City of Columbia, Missouri

Columbia Regional Airport Master Plan Update

APPENDIX F
TECHNICAL UPDATE TO PAVEMENT CONDITION SURVEY
1.1 INTRODUCTION

The City of Columbia operates Columbia Regional Airport in Columbia, Missouri. The Airport
Management has identified the need to update the pavement condition survey in accordance with its
FAA Grant Assurances. The Airport has retained Reynolds, Smith and Hills, Inc. (RS&H) to provide a
Technical Update to the existing pavement condition survey.

This project consists of a technical update to the previous report, dated July 2005 prepared by Applied
Pavement Technology, Inc. and Bucher, Willis and Ratliff Corporation. The Pavement Condition
Index (PCI) will be updated for each section of airfield pavement, as well as an estimated five year
projection of the PCI values.

1.2 PROJECT HISTORY

Columbia Regional Airport is currently a commercial service and general aviation airport. It is home to
14 employers, including Central Missouri Aviation and DHL. RS&H is currently working with the
Columbia Regional Airport in preparing the Master Plan Update. The Master Plan will serve as
guideline for future airport improvement and/or expansion.

1.3 PROJECT DESCRIPTION

Areas of focus are all runway, taxiway, and apron pavements. The total pavement area of
approximately 3,127,000 square feet was analyzed as part of this project.

The primary runway, Runway 2-20, is 6,500 feet in length and 150 feet in width. The crosswind
runway, Runway 13-31, is 4,400 feet in length and 75 feet in width. The airport taxiway network
consists of Taxiway A (parallel taxiway to Runway 2-20), Taxiway B (parallel taxiway to Runway 13-
31), and the connector taxiways: A1, A2, A3, A4, A5, B1, B2, C, and D. The apron is divided into three
branches AABX, AGA, and ATERM.

The principal objective of updating the Pavement Condition report is to assess the current condition of
the pavements at Columbia Regional Airport. This document supplements current information
allowing effective utilization of the funding available in the near future as well as insure that the
projects proposed follow the plan set forth for the Airport. It also indicates any problem areas that
may have arisen that require immediate or urgent correction.

First, reviews of the existing Airport Layout Plan, Pavement Management Plan, files and reports were
performed. During the records review, available information pertaining to the pavement construction,
rehabilitation, and maintenance history of the Airport was also gathered.

RS&H then reviewed and assigned a designation to each individual facility (runway, taxiway, etc.) at
Columbia Regional Airport. The previous report was used to the extent practical. The pavement
areas are divided into networks, branches, sections, and sample units in accordance with the
American Society for Testing and Material’s (ASTM) Standard D5340, Standard Test Method for
Airport Pavement Condition Index Surveys and the FAA’s Advisory Circular 150/5380-6A, Guidelines
and Procedures for Maintenance of Airport Pavements. Networks are the largest division of the

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pavements and are separated by function (runways, taxiways, and aprons.). Networks are further
divided into branches, which separate the pavement by designation. Sections divide the branches
and share features or commonalities, such as construction times, history, cross section, surface
composition, or traffic patterns.

The Consultant used Micro-PAVERtm pavement management software, version 6.0, to determine the
pavement condition index. Micro-PAVERtm uses the inspection results to efficiently identify
pavements requiring maintenance, rehabilitation, reconstruction, or repair. This information allows the
user to assess overall pavement network condition and to identify required maintenance,
rehabilitation, and reconstruction activities.

The Consultant calculated the required number of samples per section, based on a 95 percent
confidence level Inspection. Based on the number of sections, a certain number of sample units were
identified to statistically represent the entire section. The pavement sections were divided into sample
units of a maximum of 5,000-square feet for flexible pavement and 24 panels (equivalent 25-feet by
25-feet) for rigid pavements. The proposed sampling rate is shown in Table 1 below.

