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Final Reporti prepared by: Robert Peccia & Associates Helena & Kalispell, Montana December 2006 Page 1 of 4 PROJECT CLOSEOUT PACKAGE CHECKLIST To Be Completed By Sponsor's Consultant Place completed form in FRONT of closeout report last Updated 9-26-05 Reviewed B Phil Porrini Date: I December 2006 Location: I Kalispell City Airport I Project No. Currentli No AIP Grant Signed Copies SPONSOR CERTIFICATIONS - Included In Final Report Copy in FNL RPT YES / NO / NA ® Selection of Consultants Yes ® Project Plans and Specifications Yes ® Equipment / Construction Contracts Yes ® Construction Project Final Acceptance Yes ® Real Property Acquisition N/A ® Certificate of Title (evidence for land ownership) for each parcel N/A Final Report Addresses These Items: YES / NO / NA • Grant Special Conditions (except audit) Satisfied NA ® If grant (or amended grant) is $500,000 or more, A-133 audit must be sent to NA FAA & Clearing House; if grant is $500,000 or more then fill in following: ® Copy of the last A-133 Sponsor's Audit for Fiscal Years Ending sent to FAA on Next A-133 Audit for FY's Ending is scheduled to be completed on As -Built Requirements (Items included in CO Package) Separate Cover identified in ® Construction Plans: 1 set half size drawings plus CD with cadd or PDF files Appendix E ® Exhibit "A" Property Map Revised and Sent NA ® Either Minimum 5-sets of signed revised or as -built ALP's + 2 CD's with ALP NA cadd or PDF files, or a ALP was sent to FAA Appendix E a Inventor of Non -Expendable Property Received for Equipment Acquired NA ® Revised Pavement Evaluation Record - Included in Final Report NA ® Revised 5010 Data Sheet & Sketch - Included in Final Report Appendix E ® PAPI final commissioning data sent to FAA Project Manager NA a Copies Bid Tabs and Summary of Change Orders - Included in Final Report Yes ® Copies of Contracts (Architectural, Grant Administration, Construction, All Executed Contracts in Equipment) - Included in Final Report Appendix C ® "Three Way Check" was Made to verify claimed amounts (cancel Yes — Appendix A warrant/final pay request/final periodic cost estimate and or contract approved amounts) — see attached notes for details ® Final Report includes Statements on acceptance testing: materials met, or if not, pay deduction amt's were provided. Pay Calculation sheets are included in final report — include summary test results (don't include individual test results) NA a Cancel warrant summary & final cost summary worksheet is included in Yes — Appendix F final report — see notes below for details ® 2 signed copies Final Pay Request included in CO Package — (for non -letter NA creditprojects) do not bind requests in final report ® Maintenance Program included in Closeout (CO) Package Yes ® Final Report includes narrative describing work scope, and highlights — Yes describe unusual conditions / circumstances Page 2 of 4 NOTES ON THE FINAL PROJECT CLOSEOUT PROCESS Contact John Styba for questions/comments: john.styba@faa.gov or 406-449-5279 ® Keep all items for a closeout in a "package" — this will prevent loss. Do not send in the final pay request ahead of the package since we need to determine the final federal share from the data included in the report before the pay request can be processed. ® There should be no "surprises" at this point in a project's life — those items should have been discussed with the FAA project manager as they became known during the life of the project. "Surprises" are significant conditions or results that we are not aware of such as: - large recovery or amendment needs of federal dollars AIP 32 Grant - changes to the specifications, such as in the area of acceptance testing Amendment - added work, change orders, or other costs not in the initial work scope ® Each Closeout Package consists of: - As -Built Set of Construction Drawings - half size sheets, and one set cadd files. V/ Do not bind the as -built sheets inside the report. - 2 signed copies of the Final Payment Request - we need to send these in for `� processing thus do not bind them into the report — place a copy of the final pay request with the summary of costs sheet - Revised Pavement Evaluation Sheet — get the latest from the State System Plan N/A (for GA) or FAA project manager, then revise per your project. - As -Built ALP: If project resulted in changes to the ALP (new taxiway, apron N/A expansion, etc.) an as -built ALP is required. In this case, send 5 sets of signed full size blue line drawings with 2-CD's of CADD files. FAA will stamp and approve and send back approved copy to Sponsor and Consultant (add more copies if more than one sponsor, etc.). Place most recent revision date on main ALP sheet. - Revised 5010 Airport Master Record Sketch and revised 5010 data (mark-up the 5010 with the changes) if project resulted in changes. Send this data to FAA as NIA early in the project as possible to allow for published changes to coincide with finished development. - Project Closeout Checklist — (see above). Note: this checklist is included so that the author of the report is aware of the key elements that FAA addresses when completing the federal portion of a project closeout. The Sponsor's Consultant should be able to determine that the listed items, if applicable to this project, have been properly addressed in the final report. Place completed checklist as the first pages seen on the inside of the report. ® The Final Closeout Report requirements are included in Regional ANM Airports Standard Handout per Engineering Guidance 99-03, dated 5/24/99. This guidance is located on the FAA ANM Airport's Home Web Page: http://www2.faa.gov/arp/anm Select Safety and Standards Branch, Construction, Construction, then "Standard Handout for Final Report's" under "Policy and Guidance". Additions to the `/ Regional Guidance for the HLN ADO include: (1) This Final Closeout Report Checklist — fill out and bind this checklist in the front of the final report. (2) Final Summary of Cancelled Warrants — see notes below. ® The consultant preparing the final report, needs to "check the numbers against each other". This is called the "three -way -check". The report should contain a statement ✓ that this check has been made by the author. - For construction costs, the final amounts must agree with each other on the final payment request, final periodic cost estimate, and the summary of cancelled warrants. - For consulting fees, the final amounts must agree with each other on the final payment request, approved engineering contact (including addendums), and the summary of cancelled warrants. Page 3 of 4 - For administrative costs, the amount requested on the final pay request must agree with the cancelled warrant summary, and any agreement of pay such as an ✓ independent cost analysis. For those items that are simple in nature, such as advertising costs or permit fees, just the warrant summary and the breakout of the final payment request area of the final report need to agree. ® Explanation required for all costs claimed. The old time final reports were ✓ construction only, and gave little if any data on other fees claimed. The report must now cover all claimed cost areas, including studies by the engineer that are included in the grant. A narrative needs to be included in the report that further breaks out how the line items of claimed costs on the final payment request were developed. "Other" or "miscellaneous" costs without an explanation will cause that cost to be disallowed. ® Acceptance test results and payment impacts. Each specification area (P-152, P-208, P-401, .....) has it's own acceptance testing requirements. In some cases, the material must meet 100% of the requirement before the next