The “Property Survey Analysis Report” (PSAR) is generated by site visits and inspections that form the building blocks to a detailed report outlining the existing conditions to any type of property.

Within the PSAR you will find comprehensive information referencing the existing conditions and observed deficiencies to the asphalt and concrete pavements, concrete sidewalks, curbing, utilities and surface drainage structures followed by the recommendations and projected costs that can be expected for necessary repairs. Attachments to the “PSAR” can include:

• Overlay maps with section guides and diagrams showing designated areas with “Total Square Yard” measurements.

• Overlay maps for the base repairs and the asphalt overlay. • Core drill location guides to pinpoint core samples with photos showing existing material depth

when requested. • Parking space locations • Inlet location and repair guides • Concrete curb and sidewalk location and repair guides. • Project phasing plans (if needed) with projected costs.

The PSAR is a valuable tool to reference when making the necessary decisions needed to maintain each property and is essential to the planning of future capital projects.

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• Public Schools • Private Schools • Universities • Student Housing

• Municipalities • City Boroughs • Parks • Office Buildings

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Property Survey Analysis Report

Location:

Amp Minerals

Asphalt Consultants P.O. Box 306

New Holland, PA 17557

Amp Minerals Office Complex - 2014

Project Owner: Project Consultant:

Skippack, PA

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Property Survey Analysis Report:

Project Name: Project #: Property: Owner:

Owners Agent: Project Consultant:

Contact: Contact:

Phone: Phone: Email: Email:

Traffic Load: Proposed Budget:

Heavy Heavy~Medium Projected Costs:

Medium Medium~Light Light

Amp Minerals Office Complex Property Survey - 2014

20145

Amp Minerals Office Complex Skippack Facility

Amp Minerals

Fred Evans Tech Com Engineering P.O. Box 40 Reading, PA 19358

Asphalt Consultants P.O. Box 306 New Holland, PA 17557

Fred Evans Mike Burkholder

610-xxx-xxxx 717-278-0388

mikeb@asphaltconsultants.net

Not Applicable

To complete recommended repairs

$562,608

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Table of Contents:

General Information……………………………………….……………...Page 2 Objectives………………………………………………………………....Page 4 Existing conditions…………………………………………………….… Page 5 Asphalt Pavements:

a. Street Analysis………………………………………………....…Page 6 North Access Drives……………………………………....Page 8 West Access Drive………………………………………...Page 10 Visitor Entrance…………………………………………...Page 12 Delivery Access Drive……………………………….....…Page 15 Cafeteria Access Drive…………………………………....Page 16

b. Parking Lot Analysis……………………………………………...Page 16 c. Parking Space Analysis…………………………………………...Page 23

2010 ADA Parking Guidelines………………….……......Page 24 d. Inlet Analysis………………………………………….……….....Page 26 e. Summary………………………………………………………….Page 33 f. Recommendations……………………………………………..….Page 34

Base Repairs with Projected Costs………………………..Page 35 Crack Sealants with Projected Costs……………………...Page 36 Inlet Repairs with Projected Costs ………………….........Page 37 Asphalt Overlay with Projected Costs………………...….Page 39

g. Phasing Plan Scenario…………………………………………….Page 40 h. Asphalt Sealers (general information)………………………...….Page 41

Concrete: a. Walkway Analysis with Projected Costs………………..…….….Page 43

Repair Guidelines……………………………………...….Page 48 2010 ADA Sidewalk Guidelines………………………….Page 49

b. Curb Analysis with Projected Costs…………………………..…..Page 52 Repair Guidelines………………………………………....Page 54

Attachments Page Index…………………………………………………..Page 55

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Survey Objectives: General Facility Use & Description:

Amp Minerals’ office complex serves as both a visitor center and a headquarters to a facility that produces steel from scrap in an electric arc furnace. Office space is provided to employees supporting the day to day operations to this steel plant, located in Skippack Pennsylvania. This steel plant has been on this site since 1810 and currently produces some of the widest, thickest and heaviest steel plates in the industry. Commodity plate is made at this location, along with carbon, high-strength low-alloy, commercial alloy, military alloy, clad and flame-cut plate products. The construction, machinery, rail transportation, automotive, military, shipbuilding and aircraft and aerospace markets are a few markets served by this location Access to this office is possible from both Reading Road and South 1st Avenue. Both access drives lead to the employee and visitor parking areas totaling over 540 spaces.