Table 1
INSPECTION SAMPLING RATE

Pavement Sample Units

N n N N
1-5 All 22-28 11
6-8 6 29-37 12
9-10 7 38-52 13
11-13 8 53-79 14
14-17 9 80-139 15
18-21 10 139+ 16

N = Number of samples in section

n = Number of samples to be surveyed

1.4 FIELD INVESTIGATION

The Consultant conducted field inspection of the sample units within each section. The runways,
taxiways, and aprons were evaluated using the PCI procedure as defined in FAA AC 150/5380-6A
and ASTM D5340. Utilizing a Trimble GeoXT GPS unit, each sample location was located on the
pavement. The sample was then measured and marked out. A visual survey of the sample was
performed, and any distresses found were noted, measured, and sketched on Survey Data Sheets.
These sheets can be seen in Appendix B. The types of stresses identified and recorded as low,
medium, or severe are as follows:

Asphalt Surface Distresses

1. Alligator Cracking
2. Bleeding
3. Block Cracking
4. Corrugations
5. Depression
6. Jet Blast
7. Joint Reflective Cracking

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8. Longitudinal / Transverse Cracking

9. Oil Spillage
10. Patching
11. Polished Aggregate
12. Weathering/Reveling
13. Rutting
14. Shoving
15. Slippage Cracking
16. Swelling

Concrete Surface Distress

1. Blow-Up
2. Corner Break
3. Linear Cracking
4. Durability Cracking
5. Joint Seal Damage
6. Small Patch
7. Large patch / Utility Cut
8. Pop outs
9. Pumping
10. Scaling/ Crazing
11. Faulting
12. Shattered Slab
13. Shrinkage Cracking
14. Joint Spalling
15. Corner Spalling

1.5 PROCESS PCI INFORMATION

The Consultant used Micro-PAVERtm pavement management software to calculate the PCI of each
sample unit and each section, an average PCI for each branch and assign an overall condition rating
to each branch (i.e. “Good, Satisfactory, Fair, Poor, Very Poor, Serious, and Failed”). Micro-PAVERtm
is able to look at the current pavement structure and condition and compare it to past inspections.
Using this data, the software is also able to predict the PCI values at a future date.

1.6 OBSERVATIONS AND RESULTS

The map format from the 2003 AP Tech report was used. An overall map of the Airport with the
condition of each section can be viewed in Exhibit 1. Exhibit 2 displays the two year projected values
for the year 2010 and Exhibit 3 displays the five year projected values for the year 2013. Larger views
of current pavement condition indices can be seen in Exhibits 4 through 7. These views also depict
each of the pavement samples. The circled sample numbers indicate the samples used for this report
update. A PCI for each branch and network (i.e. runway, taxiway, etc.) was computed and is shown
in Table 2.

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Table 2
PCI VALUES – BRANCH

Network Branch 2008 PCI

Aprons AABX 86
Aprons AGA 92
Aprons ATERM 74
Aprons ALL 82
Runways RW0220 64
Runways RW1331 39
Runways ALL 57
Taxiways ALL 51
Taxiways TWA 54
Taxiways TWA1 53
Taxiways TWA2 66
Taxiways TWA3 58
Taxiways TWA4 95
Taxiways TWA5 85
Taxiways TWB 31
Taxiways TWB1 25
Taxiways TWB2 22
Taxiways TWC 34
Taxiways TWD 65
Taxiways ALL 51
ALL ALL 62

The distresses found in each section that were used to calculate the PCI also allow for the analysis of
possible maintenance procedures and can guide improvement projects on a section by section basis
for the purposes of project planning.

1.6.1 RUNWAY 2-20

Section 10 - This section of pavement is in poor condition with a PCI of 47. High levels of corner
spalling and linear cracking were observed as well as a large amount of medium joint spalling, linear
cracking, and patching. Feasible maintenance strategies to increase PCI would be to seal all cracks
and joints, replace joint sealing, partial patch of spalling areas, and monitor popouts.

Section 20 - This section of pavement is in good condition with a PCI of 92. A majority of the
distresses observed were mild to moderate corner and joint spalling, small patching, and joint seal
damage. In order to maintain this condition, the feasible maintenance strategies would be to replace
joint sealing, partial patch of spalling areas, and monitor popouts.

Section 30 - This section of pavement is in serious condition with a PCI of 19. Moderate to high levels
were observed for corner and joint spalling, joint seal damage, linear cracking, small and large
patching, as well as popouts and shrinkage cracking. If no action is taken, the pavement will fail in
less than five years. A feasible strategy would be to reconstruct the pavement section.

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Section 40 - This section of pavement is in good condition with a PCI of 94. A majority of the
distresses observed were mild to moderate corner and joint spalling, small and large patching, and
joint seal damage. In order to maintain this condition, the feasible maintenance strategies would be to
replace joint sealing, partial patch of spalling areas, replace small and large patches, and monitor
popouts.