step in construction can proceed. Often, there are areas that must be re -worked to meet acceptance parameters. A summary only of the test results is required to be included in the report. A statement needs to be included in the report for the following: - That the material met the acceptance test requirements. For the materials that do ✓ not have payment deducts for test results below certain values, a statement needs to be added that the re -worked areas did meet acceptance requirements. - For materials that do have payment deducts or bonuses due to acceptance test N/A results, a copy of the computer printouts, which show the pay determination, need to be included in the report. A statement such as, "for P-401, a total of $$, were ducted per the specification, from the contractors payments due to acceptance test results falling below prescribed values. If re -tests were done, explain the impact to the amounts paid to the contractor, including a copy of the computer printouts. Contracts. Verify that a copy of the final signed contacts for this project is included in the final report package. That includes, engineering, construction, equipment, land appraisals, etc.. Often the only copy that was sent to FAA was a draft or unsigned or preliminary copy. Our records must include an executed contract. This applies to addendums or supplementary agreements as well. In the final report include: - Copies of signed contracts, including the date executed in the narrative section of the final report. ✓ - Include a summary of FAA concurrence for each contract: date of approval or concurrence in award letter or e-mail reply. `� - For engineering contracts, include a discussion of the sponsor's independent cost analysis and record of negotiation. State when this information was sent to FAA. ® Cancelled Warrant Summary. A Warrant is a payment method or "check" that a Sponsor uses to make payments for elements of the project work. Include a summary of cancelled warrants that lists the ® date, warrant number, party warrant is made out to, and the amount for each cost claimed. ✓ ® Group the type of work together and provide a sub total for each group (i.e. Engineer, Contractor #1, Equipment, Associated Land Costs, Administrative). ✓ You must have a subtotal for each category or you cannot be able to complete the "Three -Way -Check". ® Provide a total of all warrants at the bottom of the summary. Compare the sub ✓ totals and final total to amounts on the Final Payment Summary Worksheet (Page 6 of the Final Report) — this is part of the three-way check described above. ® Each division of work as explained above needs to have a total on the cancelled ✓ warrant summary sheet in order for this amount to be used in the "three-way comparison". In the case where the final warrants have not been issued or cancelled, yet the amount is known and fixed, include a line in the summar Page 4 of 4 showing the amount and to whom, but leave blank the warrant number and date. Follow-up the missing data with a revised sheet once the final data is known. ® Make sure there is a Maintenance Program included in the final report for all development type projects (not needed for land, planning, orequipment type ants) ® Rounding Down. Make sure the final TOTAL federal dollars paid to or claimed by NA the sponsor are a whole dollar. The final federal share must be rounded down to the nearest whole dollar. ® A signed Amendment letter, justifying a request for grant increase if allowable costs NA exceed the grant amount, should be included with the closeout package. Make sure the amendment request is signed by the same entity (Sponsor) that is authorized to sign the grant — then FAA can issue a letter of amendment if applicable. FAA will review the request for a determination of reasonableness and eligibility. FAA does not guarantee that funds will be readily available to cover such overages. Note: the Sponsor needs to advise the ADO as soon as final projected costs indicate an amendment maybe needed — do not wait until the project completion to identify amendment needs. Also, in the case of significant cost under runs, the Sponsor needs to advise the ADO as soon as significant recoveries of federal funds are projected while tracking the on -going project budget. F:\AIRPORTSHCALISPELL CITY-2003\KCA FINAL REPORT\FNLCHECFCDOC Kalispell City Airport — North End Surfacing Improvements Kalispell Northt f '= Prepared for the City of Kalispell Kalispell, Montana In cooperation with the Montana Aeronautics Division Prepared by Robert Peccia & Associates Helena, Montana December 2006 Kalispell City Airport — North End Surfacing Improvements Page Number 1.0 SCOPE OF WORD 1.1 Project Location and Airport Description .............................................. 3 1.2 Improvements History............................................................................ 3 1.3 Improvements Program.......................................................................... 3 41 f 1f.011 5.1 Bid Tabulations...................................................................................... 5 5.2 Engineer's Construction Narrative 5.2.1 Earthwork...................................................................................... 6 5.2.2 Culverts and Drainage Improvements ........................................... 8 5.2.3 Apron Subbase and Base Course .................................................. 9 5.2.4 Taxiway Subbase and Base Course .............................................. 10 5.2.5 Plant Mix Bituminous Pavement .................................................. 11 5.2.6 Tie Downs, Electrical Improvements & Taxiway Markers, ........ 12 5.2.7 Pavement Markings...................................................................... 13 5.2.8 Other Improvements..................................................................... 13 5.2.9 Change Orders and Suspensions of Work .................................... 13 5.3 Prime and Subcontractors...................................................................... 14 5.4 Construction Cost Breakdown.............................................................. 14 5.5 Construction Scheduling....................................................................... 15 5.6 Contractor Labor Compliance Statement .............................................. 15 5.7 Completion 5.7.1 Planned / Final Quantities and Costs ........................................... 15 5.7.2 Liquidated Damages..................................................................... 17 5.7.3 As -built Drawings........................................................................ 18 5.7.4 Final Inspection Summary........................................................... 18 5.7.5 Contractor Release of Liens......................................................... 18 8.0 SUMMARY OF TESTS RESULTS 8.1 Construction Management Plan............................................................ 21 8.2 Acceptance Test Summary Sheets ....................................................... 21 8.3 Control Test Summary Sheet................................................................ 21 Final Report Page 1 Kalispell City Aj1port — North End Surfacing Lmprovements 8/4Nfix Design Summary -------------------------2l 8.5 Testing Certifications —.-----------------------..2Z 0.6 Sponsor Certifications -------------------------2Z O.? Nfiscellaneous Certifications ................................................................. 