The objectives of this survey are to: 1. Prevent the continuing deterioration and extend the life span of the

existing asphalt pavements 2. Evaluate the current condition of the existing asphalt pavements,

sidewalks, curbs and inlet structures at the Amp Minerals office complex. 3. Determine possible safety hazards. 4. Developing a maintenance plan that could effectively extend the life of the

existing asphalt pavements and concrete structures. 5. Determine approximate budgetary costs for each scenario. 6. Provide quantities for:

• Asphalt pavements • Concrete sidewalks • Concrete Curbs

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Overall Existing Conditions: Asphalt Pavements: Curbs: Sidewalks: Inlets:

A total of 32,452 square yards of existing asphalt pavements were inspected. With an unusually large amount of cracks and broken areas, approximately 31% of the combined streets and parking lots within this property are showing signs of distress. The existing profile of the streets and access drives look fairly good with minimal rutting however; the parking areas show signs of displaced asphalt especially along the curb where wheel ruts are very common.

Approximately 7,621 linear feet of curb was visually inspected. Large gaps between curb sections are fairly common along with gouges and chips. Mostly all the curb is structurally sound with a minimal 72 linear feet that should be replaced prior to any overlay of adjacent asphalt surfaces.

Approximately 1,645 square yards of sidewalks were visually inspected. Overall the sidewalks look very good due to earlier repairs. Due to excessive cracks in designated areas approximately Fourteen (14) square yards of these sidewalks should be removed and replaced

Approximately 20 inlets were visually inspected adjacent to existing asphalt surfaces. 5% of these inlets seem to be in good condition with the other 95% in need of some type of repair.

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Detailed Analysis -

Street & Parking Lot Pavements

Property Location: Drawing:

***Please refer to page 2 in the “Attachments”

The existing asphalt areas were sectioned off based on their primary use (Refer to the Attachments (pg. 2) - “Asphalt Pavement – Sections Guide”). Entrance to this office complex is provided from both Reading Road (North Access Drive) and South 1st Avenue (West Access Drive). Smaller access drives (AD-1 to AD-7) lead to the surrounding parking areas and to the office entrance. The drive to the rear of the building provides access for deliveries etc. The two main parking areas were sectioned off into the “East Parking Lot”, sections E-A through E-D and the “West Parking Lot”, sections W-A through W-E. The customer and visitor parking areas are located closest to the building A total of 32,542 square yards of existing asphalt pavements were inspected to determine any deficiencies that may be present and if any actions could be taken to correct these defects.

Amp Minerals, Skippack, PA Refer to Attachments: Pages - 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16

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Observed Deficiencies to Asphalt Pavements: Upon inspection of the site I found a substantial amount of broken asphalt as noted on the “Base Repair Plans” (see attachments). A total of 10,098 square yards of pavements were determined to be in need of repairs. That is 31% of all the asphalt on the property. One possible cause of this damage may be the steel slag that was used as a stone base during construction. Uses in bases and structural fills, where very high stabilities are obtained, may require proper selection, processing and aging (weathering) before use. Steel slag may contain free lime that may cause the slag to be expansive or cause differential movement when used as a stone base. It is not recommended to use this slag as fill or a stone base when placed beneath concrete or asphalt pavements. As a general rule when 20 to 25 percent of existing asphalt is in need of repair the asphalt pavement is in need of an overlay.