Section 50 - This section of pavement is in poor condition with a PCI of 45. Low levels of corner
spalling, small and large patching, and joint seal damage were observed as well as a large amount of
medium joint spalling, linear cracking, and patching. Feasible maintenance strategies to increase PCI
would be to seal all cracks, replace joint sealing, partial patch of spalling areas, replace damaged
patching, and monitor popouts.

Section 60 - This section of pavement is in good condition with a PCI of 92. A majority of the
distresses observed were mild to moderate corner and joint spalling, small and large patching, and
joint seal damage as well as shrinkage cracking. In order to maintain this condition, the feasible
maintenance strategies would be to replace joint sealing, partial patch of spalling areas, and replace
patching.

Section 70 - This section of pavement is in fair condition with a PCI of 63. Low to moderate levels of
corner and joint spalling, small and large patching, and joint seal damage were observed as well as a
large amount of medium to high levels joint spalling, linear cracking, and large patching as well as
shrinkage cracking. Feasible maintenance strategies to increase PCI would be to seal all cracks,
replace joint sealing, partial patch of spalling areas, replace damaged patching, and monitor
shrinkage cracks.

Section 80 - This section of pavement is in satisfactory condition with a PCI of 71. Low to moderate
levels of corner and joint spalling, large patching, and joint seal damage as well as shrinkage cracking
were observed. Feasible maintenance strategies to increase PCI would be to replace joint sealing,
partial patch of spalling areas, replace damaged patching, and monitor shrinkage cracks.

Section 90 - This section of pavement is in poor condition with a PCI of 49. Low to moderate levels of
corner and joint spalling, small and large patching, and joint seal damage were observed as well as
high levels of linear cracking and shrinkage cracking were observed. Feasible maintenance
strategies to increase PCI would be to seal all crack, replace joint sealing, partial patch of spalling
areas, replace damaged patching, and monitor shrinkage cracking.

1.6.2 RUNWAY 13-31

Section 10 - This section of pavement is in very poor condition with a PCI of 36. Low to moderate
levels of alligator cracking, block cracking, depression, linear cracking, patching, and weathering were
the distresses observed. Feasible maintenance strategies to increase PCI would be to patch or seal
cracking, patch depression, and/or surface treatment.

Section 20 - This section of pavement is in poor condition with a PCI of 49. Low to moderate levels of
joint spalling, large patching, and joint seal damage as well as popouts were observed. A large
amount of medium to high intensity linear cracking was surveyed. Feasible maintenance strategies to
increase PCI would be to replace joint sealing, partial patch of spalling areas, replace damaged
patching, seal cracks, and monitor popouts.

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Section 30 - This section of pavement is in very poor condition with a PCI of 32. Low to high levels of
alligator cracking, block cracking, depression, linear cracking, and weathering were the distresses
observed. Feasible maintenance strategies to increase PCI would be to patch or seal cracking, patch
depression, and/or surface treatment.

1.6.3 TAXIWAY A

Section 10 - This section of pavement is in poor condition with a PCI of 41. Low to moderate levels of
corner and joint spalling, small and large patching, map cracking, and joint seal damage were
observed as well as a large amount of medium to high linear cracking and patching. Feasible
maintenance strategies to increase PCI would be to seal cracks, replace joint sealing, partial patch of
spalling areas, replace damaged patching, and monitor low level map cracking.

Section 20 - This section of pavement is in satisfactory condition with a PCI of 82. Low to moderate
levels of corner breaks, joint spalling, small and large patching as well as some high levels of joint and
corner spalling were observed. Feasible maintenance strategies to increase PCI would be to partial
patch of spalling areas, replace damaged patching, and seal low level corner breaks.

Section 30 - This section of pavement is in very poor condition with a PCI of 40. Moderate to high
levels of corner and joint spalling, large patching, and linear cracking were observed. Feasible
maintenance strategies to increase PCI would be to seal cracks, partial patch of spalling areas, and
replace damaged patches.

1.6.4 TAXIWAY A1

Section 10 - This section of pavement is in poor condition with a PCI of 53. Low to moderate levels of
corner breaks, corner and joint spalling, linear cracking, and joint seal damage were observed.
Feasible maintenance strategies to increase PCI would be to seal cracks, replace joint sealing, partial
patch of spalling areas, and slab replacement at the location of the corner break.

1.6.5 Taxiway A2

Section 10 - This section of pavement is in fair condition with a PCI of 70. Low to high levels of corner
and joint spalling, large patching, linear cracking, and joint seal damage as well as shrinkage cracking
were observed. Feasible maintenance strategies to increase PCI would be to seal cracks, replace
joint sealing, partial patch of spalling areas, replace damaged patching, and monitor shrinkage cracks.