22 APPENDIX C — CONTRACTS & CONTRACTOR'S CERTIFICATIONS AND COMPLIAVICE Final Report Page 2 Kalispell City Airport — North End Surfacing Improvements 1.1 Project Location and Airport Description The Kalispell City Airport is located on the southside of Kalispell, between the Highway 93 corridor and Airport Road. The airport lies within Section 20 of Township 28 North, Range 21 West. The airport has one paved runway with a total length of 3600 feet and 60 feet in width. The runway has an orientation of 13/31. Other paved areas include a bituminous asphalt apron and many taxiways providing access to the runway from the apron and adjacent hangars. Other facilities at the airport include; a rotating beacon, lighted windcone, several private hangars, a T-hangar building, and automobile parking. Currently three new hangars are currently being built, two of which are T-hangars. Services available include 100-octane and jet aviation fuel. The apron area has thirty-three new tie downs, all with coal tar emulsion treatment. Basic pavement markings are used on the runway. 1.2 Improvements HistorX In 1928, the City of Kalispell purchased 135 acres southwest of the community for development of a municipal airport (the site of the existing Kalispell City Airport). The airport was formally dedicated on July 3, 1929. In early 1966 the Kalispell Airport Association was established to further develop the airport property. The Association lasted for over 20 years, dissolving in 1986. During that time, many improvements were made to the site, providing its current infrastructure of a paved runway and adjacent taxiways. In 1999 the runway received a thin overlay with no improvements conducted upon the existing taxiways. Overall the airport has seen minimal improvements over the last 20 years until the addition of the new paved taxiways and apron constructed in the summer of 2005. The purpose of this report is to provide a complete narrative of the new construction commenced during the summer of 2005. 1.3 Improvements Pro _gram To meet the needs of a growing community, the City of Kalispell Airport Advisory Board put into motion a plan to improve and expand the existing Kalispell City Airport. This final report will cover project items completed during the "North End Surfacing Improvements Project". The City of Kalispell has paid for 100% of the funds required to complete the North End Surfacing Improvements Project. The City of Kalispell is in the process of becoming eligible for federal aid from the FAA to complete future improvements and expansions. Upon future FAA funding, a total reconstruction of the existing runway is planned. It is the City's goal to Final Report Page 3 Kalispell Cit�A Mort — North End Surfacing Improvements ultimately be reimbursed for this project, through Airport Improvement Program (AIP) funds, to the extent they are available once eligibility is obtained. The City plans to expand the airport to the south, requiring land acquisition to provide room for the proposed runway. Facilities constructed within this final report were designed to match up with the future proposed facilities that will be constructed once funding is acquired. The currently constructed project was designed to serve a transitional facility between the existing airport design and the proposed future and ultimate design planned for the Airport. The Kalispell City Airport — North End Surfacing Improvements Project consisted of the following items: ® Construction of a new asphalt apron with 33 aircraft parking locations ® Construction of a new taxiway system ® Installation of 18" RCP storm drain system providing site drainage ® Pavement markings ® Taxiway retroreflective markers ® Vehicle access control gate ® Access roadway ® Minor electrical improvements Plans and Specifications were certified by the Sponsor and are included in APPENDIX B. A Pre -Bid conference was held on May 23, 2005 at 1:00 p.m. at the Kalispell City Airport. Phil Porrini of Robert Peccia & Associates reviewed the scope of work, goals, of the project and contract requirements for those present. Questions were fielded and discussion of the project followed. Administrative costs for this project were those costs normally encountered by the Sponsor and which are reimbursable through an A.I.P. project. Administrative costs include advertising for various aspects of the engineering and construction, plus costs associated with implementing both a City and County Zoning Ordinances. They included $125 to advertise a Public Notice regarding the Airport Redevelopment Plan, $37 to advertise for DBE Goals, $774.65 to advertise for construction bids, $ 185 to advertise for public hearings related to the Airport Redevelopment Plan. These costs are shown in tabular form in Section 6.0 — SUMMARY OF PROJECT COSTS. Engineering services were provided by Robert Peccia & Associates (RPA). The Sponsor selected the firm on April 16, 2003. For the next two years, the Sponsor and the Engineer, along with Federal and State agencies, awaited the outcome of negotiations and court cases involving the radio station KGEZ, located south of the airport, along US Final Report Page 4 Kalispell City Anport — North End Surfacing Improvements Highway 93. Twin 300ft+ radio towers owned and operated by KEGZ are recognized airspace penetrations at the Kalispell City Airport. These towers present a hazard to air navigation and until they are removed the FAA is unable to fund airport improvements at this facility. Sponsor Certification for Selection of Consultants and is included in APPENDIX B. The Agreement to Furnish Engineering Services was signed on February 22, 2005. Multiple tasks orders were developed and those which are part of this project include: TO#2 North End Site Survey........................................................................... $ 5,700.00 TO#3 Preliminary Engineering.......................................................................$ 10,800.00 TO#4 Design Engineering............................................................................... $ 40,170.00 TO#6 Construction Management Services...................................................... $ 48,370.00 TO#7 Airport Layout Plan Update .................................. ................................. $ 16,700.00 Subtotal Eligible Engineering......................................................................... $121,740.00 Non -eligible Design Engineering and Construction Management Services for the "North End Utility Project" were performed under separate Task Orders (5 and 6A): TO#5 North End Utilities Design.....................................................................$ 9,300.00 TO#6A North End Utilties Construction Management Services .....................$ 15,500.00 A Record of Engineering Selection and Contract Negotiations is included in APPENDIX B. Eligible engineering costs are also shown in tabular form in Section 6.0 — SUMMARY OF PROJECT COSTS. There was no force account work associated with this project. 