid impacting the Part 77 Surfaces. The proposed dimensions would need to be verified as part of a detailed analysis. To reconstruct the R/W 7 seawall, an approximate quantity of 600 CY of material would be required. At an approximate unit cost of $100/CY, the total estimated cost to repair/reconstruct both seawalls, using the unverified limits defined earlier, is$110,000. Runway 7 End—Remnants of Boulder Seawall&Debris It should be noted that the current (2011) Airport Layout Plan (ALP) indicates future relocation and modification to both R/W 7 and R/W 30 seawalls. The primary reason for the proposed actions was based on the intent to increase the airport classification from A-1 (small planes exclusively) to A-1 & B-1 aircraft for the entire airport, and also improve the approach category to allow for GPS-aided navigation (R/W 30 end only). Improving the aircraft classification requires a wider Runway Object Free Area, which would require relocation/reconstruction of the seawalls. Improving the approach category requires displacing the threshold to provide for a longer runway, also requiring modifications to the seawall. Justification and FAA concurrence for changing the aircraft designation has not been completed at this time. In addition, a recent inquiry into NYSDEC requirements for coastal repairs from the storm event indicated that there exists a General Permit for shoreline reconstruction efforts applicable to coastal areas impacted by the Hurricane, in effect through October 31, 2013. Based on the impending time limit to complete the work, and in the interest of being able to open both runways and provide means of protection against severe coastal storm events, it is advised that any improvements to the existing seawalls only account for the current airport classification (A-1). (877) CS SU VE Gordon Murphy Elizabeth Field Airport December 20, 2012 Page 9 of 9 V. ELECTRICAL BUILDING It appears that the electrical building only suffered wind damage to the building fascia, as evidenced by a loose piece of flashing along the southern roof line. It is recommended that the flashing be secured to the building.There is evidence that water entered the building control room portion however did not enter the power distribution part of the building and therefore no interior building repairs are warranted. VI. SUMMARY Based on the damage sustained at Elizabeth Field Airport, considerable work is needed to restore the facility to a safe and operable manner. For planning purposes, the total project cost to address all of the repairs, including engineering and project and permitting administration costs, is approximately $1.35 Million. This cost also includes stabilization and restoration from removal of the storm debris using such items as beach grass plantings. Available funding mechanisms to assist with a portion or a majority of the repairs could include emergency grants through FEMA as well as AIP grants. Respectfully Submitted, C&S Engineers, Inc. L' Scott H. Shova Thomas J. Horth, P.E. Managing Engineer Senior Project Engineer Attachments: Exhibit 1—Opinion of Project Cost Summary __ .� 7 `. ..6 Dq Exhibit 1 OPINION OF PROJECT COST SUMMARY ELIZABETH FIELD AIRPORT 211 FISHERS ISLAND,TOWN OF SOUTHOLD STORM DAMAGE REPAIR WORK December 20,2012 ITEM FAA UNIT NO SPEC DESCRIPTION QUANTITY UNITS PRICE TOTAL 1 P-152 UNCLASSIFIED EXCAVATION 11,000 CY $30.00 $330,000.00 2 D-710 STABILIZATION FABRIC 4,000 SF $0.20 $800.00 3 D-712 STONE SEAWALL BERM 1,100 CY $100.00 $110,000.00 4 T-906 BEACH GRASS 9,000 SY $2.00 $18,000.00 5 L-108 NO.8 AWG,600V, 1/C AIRPORT LIGHTING CABLE 4,500 LF $1.00 $4,500.00 6 L-110 2 IN DIA PVC CONDUIT 1,500 LF $8.00 $12,000.00 7 L-119 SINGLE AIRPORT OBSTRUCTION LIGHT 1 EACH $750.00 $750.00 8 L-119 DOUBLE AIRPORT OBSTRUCTION LIGHT 2 EACH $900.00 $1,800.00 9 L-125 MEDIUM INTENSITY R/W LIGHTS,ON EXISTING BASE 50 EACH $900.00 $45,000.00 10 L-125 TAXIWAY GUIDANCE SIGN,4 CHARACTERS 8 EACH $4,000.00 $32,000.00 11 L-125 PRECISION APPROACH PATH INDICATOR(PAPI)SYSTEM 4 LS $20,000.00 $60,000.00 12 L-125 THRESHOLD LIGHTS ON EXISTING BASE 24 LS $20,000.00 $480,000.00 13 L-125 RUNWAY END IDENTIFIER LIGHT(REIL)SYSTEM 4 LS $15,000.00 $60,000.00 14 L-125 REMOVAL OF EXISTING R/W LIGHTS 40 EACH $100.00 $4,000.00 15 L-125 I.D.TAGS FOR LIGHT UNITS 40 EACH $15.00 $600.00 16 M-150 PROJECT SURVEY&STAKEOUT 1 LS $5,000.00 $5,000.00 17 M-200 MOBILIZATION (4%MAXIMUM) 1 LS $47,550.00 $47,550.00 TOTAL CONSTRUCTION COST $1,232,000.00 ENGINEERING&ADMINISTRATION(10%+/-) $123,000.00 TOTAL ESTIMATED PROJECT COST $1,355,000.00