Section 20 - This section of pavement is in fair condition with a PCI of 62. Low to moderate levels of
corner breaks, corner and joint spalling, small and large patching, linear cracking, and joint seal
damage as well as shrinkage cracking were observed. Feasible maintenance strategies to increase
PCI would be to seal cracks, replace joint sealing, partial patch of spalling areas, replace damaged
patching, replace slab at the location of the corner break, and monitor shrinkage cracks.

1.6.6 Taxiway A3

Section 10 - This section of pavement is in fair condition with a PCI of 58. Low to moderate levels of
corner and joint spalling, large patching, linear cracking, and joint seal damage and high levels of
corner spalling were observed as well as shrinkage cracking. Feasible maintenance strategies to
increase PCI would be to seal cracks, replace joint sealing, partial patch of spalling areas, replace
damaged patching, and monitor shrinkage cracks.

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Columbia Regional Airport Master Plan Update

1.6.7 Taxiway A4

Section 10 - This section of pavement is in good condition with a PCI of 95. A majority of the
distresses observed were mild to moderate joint spalling, and large patching. In order to maintain this
condition, the feasible maintenance strategies would be a partial patch of spalling areas, and replace
large patches.

1.6.8 Taxiway A5

Section 10 - This section of pavement is in satisfactory condition with a PCI of 85. Low levels of
corner and joint spalling and joint seal damage, medium level joint spalling, and high level corner
spalling were observed. Feasible maintenance strategies to increase PCI would be to partial patch of
spalling areas and replace joint seal.

1.6.9 Taxiway B

Section 10 - This section of pavement is in serious condition with a PCI of 15. Moderate to high levels
were observed for alligator cracking, block cracking, linear cracking, and patching. If no action is
taken, the pavement will fail in less than five years. A feasible strategy would be to reconstruct the
pavement section.

Section 20 - This section of pavement is in poor condition with a PCI of 52. Moderate to high levels of
corner and joint spalling, joint seal damage and linear cracking as well as popouts were observed.
Feasible maintenance strategies to increase PCI would be to seal cracks, partial patch of spalling
areas, and replace joint seal.

Section 30 - This section of pavement is in serious condition with a PCI of 25. Observed was low
levels of alligator cracking, block cracking, depression, linear cracking, patching, and weathering;
medium levels of alligator cracking, linear cracking, and weathering; high level of linear cracking. A
feasible strategy would be to reconstruct the pavement section.

1.6.10 Taxiway B1

Section 10 - This section of pavement is in serious condition with a PCI of 25. A majority of the
observed distresses were moderate level alligator cracking, block cracking, linear cracking, with minor
weathering and raveling. If no action is taken, the pavement will fail in less than five years. A feasible
strategy would be to reconstruct the pavement section.

1.6.11 Taxiway B2

Section 10 - This section of pavement is in serious condition with a PCI of 22. Observed were low
levels of bleeding, depression, linear cracking, patching, and weathering; medium to high levels of
alligator cracking, linear cracking, and depression. If no action is taken, the pavement will fail in less
than five years. A feasible strategy would be to reconstruct the pavement section.

1.6.12 Taxiway C

Section 10 - This section of pavement is in very poor condition with a PCI of 34. Observed were low
to moderate levels of alligator cracking, depression, linear cracking, oil spillage, and weathering; high
levels of linear cracking and weathering. A feasible strategy would be to reconstruct the pavement
section.

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1.6.13 Taxiway D

Section 10 - This section of pavement is in fair with a PCI of 65. Moderate to high levels of corner and
joint spalling, and linear cracking and mild joint seal damage were observed. Feasible maintenance
strategies to increase PCI would be to seal cracks, partial patch of spalling areas, and replace joint
seal.

1.6.14 AABX

Section 10 - This section of pavement is in good condition with a PCI of 86. A majority of the
distresses observed were mild to moderate corner breaks, corner and joint spalling, and joint seal
damage; and minimal high level corner spalling. In order to maintain this condition, the feasible
maintenance strategies would be a partial patch of spalling areas, seal cracks, and replace joint seal.

1.6.15 AGA

Section 5 - This section of pavement is in satisfactory condition with a PCI of 77. A majority of the
distresses observed were mild to moderate joint spalling, and small patching with some shrinkage
cracking. Feasible maintenance strategies to increase PCI would be to partial patch of spalling areas,
and monitor shrinkage cracks.