5.0 CONSTRUCTION 5.1 Bid Tabulations Sealed bids were received, publicly opened, and read aloud by Theresa White, the Kalispell City Clerk for the Airport Board Chairman at 2:30 p.m. on May 31, 2005, at the Kalispell City Hall in Kalispell, Montana. Two bids were received for the project. The lowest bid was eight percent lower than the Engineer's Estimate. Schellinger Construction, Inc. of Columbia Falls, Montana was the low bidder at $1,199,612.85, for the Base Bid ($1,124,784.10) plus Additive Alternate 1 ($74,828.75). Final Report Page 5 Kalispell City Airport — North End Surfacing Improvements Schellinger Construction, Inc. was encouraged to reach a specific Disadvantaged Business Enterprise (DBE) participation goal of 3.48 percent for this project. Schellinger Construction, Inc. met the goal by using three DBE contractors to participate on this project. Promark, Inc. of Lolo, Montana applied all pavement markings, Pavlik Electric of Missoula, Montana performed all electrical work and tie down anchors and Kootenai Surveying of Libby, Montana performed all surveying and construction staking services throughout the project. Acceptance of the Notice of Award dated June 20, 2005 was acknowledged by the Contractor on June 22, 2005. The Contractor was issued the Notice to Proceed on July 7, 2005. A listing of contractors who were sent personal invitations to bid on this project is included in APPENDIX A of this document. The project was also publicly advertised by the city in the Daily Interlake of Kalispell, Montana. The bid tabulation is in APPENDIX A. Included in the bid tabulation is the Engineer's Estimate. Sponsor Certification for Equipment/Construction Contracts, included in APPENDIX B, was obtained on July 6, 2005 for the Construction Contract dated July 6, 2005 which was accompanied by the appropriate bid, payment and performance bonds. A Pre -Construction meeting was held on July 6, 2005. Two representatives of the Contractor, two Engineering representatives, and one member of the Airport Board were present. Multiple subcontractors were also present during the Pre - Construction meeting. The owner of the three hangars being constructed north of the planned apron was also present. 5.2 Engineer's Construction Narrative 5.2.1 Earthwork Topsoil was removed from the locations of the new taxiways and apron and stockpiled outside the construction limits with two scrappers. The topsoil was stockpiled along the northern and western sides of the apron as well as east of the proposed clean waste fill area. Observed topsoil depths ranged from 6 to 14 inches, averaging at 10 inches in depth over the site. All excavation and embankment areas were stripped to root zone depth. Excavation of the native soil was accomplished by the use of two scrappers. Excavated material was placed on the embankments and compacted with a smooth -drum roller as directed by the Construction Management Plan. Extra native soil that was cut from the apron was placed in the clean waste fill areas and compacted with a smooth -drum roller. Final Report Page 6 Kalispell City Airport — North End Surfacing Improvements During the taxiway topsoil and unclassified excavation removal over the northern portion of the project, many areas composed of native soils began to "pump" or developed a "waterbed" effect. Many of these native lean clay subgrade soils, that were planned to support the new taxiway pavements, were 10% above their optimum compaction moisture, causing them to "pump" easily under the loading of construction equipment. It became apparent that much of the lean clay was not going to be able to support the equipment that would be used to build the new pavements surfaces and that this saturated material would need to be removed. Change Order #1 was presented by Robert Peccia and Associates and approved by the City on July 28, 2005, for the contractor to excavate 2 to 3 feet deep in the areas that had developed the pumping soils. Dryer, on -site, lean clay, excavated from the apron, was used as replacement material. The material was placed in one lift, averaging in 2 to 3 feet in thickness over separation fabric. Although many areas responded well to the muck excavation exercise by greatly reducing or eliminating subgrade pumping problems, several areas were still pumping and continued to threaten the constructablity and stability of taxiway pavement sections. Additional efforts to shore up the subgrade soils were needed before the placement of subbase and base course gravels could commence. Change Order #2 was presented by Robert Peccia and Associates and approved by the City on August 19, 2005, for the addition of a Tensar BX-1200 geogrid material to be at the top of the newly placed subgrade, just before placement of the subbase gravel section. Taxiways B, C, D, & E along with large sections of Taxiway A received geogrid. Depending on the severity of the subgrade pumping, one of the following two gravel sections were placed upon the geogrid. In many locations a 16" section of P-208 was placed and compacted in one lift. In other locations, a 12" section of P-154 was placed and compacted in one lift and followed with a 4" section of P-208 being compacted as a second lift. The geogrid proved to work very well, shoring up the underlain subgrade soils, providing a stable gravel section for the taxiway pavements. All subgrade and embankment areas, unaffected by subgrade pumping, were either found to have acceptable compaction, grade and smoothness, or they were reworked until acceptable results were achieved. All subgrade and embankment areas affected by the subgrade pumping received geogrid and modified gravel sections as need to provide required stability for taxiway pavements. See APPENDIX D, Construction Management Plan for testing frequencies and summary of results. High daily temperatures with little to no rain and daily 10 to 15 mph winds from the Southeast resulted in very dusty conditions at times. The Contractor Final Report Page 7 Kalispell City Airport — North End Surfacing Improvements continually watered the areas that were being traveled over and worked to help keep dust down during earthwork operations. The equipment used to complete the earthwork included: ® 2 — Caterpillar, 627G Scrapper ® 1 — Caterpillar, 615 Water Wagon ® 1 — Komatsu, 400 Excavator ® 1 — Komatsu, PC 30OLC Excavator ® 1 — Caterpillar, 14G Motor Patrol Grader ® 1 — Ingersoll-Rand, 150 Smooth Drum Roller ® 1 — Ingersoll-Rand, 200 Smooth Drum Roller ® 1 — Caterpillar, D8R Dozer ® 1 — Caterpillar, D6 Dozer * 1 — Komatsu, WA 380 Loader ® Numerous Dump Trucks 5.2.2 Culverts and Drainage Improvements Two existing catch basins, located along the new alignment of Taxiway `E' near station 14+50, were removed as shown on the plans on July 20, 2005. Construction of an 18" RCP storm drain alignment `A' started on July 21, 2005 and was completed on August 2, 2005. The Contractor started construction of the alignment at the north, down gradient end and worked back to the south. The storm drain was installed at a 0.20% slope, providing drainage to the north as shown on the plans. The grade was controlled with an internal pipe laser and checked periodically with a laser level to maintain positive grade. Alignment was controlled with a transit station and further followed with the internal pipe laser. The alignment was previously staked out by the surveyor before installation. An excavator continually cleared topsoil and native soils down to an elevation of 6" below base of storm drain pipe. The excavator would then place a 6" layer of 3/a" crush bedding material into the trench and place the reinforced concrete pipe upon it. The pipe was then set to grade and backfill half way up the sides with 3/a" crush and compacted. The 3/a" crush was watered before compaction and tested for compaction as needed. Flared End Terminal Sections (FETS) with trash covers were installed at both ends of the alignment. After the 18" storm drain alignment `A' was constructed, it was covered with on -site embankment materials to a depth of 6" over the top of the pipe with maximum 6:1 slopes extending outward. A 6" layer of topsoil was placed upon all disturbed areas following with seeding, fertilizing and mulching. Four 12" reinforced concrete pipe storm drain laterals were installed westward from several of the 18" RCP storm drain alignment `A' manholes. The laterals pass under Taxiway `A', collecting run-off from the site in several locations, Final Report Page 8 Kalispell City Airport — North End Surfacing Improvements transporting it to the main alignment `A' and ultimately to a city storm drain inlet at the intersection of Airport Road and 18`h Street West. FETs with trash guards were installed at the inlets of all four laterals. Additional reinforced