Section 10 – This section of pavement was under reconstruction during inspection.

Section 20 - This section of pavement is in good condition with a PCI of 94. Low to moderate levels of
corner and joint spalling, small patching, linear cracking, and joint seal damage and high levels of
corner spalling were observed as well as shrinkage cracking. Feasible maintenance strategies to
maintain this condition would be to seal cracks, replace joint sealing, partial patch of spalling areas,
replace damaged patching, and monitor shrinkage cracks.

Section 30 - This section of pavement is in good condition with a PCI of 97. Low levels of corner and
joint spalling, and joint seal damage were observed as well as shrinkage cracking. Feasible
maintenance strategies to maintain this condition would be to replace joint sealing, partial patch of
spalling areas, and monitor shrinkage cracks.

1.6.16 ATERM

Section 5 - This section of pavement is in satisfactory condition with a PCI of 70. A majority of the
distresses observed were mild to high corner joint spalling, joint seal damage, linear cracking, map
cracking, and small and large patching with some shrinkage cracking. Feasible maintenance
strategies to increase PCI would be to partial patch of spalling areas, seal cracks, replace joint
sealing, replace patching, and monitor shrinkage cracks.

Section 10 – This section of pavement was under reconstruction during inspection.

Section 20 - This section of pavement is in good condition with a PCI of 86. Low to moderate levels of
corner breaks, corner and joint spalling, linear cracking, and joint seal damage were observed as well
as shrinkage cracking. Feasible maintenance strategies to maintain this condition would be to seal
cracks, replace joint sealing, partial patch of spalling areas, replace damaged patching, and monitor
shrinkage cracks.

Section 30 - This section of pavement is in fair condition with a PCI of 58. Low to moderate levels of
corner and joint spalling, linear cracking, map cracking, and joint seal damage were observed as well

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as shrinkage cracking. Feasible maintenance strategies to increase the PCI would be to seal cracks,
replace joint sealing, partial patch of spalling areas, replace damaged patching, and monitor
shrinkage and map cracking.

Section 40 - This section of pavement is in fair condition with a PCI of 61. Low to moderate levels of
corner and joint spalling, linear cracking, and map cracking were observed as well as shrinkage
cracking and high level joint spalling. Feasible maintenance strategies to increase the PCI would be
to seal cracks, partial patch of spalling areas, replace damaged patching, and monitor shrinkage and
map cracking.

Section 50 - This section of pavement is in fair condition with a PCI of 69. Low to high levels of joint
spalling, linear cracking, and joint seal damage were observed. Feasible maintenance strategies to
increase the PCI would be to seal cracks, replace joint sealing, and partial patch of spalling areas.

The estimated PCI values calculated by Micro-PAVERtm for the next five years are included in Table 3
below. These represent the condition of the pavement sections if no maintenance is performed on the
various sections. As evidenced by the observations above, there are several sections which will be
unusable (Failed PCI 0-10), unless rehabilitation / reconstruction is performed on these sections
within the next two years.

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Columbia Regional Airport Master Plan Update