concrete pipe culverts were place under the Access Road at two locations, under Taxiway `F' at two locations and also under taxiway `G at two locations. Drainage ditches were installed between the culverts, providing positive drainage for the western and southern portions of the site. Equipment used to complete the culvert and drainage improvements included: ® 1 — Komatsu, PC 300LC Excavator ® 1 — Komatsu, WA 380 Loader ® 1 — Caterpillar, D8R Dozer ® 1 — Caterpillar, D6 Dozer ® 1 — Sky Trak Forklift ® 1 — "Jumping Jack" Compactor 5.2.3 Apron Subbase and Base Course Subbase (P-154) and base course (P-208) samples were taken from stockpiles at the gravel pit or material on -site to determine Proctor values. Subbase material was imported and placed only in areas of new construction. A separation fabric was placed between subgrade and subbase in all locations of new construction. Construction of the apron continued once the subgrade was cut and compacted to planned elevations. The contractor laid out multiple rolls of separation fabric with a 2' minimum overlap between the rolls in preparation of the P- 154. On July 28, 2005, the contractor started to haul in P-154 subbase with several belly dump trucks onto the site. The contractor began to place the material along the southern edge of the apron and pushed the gravel out to the north with a grader, maintaining a 12" lift of gravel under all equipment. This proved to be quite affective in not disturbing the fragile subgrade. The apron placement of P-154 was completed on August 4, 2005. Density and moisture content tests were taken frequently throughout the placement of the P-154 material to provide the contractor compaction guidance. The P-154 was watered continually and compacted with two rollers. Kootenai Surveying placed a grid of "blue tops" down for final grading and compaction. Final acceptance compaction tests were taken by the engineer on August 6, 2005. Placement of P-208 base course followed. The material was hauled to the site in belly dump trucks and placed on the apron using the same procedure as used to place the P-154. The P-208 was placed in a single 4" lift and compacted. During placement, the P-208 was continually watered and compacted. As the Final Report Page 9 Kalispell City Abort — North End Surfacing Improvements contractor approached grade, Kootenai Surveying "blue topped" the apron, providing final visual guidance for final grading. Density and moisture content tests were taken frequently throughout the placement of the P-208 material to provide the contractor compaction guidance. Final acceptance compaction and string line testing were taken by the engineer on August 23, 2005. All subbase and base course was either found to have acceptable compaction, grade and smoothness, or it was reworked until acceptable results were achieved. See APPENDIX D, Construction Management Plan for testing frequencies and summary of results. Equipment used to complete the subbase and base course included: ® 1 — Caterpillar, 14G Grader ® 1 — Ingersoll Rand, 150 Smooth Drum Roller ® 1 — Ingersoll Rand, 200 Smooth Drum Roller ® 1 — Water Wagon ® Numerous Belly Dumps 5.2.4 Taxiway Subbase and Base Course During earthwork operations, many taxiways developed unstable subgrade conditions. Two different gravel sections were used to provide stability for future taxiway pavements. Final earthwork subgrade digouts were completed on August 15, 2005. The subgrade soils removed were replaced with dryer on - site embankment materials excavated from the apron and surrounding areas. This work was directed under Change Order #1. One of the following two gravel sections was implemented during taxiway construction and directed by Change Order #2. In many locations, the original planned P-154 section of 12" was placed and compacted in one lift and followed with 4" of P-208 to the planned base of pavement elevation. All sections that received this typical section received an underlain separation fabric, with some sections receiving geogrid. Geogrid was used sparingly and placed in only those areas that needed it. In other locations, a modified 16" section of P-208 was placed and compacted in one lift to the planned base of pavement elevation. Using the more angular P-208 material as a substitute to the P-154 provided a stronger section in the areas of continued subgrade pumping. Separation fabric and geogrid were place beneath all modified gravel sections. Kootenai Surveying provided blue tops upon all taxiways for final grading and compaction. No vibratory compaction was used upon any of the taxiway gravel section in fear of further subgrade disturbance. Taxiway gravels were continually watered and worked as static roller compaction proceeded. Final Report Page 10 Kalispell City Airport — North End Surfacing Improvements The first round of taxiway base course acceptance testing failed. Taxiways B, C and D all yielded final P-208 grade elevations of 1" to 3" below plan elevations. Source of the error was determined to be from a roller operator continually rolling over the "blue top" hubs, pushing grade control down in elevation. Affected taxiways were "blue toped" a second time and final grade was achieved. Taxiway final density and string line testing were preformed by the Engineer between August 23, 2005 and September 2, 2005. All subbase and base course was either found to have acceptable compaction, grade and smoothness, or it was reworked until acceptable results were achieved. See APPENDIX D, Construction Management Plan for testing frequencies and summary of results. Equipment used to complete the subbase and base course included: ® 1 — Caterpillar, 14G Grader ® 1 — Ingersoll Rand, 150 Smooth Drum Roller ® 1 — Ingersoll Rand, 200 Smooth Drum Roller ® 1 — Caterpillar, D8R Dozer ® 1 — Caterpillar, D6 Dozer ® 1 — Water Wagon ® Numerous Belly Dumps 5.2.5 Plant Mix Bituminous Pavement Placement of Bituminous Pavement commenced on August 31, 2005 with the paving of the test strip. Taxiway E was chosen as the location of the test strip, providing a 25' wide, 315' long section of pavement. Schellinger Construction began placing the first ribbon of the test strip at 6:lOpm. The first ribbon was allowed to cool down to provide a longitudinal cold joint. The cold joint was saw cut and tacked before the placement of the second ribbon. The second ribbon was started at 8:15pm and finished by 9:00pm, completing the test section. As specified tests were conducted on the three samples randomly taken by GMT Engineering, the Contractor made claims that a sampling error had occurred, resulting in slightly higher than acceptable air voids. The Contractor instructed GMT, their testing agency, to revisit the site and take additional 6" diameter cores from the finished mat. The cores were taken for retesting purposes in the approximate locations that the original samples for sublots 1 and 2 were taken. The cores were reheated to sampling temperatures and retested. The retests produced higher Marshall Density values, yielding lower air voids, supporting the Contractors claim that there was a sampling error. The retests and test strip was accepted and the Contractor was allowed to proceed with full production paving. Full production paving commenced on September 2, 2005 upon Taxiway B, C, D, and E. Paving continued from September 6, 2005 to September 9, 2005, finishing all of the taxiways, the access road and the southern two thirds of the Final Report Page 11 Kalispell City Airport — North End Surfacing Improvements apron. Two inches of rainfall, over the following weekend, pushed the final paving of the apron to September 14, 2005, with final patch work and small apron overlay paving (near Diamond Aire) to September 20, 2005. Mix was delivered to the site from a hot plant north of Kalispell (15 miles from the airport) in end -dump trucks. A small bobcat was used for incidental movement of mix, especially at the ends of each ribbon. A paving machine with a sonic sensor apparatus was used to place all pavements. As the pavement was placed, the crew continually checked the loose depth of the asphalt, making adjustments as needed. All minor problems were resolved quickly by adjusting the screed, hand shoveling mix and raking mix. All cold joints were cut with a colter wheel and coated with a bituminous tack coat to improve adhesion. The surface course was compacted with heavy steel -drum breakdown roller and then finished with a lighter steel -drum roller after cooling. Compaction was monitored closely with a nuclear gauge operated by the contractor's testing agency. Quality control testing was performed by GMT Engineering, of Missoula Montana, an ASTM D-3666 certified testing laboratory. CMG Engineering, of Kalispell Montana also participated in quality control testing under the supervision of GMT Engineering. All pavement was either found to have acceptable oil content, air voids, compaction, thickness, grade and smoothness, or adjustments were made to the asphalt mix, placement methods, or there was a payment deduction. All lots received 100% payment. See APPENDIX D, Construction Management Plan for testing frequencies and summary of results. Equipment used to complete the paving were: ® 1 — Blaw-Knox, 5510 Track Paver ® 1— Blaw-Knox, 3180 Rubber Tired Paver ® 2 — Ingersoll Rand DD-130 ® 1— Ingersoll Rand Mini Roller ® 1 — Caterpillar 495 Turbo Bobcat ® 1— Water Truck ® Several End Dumps with Pups 5.2.6 Tie Down Anchors, Electrical Improvements and Taxiway Markers Pavlik Electric, Inc. of Missoula, Montana was the electrical subcontractor for Schellinger Construction, Inc. They were responsible for the electrical improvements, new retroreflective taxiway markers and concrete apron tie down installation. Prior to paving the apron, Pavlic Electric, Inc. augured multiple three feet deep, 18" diameter holes into the previously place P-154 and P-208 base gravels for Final Report Page 12 Kalispell City Airport — North End Surfacing hnprovements the concrete tie -down anchors. Sona-tubes were place in the holes, following grading and compaction of P-208 around all of the tubes. The sona-tubes were caped with ply -wood covers during paving and relocated and removed prior to asphalt compaction. Following the paving, the tie -downs were suspended into place and concrete was poured around them matching the finished grade of the asphalt. One tie -down out of each set of 3 was grounded by a #8 AWG copper wire with attached 8' long copperweld ground rod. Each grounded tie down was stamped "GROUND". Equipment used to complete the Tie -Down Anchors were: ® 1 — Bobcat with 18" augur ® 1 —John Deere Backhoe ® Jumping Jack Wacker Pavlic Electric installed all of the retroreflective taxiway markers. Pavlic Electric, Inc. also installed the electrical conduit to the proposed Airport Managers office facility and Access Control Gate. Pavlic Electric, Inc. also installed several ducts for future use under several taxiways prior to paving. Duct markers were installed in the finished asphalt mat, providing visual guidance for the locations of these new ducts as well as several exiting ducts. Pavlic Electric, Inc. installed all electrical improvements needed to supply power to the new Access Control gate as well as conduit for the data communication cables needed to control the gate. 5.2.7 Pavement Markings Promark, Inc. of Missoula, Montana applied all of the pavement markings. All taxiway lines were painted yellow and applied at full rate on September 23, 2005. All applications included the use of reflective glass beads to enhance pavement markings for nighttime operations. Equipment used to complete the pavement markings were: • 2 — Hand Cart with Pressurized Paint Gun 5.2.8 Other Improvements Other improvements included the following: relocation and installation of chain link fencing and an Access Control gate; disking topsoil, applying fertilizer, seed and mulch for all disturbed areas was completed by HydroTech, Inc. of Kalispell, Montana. 5.2.9 Change Orders and Suspensions of Work Three Change Orders were submitted and approved during the course of this project. The Change Orders are as follows: Final Report Page 13 Kalispell City Airport — North End Surfacing Improvements Change Order #1, Approved by the Owner on July 29, 2005 to perform the removal and replacement of unstable taxiway subgrade soils. Final total amount billed for Change Order #1 quantities was $47,758.50. Change Order #2, Approved by the Owner on August 19, 2005 to further stabilize taxiway subgrade soils in preparation of P-154 and P-208 gravel with the installation of BX1200 geogrid. Several taxiways received modified gravel sections, where the P-154 section was replaced with P-208. Final total amount billed for Change Order #2 quantities was $114,930.86, however, reductions for P-154 replacement (-$57,694) and P-602 Prime Coat elimination (- $13,560), made the net change $43,676.86. The final quantities for Base Bid work reflect these reductions and have lowered the total cost accordingly. Change Order #3, Approved by the Owner on September 22, 2005 to develop Vehicle Gravel Parking Pads at several Hangar Sites. Final total amount billed to Change Order #3 was $5,355.00. One suspensions of work was issued on August 12, 2005 due to rain. Schellinger Construction performed very little work on September 12 and 13, 2005 due to saturated conditions after a storm that deposited approximately 2.5 inches of rain. 5.3 Prime and Subcontractors The Contractors associated with this project were as follows: Schellinger Construction, Inc.............Prime Contractor for all construction activities GMT Engineeringl....................................................Contractor's material testing lab HKM Engineering .............. Contractor's testing lab for bituminous plant mix design Pavlik Electric, Inc ..................... Subcontractor for electrical, tie downs and markers Promark, Inc.....................................................Subcontractor for pavement markings Aro Tech ............. g....................................... Seeding, fertilizer and mulch application 'CMG Engineering of Kalispell Montana performed much of the asphalt testing under the direct supervision of GMT Engineering who provided the required ASTM D3666 accreditation. CMG Engineering independently performed all concrete testing for the project. 5.4 Construction Cost Breakdown The project was bid as a base bid with one additive alternates. The costs shown in the table below incorporate all of the line items and total costs as bid, and any change orders. APPENDIX A includes Planned / Final Quantities and Costs, which displays an item -by -item breakdown of the actual costs. Final Report Page 14 Kalispell City Airport — North End Surfacing . Improvements Item Description 'Total Cost Construction of New Asphalt Taxiway System Construction of a New Asphalt Apron 33 Tiedown Positions Base Bid Installation of Storm Drain System $1,089,055.35 Pavement Markings Taxiway Retroreflective Markers Minor Electrical Improvements Add Alt 1 Access Road $74,568.75 Access Control Gate Change Order #1 Muck Excavation, Separation Fabric & Backfill $47,758.50 Change Order #2 Geogrid and Subbase $114,930.86 Change Order #3 Gravel Pads $5,355.00 TOTAL PROJECT COSTS: $1,331,668.46 SPONSOR SHARE (100%) $1,331,668.46 Change Order #2 included $57,694 reduction in base bid (by eliminating 2,219 CY of P-154 ($26.00/CY) over the geogrid) and a $13,560 reduction in base bid (by eliminating the need for 45.2 tons of Prime Coat ($300/ton)). Total Reduction = $71,254, reflected in lowered Base Bid Total Costs. 