Table 3
ESTIMATED PCI VALUES 2008-2013

Network Branch Section Area August August August August August August
ID ID ID (SY) Surface 2008 2009 2010 2011 2012 2013
Runways RW0220 10 11,489 PCC 47 46 44 43 42 40
Runways RW0220 20 26,433 PCC 92 92 92 91 91 91
Runways RW0220 30 2,917 PCC 19 17 15 13 11 9
Runways RW0220 40 31,250 PCC 94 94 94 94 93 93
Runways RW0220 50 2,917 PCC 45 44 42 41 39 38
Runways RW0220 60 20,667 PCC 92 92 92 91 91 91
Runways RW0220 70 3,583 PCC 63 62 61 60 59 58
Runways RW0220 80 1,000 PCC 71 70 70 69 68 67
Runways RW0220 90 8,083 PCC 49 48 46 45 44 43
Runways RW1331 10 27,883 AAC 36 32 28 24 20 16
Runways RW1331 20 3,122 PCC 49 46 43 39 36 33
Runways RW1331 30 4,606 AAC 32 28 23 19 15 11
Taxiways TWA 10 51,906 PCC 41 39 38 37 35 34
Taxiways TWA 20 2,372 PCC 82 82 81 81 80 80
Taxiways TWA 30 2,417 PCC 40 38 37 35 34 32
Taxiways TWA1 10 2,633 PCC 53 52 51 49 48 47
Taxiways TWA2 10 2,011 PCC 70 69 68 68 67 66
Taxiways TWA2 20 2,633 PCC 62 61 60 59 58 57
Taxiways TWA3 10 2,011 PCC 58 57 56 55 54 53
Taxiways TWA4 10 1,422 PCC 95 92 89 86 83 80
Taxiways TWA5 10 2,600 PCC 85 83 82 81 79 78
Taxiways TWB 10 14,989 AC 15 11 7 3 0 0
Taxiways TWB 20 3,439 PCC 52 50 48 46 45 43
Taxiways TWB 30 2,894 AC 25 22 19 16 13 11
Taxiways TWB1 10 1,406 AC 25 22 18 15 11 8
Taxiways TWB2 10 1,350 AC 22 17 12 6 1 0
Taxiways TWC 10 3,161 AC 34 30 25 21 16 12
Taxiways TWD 10 2,856 PCC 65 59 53 48 42 36
Aprons AABX 10 13,333 PCC 86 85 83 82 80 79
Aprons AGA 5 2,000 PCC 77 74 71 68 65 62
Aprons AGA 10 13,000 PCC 100 97 94 91 88 85
Aprons AGA 20 16,667 PCC 94 91 88 85 82 79
Aprons AGA 30 117 PCC 97 94 91 88 85 82
Aprons ATERM 5 16,667 PCC 70 69 68 68 67 66
Aprons ATERM 10 9,417 PCC 100 97 94 91 88 85
Aprons ATERM 20 9,061 PCC 86 86 85 85 84 84
Aprons ATERM 30 9,861 PCC 58 54 51 48 44 41
Aprons ATERM 40 7,500 PCC 61 58 55 51 48 45
Aprons ATERM 50 7,500 PCC 69 66 64 61 59 56

* Surface Types – AC = Asphalt Cement Concrete, AAC = Asphalt Overlay on AC, PCC = Portland
Cement Concrete.

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1.7 SUMMARY

There are no specific rules or guidance regarding minimum PCI levels for the pavements on the
airfields. However, the PCI values should be maintained at a level sufficient for safe and reliable
operations by aircraft and users of the pavements. Pavements deteriorate slowly at first. That is the
time to perform routine maintenance such as crack sealing, joint repair, and sealcoating to preserve
the pavements and prevent the formulation of FOD (Foreign Object Debris) which can cause damage
to aircraft. Generally, pavements with a PCI value above 70 are considered in good condition. As
seen in Figure 1 below, pavements begin to deteriorate very quickly between a PCI value of 70 and a
value of 55. The PCI values and time indicated in Figure 1 are only representative. The point where
the pavement begins to quickly deteriorate is called the critical value. Beyond this point, costs to
repair or replace the pavement accelerate rapidly with time. The best time to maintain or repair
pavement is before the pavement reaches the critical point.

Figure 1
PAVEMENT DETERIORATION CURVE

It is a requirement of the Federal Aviation Administration (FAA) Airport Improvement Plan (AIP), as
part of the grant assurances that the sponsor is required to meet, that a Pavement Management Plan
be implemented that includes regular PCI inspections. The advantage of a continued Pavement
Management Plan and PCI Value update is to help predict when the critical point will occur for each
pavement. Maintenance and surface rehabilitation prior to serious pavement deterioration can reduce
cost and impact to operations as shown in Figure 2. These costs can be programmed ahead of time
rather than searching for funds to pay for more costly repairs or even pavement reconstruction.
Comparing the PCI values of each section in Exhibits 1 and 2 can provide useful data in budgeting for
upcoming repairs. Summary tables of the types of distresses found in each section and their causes
can be found in Appendix A.

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Figure 2
PAVEMENT DETERIORATION CURVE

The 2003 Pavement Management Plan provided a modified work plan listing the various projects
planned based upon the PCI results obtained in 2003 and a budget which was created with input from
the City of Columbia. The results of the 2008 update should be analyzed alongside the 2003 plan and
its current implementation to date. Future development established by the current Master Plan should
then be considered and the work plan should be implemented to meet the needs of the airport. Based
upon the information contained within this report, input from the Columbia Regional Airport staff, and
results of the Master Plan Report, a comprehensive Airport Capital Improvement Plan (ACIP) will be
developed that identifies future improvement projects and anticipated project costs.

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