5.5 Construction Scheduling Following is a table of important contract and construction events throughout the project. July 6, July 7, July 14, September October 6, October 6, October 6, 2005 2005 2005 20,2005 2005 2005 2005 5.6 Contractor Labor Compliance Statement APPENDIX C contains the Contractor's letter(s) stating their compliance in meeting Equal Employment Opportunity (EEO) requirements, minimum wage rates, job classification review and labor clauses set forth in the contract documents for this project. 5.7 Completion 5.7.1 Planned / Final Quantities and Costs APPENDIX A contains the quantities and costs of the construction related items in this project. Those items that exceeded or were under the planned quantity by more than ten percent are discussed in detail below. Items within ten percent of the estimate, but not exactly at planned quantity are such Final Report Page 15 Kalispell City Airport — North End Surfacing Improvements because of normal variance typical in construction contracts unless otherwise noted. Item # 102 —Unclassified Excavation (P-152): This item was 33.7% over the planned quantity (+4,732 CY). The amount of Unclassified Excavation changed due increases required to build the planned typical sections. The unclassified excavation estimates for the Hangar Access Taxiways (B, C, D, E, F & G) along with the Access Road were provided to the Contractor by Addendum during the bidding process, but were not added into the total Unclassified Excavation quantity on the Bid Proposal Sheet. After further review of the design notes for this project, it was determined that the increase was required to build the project as designed. Item # 110 —Subbase Course (P-154): This item was 19.0% under the planned quantity (-2,135 CY). The amount of subbase course was decreased due to a P-208 material replacement under the direction of Change Order #2. It was determined advantageous through on -site observations that the more angular P- 208 material, when placed in a single lift over the BX1200 geogrid, would provide a stronger taxiway section. The stronger section was needed in many locations to successfully bridge over troublesome subgrade areas. Item # 112 — Bituminous Prime Coat (P-602): Planned placement of the prime coat was suspended with the approval of Change Order #2. The Contractor used only 1 ton of prime coat over the entire project during an asphalt overlay. Item # 114 — Bituminous Asphalt Material, Asphalt Cement (P-401): This item was 20.2% under the planned quantity (-64.3 tons). The planned quantity was based on 7% asphalt cement content and mix design designated asphalt content of 5.6%. Item # 118 — Trenching for PVC Ducts (L-108): This item was over 60.0% from planned quantity amounts (+75 FT). During the project, 75 feet of existing utilities were needed to be lowered to provide adequate clearance for. new taxiways. As these utilities were lowered, the cost of the work was accounted for within this item. Item # 126 — Seeding, Fertilizing & Mulching (T-901 & T-908): This item was over by 190.0% from planned quantity amounts (+9.5 acres). This overage is to account for the extra area of disturbance that was not incorporated into the Proposal. It was determined that the 5.0 acres that was planned to be seeded, fertilized and mulched needed to be increased to 14.5 acres. Item # AA-2 — Manhole Adjustments (D-701): This item was 100% over the planned quantity. One extra manhole was adjusted in front of Diamond Aire after a small overlay to an existing apron was requested by the Owner. The Final Report Page 16 Kalispell City Airport — North End Surfacing Improvements extra adjustment was not initially planned but was decided to be performed during the final inspection. Item # AA-6 — Bituminous Prime Coat (P-602-5.1): Planned placement of the prime coat was suspended with the approval of Change Order #2. Item # AA-8 — Bituminous Asphalt Material, Asphalt Cement (P-401): This item was 20.4% under the planned quantity (-4 tons). The planned quantity was based on 7% asphalt cement content and mix design designated asphalt content of 5.6%. Item # CO-1-1 — Muck Excavation and Haul: This item was 50.3% over the originally estimated change order quantity (+1,813 CY). Much larger portions than original quantities tabulated in Change Order #1 were removed to achieve desired stability. Locations of greater than planned muck excavation were portions of Taxiways A, E, F and G. Item # CO-1-2 — Fill Replacement in Sub -excavate Areas: This item was 50.3% over the planned quantity (+1,645 CY). Due to larger muck excavation quantities, more fill replacement material was needed to fill in all mucked -out areas. Item # CO-1-3 — Subsurface Separation Fabric: This item was 66.0% over planned quantity (+2,033 SY). Due to larger than expected muck excavation quantities, more subsurface separation fabric was needed to cover all mucked areas. 5.7.2 Liquidated Damages The original contract specified 45 calendar days for construction. Ten (+10) additional contract days were granted for the construction of Change Order #1. Seven (+7) additional contract days were granted for the construction of Change Order #2. Six (+6) additional contract days were granted for the construction of Change Order #3. One (+I) additional contract day was granted for poor weather on August 12, 2005. The Contract Time was thus extended to 69 calendar days. The Contractor was granted "substantial completion" on October 6, 2005 (91 calendar days after the NTP was issued, 84 calendar days after the construction started) when the new facilities were useful and usable for the Owner to use. No liquidated damages where charged to the Contractor for contract time, as it was determined that the Contractor had diligently worked through several unforeseen circumstances that resulted in two significant Change Orders. The Contractor was not assessed with liquidated damages for Resident Project Representative's (RPR) time over 40 hours/week. Final Report Page 17 Kalispell City Airport — North End Surfacing Improvements 5.7.3 As -built Drawings Following construction completion, the Engineer completed "as -built" construction drawings of the plans. Both half-size "as-builts" and a CD with electronic files of these are included in this report in APPENDIX E. Original drawings and electronic files of these drawings are archived at the Engineer's office in Helena, Montana. 5.7.4 Final Inspection SummarX On October 6, 2005 a final inspection was conducted with Phil Porrini and Brandon Theis (RPA), Fred Leistiko (Airport Manager), Marc Blanden and Kyle Schellinger (Contractor). 5.7.5 Contractor Release of Liens APPENDIX C contains the Contractor's Release of Liens verifying that the subcontractors have been paid in full. Final Report Page 18 Kalispell City Airport — North End Surfacing Improvements The project cost summary below shows the grant amount and itemized grant fund expenditures. At this time these is not federal grant, thus all expenditures have come from local funds. In the future should federal funding become available, the Sponsor may request reimbursement for eligible costs. PROJECT COSTS SUMMARY Description Total Sponsor Share (100%) I. Grant Amount $ 0.00 $ 0.00 II. Actual Grant Expenditures A. Administrative Advertising Costs — Public Notice $ 125.00 $ 125.00 Advertising Costs — DBE Program $ 37.00 $ 37.00 Advertising Costs — Construction $ 774.65 $ 774.65 Advertising Costs — Public Notice $ 185.00 $ 185.00 Subtotal: $ 1,121.65 $ 1,121.65 B. Engineering (RPA) North End Site Survey (TO#2) $ 5,700.00 $ 5,700.00 Preliminary Engineering (TO#3) $ 10,800.00 $ 10,800.00 Design Engineering (TO#4) $ 40,170.00 $ 40,170.00 Construction Management (TO#6) $ 48,370.00 $ 48,370.00 ALP Update (TO#7) $ 16,700.00 $ 16,700.00 Subtotal: $ 121,740.00 $ 121,740.00 C. Construction Schellinger Cont. Original Final Base Bid $ 1,124, 784.10 $ 1,089,055.35 $ 1,089,055.35 Add Alt 1 $ 74,828.75 $ 74,568.75 $ 74,568.75 CO#1 $ 47,758.50 $ 47,758.50 CO#2 $ 114,930.86 $ 114,930.86 CO#3 $ 5,355.00 $ 5,355.00 Subtotal: $ 1,199,612.85 $ 1,331,668.46 $ 1,331,668.46 Total Expenditures $ 1,454,530.11 $ 1,454,530.11 Final Report Page 19 Kalispell City Airport — North End Surfacing Improvements NOTE: This information is to be provided to the FAA Project Manager prior to contract award and at contract completion. For material supplier contracts (assuming the supplier performs a commercially useful function) multiply the contract amount by 60%. LOCATION: Kalispell, Montana ( ) Award PROJECT NO: 0302.100 (X ) Completion APPROVAL DBE DATE OVERALL CONTRACT GOALS: 3.48%* March, 2005 *Owner's goals will be reached through Race Neutral means. CONSTRUCTION CONTRACT GOALS: PRIME CONTRACT: Percentage of Total Construction NAME: Schellinger Const. Co., Inc. Cost WORK ITEMS: Original Base Bid TOTAL CONTRACT AMOUNT: $1,199,612.85 100.0% DBE SUBCONTRACTS: NO. 1 NAME: Pavlik Electric, Inc.- Hub Zone DBE WORK ITEMS: Electrical, Signs, and Markers TOTAL CONTRACT AMOUNT: $59,851.00 4.99% NO. 2 NAME: Kootenai Surveying - DBE WORK ITEMS: Construction Staking TOTAL CONTRACT AMOUNT: $36,050.00 3.01% NO. 3 NAME: Promark, Inc. - DBE WORK ITEMS: Pavement Markings TOTAL CONTRACT AMOUNT: $7,233.18 0.60% TOTAL DBE CONSTRUCTION PARTICIPATION: $103,134.18 8.60% PROFESSIONAL SERVICE CONTRACTS PRIME CONTRACT: NAME: Robert Peccia & Associates WORK ITEMS: Civil Engineering Services TOTAL CONTRACT AMOUNT: $121,740.00 DBE SUBCONTRACTS: None TOTAL DBE PROFESSIONAL: $0.00 0.0% TOTAL PROJECT AMOUNT: $1,453,408.46 7.10% (LESS ADMINISTRATIVE COSTS) Final Report Page 20 Kalispell City Airport — North End Surfacing Improvements 8.1 Construction Management Plan Included in APPENDIX D of this document are forms from the CMP that determine the testing frequency of P-154, P-208 and P-401. The forms have been updated to include actual testing frequencies. 8.2 Acceptance Test Summary Sheets Acceptance testing included testing of subgrade (P-152), subbase (P-154), base course (P-208) and plant mix bituminous pavement (P-401). The Contractor's subcontracted testing lab performed all plant mix bituminous pavement laboratory tests. Calculations of the "percentage of materials within limits" (PWL) for the P-401 plant mix bituminous pavement and the associated asphalt cement contents were calculated by the Engineer and are included in APPENDIX D. All lots had acceptance test results for all specified criteria with resulting PWL's allowing for 100% payment for all plant mix bituminous pavement and asphalt cement. Sample standard deviations were quite low, densities high and quality indices high for all the plant mix bituminous pavement. 8.3 Control Tests Summary Sheets Control testing included quality control monitoring of P-401, plant mix bituminous pavement, and core samples of plant mix bituminous pavement. The P-401, plant mix bituminous pavement, was tested during production for asphalt content, aggregate gradation, stability, flow, unit weight, temperatures, VMA and air voids. Mat densities and core thicknesses were measured for the completed P-401 mat. Control tests showed a consistent mix at, or very near, target values and within specifications. All control testing was performed by GMT Engineering, Inc. of Missoula, Montana, an ASTM D 3666 accredited laboratory. 8.4 Mix Design Summary The mix design for the plant mix bituminous pavement is included in APPENDIX C followed with the refining company's certificate of asphalt cement properties in APPENDIX D. IIKM Engineering, Inc. of Billings, Montana provided the mix design to the Prime Contractor for the plant mix bituminous pavement. The mix design grading band was within specifications. Several additional tests were requested by the engineer to complete the design per FAA specifications. The requested tests were provided to the engineer in a timely manor and the design was approved for production. Final Report Page 21 Kalispell City Airport — North End Surfacing Improvements 8.5 Testing Certifications As directed by the FAA closeout guidance letter, the Consultant Certification for Project Testing and the Sponsor Certificate for Testing Laboratories are included in APPENDIX B. Included in APPENDIX C is the Certificate of Accreditation from the Association of State Highway and Transportation Officials and verification stating that both GMT and HKM have accreditation conforming to ASTM D 3666. 8.6 Sponsor Certifications Sponsor certifications that were completed throughout the project to fulfill FAA requirements are in APPENDIX B. 8.7 Miscellaneous Certifications There were several items in the project that became permanent physical features of the Airport. These items went through a submittal process as detailed in the Construction Management Plan. Major submittals included: subbase course, base course, plant mix bituminous pavement, access control gate, fencing materials, paint, concrete outlets, reflective beads, scale certification and retroreflective markers, RCP storm drain pipe and manholes, tie down anchors, coal tar pitch emulsion, seeding, mulching and fertilizing. A complete record of all submittals resides in the Engineer's archives and is incorporated into this report by reference. Final Report Page 22 Kalispell City Airport — North End Surfacing Improvements LOCATION: City of Kalispell FAA GRANT PROJECT NO: CONTRACT NO: The following conditions have been satisfied for the above -referenced project: (X ) All work included in the approved Plans and Specifications has been satisfactorily completed. (NA) All claimed costs are eligible for Federal funding and are within the scope of this project. ( X ) Federal labor requirements, as listed in FAA Advisory Circular 15015100-6, have been satisfied.* Signed: Ja s Patrick, City Manager (Date) City of Kalispell Fred Leistiko, Airport anger (Date) - A 101610P Phil Porrinf, Project Manager ( ate) Robert Peccia & Associates Advisory Circular 150/5100-6 regarding labor requirements is no longer current and no substitution is apparent. Instead, we agree that labor requirements detailed in current Applications for Federal Assistance and subsequent engineering and construction contracts have been met. Final Report Page 23 Kalispell City Airport — North End Surfacing Improvements Included in APPENDIX A of this report is the Invitation to Bid List. The organizations on this list were personally sent the advertisement portion of the Specifications. The advertisement for bidding was run in two newspapers of general circulation for the required duration and properly timed relative to the bid opening as well. Plans and Specifications were sent to those who expressed interest in the project as well as many plan exchanges, the FAA and the Sponsor. Those who purchased or were sent Plans are shown on the Planholder's List, which follows the Invitation to Bid List in APPENDIX A. In APPENDIX G is a form entitled Audit of Grant Funds. This form was used and updated throughout the project. It serves as our summary of cancelled warrants. All payments made by the Sponsor are summarized on this form. The item, amount, date and cancelled warrant number are included information. The form is broken into the same general categories as other FAA forms such as the Final Payment Summary Worksheet that is also included in APPENDIX G. F:\AIRPORTS\KALISPELL CITY-2003\KCA FINAL REPORTNKCA0302.100Final.doc Final Report Page 24