Eventually, even the best paved surfaces will slowly start to deteriorate due to the sun, weather conditions and the stresses created by the vehicles using them. The sun naturally breaks down petroleum products over time, creating a dry and brittle pavement that becomes porous. This allows water to seep down into the supporting base materials, causing the base and sub base materials to become soft and unstable. Then the weight of the vehicles using these pavements crack the surface causing more water to penetrate into the materials below it. These cracks spread from its epicenter like a disease (photos – 45 & 63) causing more and more damage. Extreme weather

conditions add to this weakening with rain, snow and freezing temperatures. Severe freezing and thawing cycles can really accelerate the damage to asphalt pavements because the moisture triggers the expansion of the base materials below the surface as they freeze and contraction as they thaw. So, whenever possible, as cracks develop they should be sealed to prevent water infiltration which can help prevent the continuing deterioration.

Expanding Cracks (Photo 45)

Expanding cracks (Photo 63)

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Access Drive Observations: (Refer to pages 5 – 8 in the Attachments) The north, west, visitor and delivery access drives total approximately 10,539 square yards and are 32.4% of all the total asphalt pavements. 25.6% of these pavements are in need of repairs totaling approximately 2,703 square yards. North Access Drive: (Refer to page 5 in Attachments) The north access drives total 3,798 square yards and has been patched in spots however additional repairs should be completed. A total of 952 square yards are recommended for repairs. A few of these areas are broken up to a point where repairs are needed in the near future as shown in photos 10 and 12.

Broken Edge (Photo 10)

Broke Near Radius (Photo 12)

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A total of two (2) cores were extracted from this access drive to examine the depth of the existing pavements and the types of materials used to achieve that depth (see core drill location guide- page 13 in the Attachments). After the cores were removed additional excavation was performed to determine the depth of the stone base below. Core #1 was a total thickness of 8 ½”. The base materials were a total depth of 7” covered with 1 ½” of a wearing course. The thickness of this asphalt in this location is above what would be required for this type of application. The stone base consisted of about 5” before a softer material was encountered. This stone base may be light for this application. Core #2 was a total thickness of 5 ¾” The base materials were a total depth of 4” covered with 1 ¾” of a wearing course. The thickness of this asphalt in this location is comparable to what would be required for this type of application. The stone base consisted of about 3 ½” before a softer material was encountered. This stone base may be light for this application.

Large portions of this access drive have these little mounds that have extended upward toward the surface of the pavements as shown in photo 11. Tree roots have been known to cause this type damage due to the expansion of the roots as the tree grows but in this particular area no trees are present and may be caused by the underlying slag used as a stone base.

Bulged Pavement Section (Photo 11)

Core #1

Core #2

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Other defects that have been observed in the north access drive are cracks scattered in multiple locations (photo 9). The line paint that was placed within this access drive was the “Hot Thermo Plastic”. Sometimes this thermo plastic can cause problems when an overlay is placed due to the thickness of this material and may need to be milled off prior to an overlay (photo-8).

West Access Drive: (Refer to page 6 in Attachments) The west access drives total 2,393 square yards and has been patched in spots however; just like the north access drive, additional repairs should be completed. A total of 230 square yards (9.6%) are recommended for repairs.

Throughout this complex previous patches have been completed. Most of these patches are about 4 foot in width and vary in length. Almost every one of these patches is in worse shape than the surrounding asphalt. Photo-6 shows just one example of this and this type of patch is common within this access drive.

Cracks (Photo 9)

Thermo Paint (Photo 8)

Broken Patch (Photo 6)

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Another area needing repaired is the entrance near 1st South Avenue as shown in photo-3. The seams between two adjacent layers of pavements tend to separate as time passes and should get sealed on a regular basis to extend the life of the pavements. Locations where vehicles tend to make turns usually get beat up a little more than other areas.

Photo-4 shows the cracking and erosion of the thermoplastic paint at the entrance from 1st South Avenue. This type of failure to thermoplastic paint is fairly common. Water Bourne traffic paint is less expensive and could be a viable option.

I believe that a few areas may have received a very thin overlay. Photo 7 shows how thin this wearing course was. The depth was approximately ½ inch. The minimal depth that needs to be placed is 1 ½ times the largest aggregate in the material. The largest aggregate in the standard wearing course is ½” so the minimal depth to be placed should be no less than 1 ¼”.

Damaged Entrance (Photo 3)

Cracked Paint (Photo 4)

Thin Overlay (Photo 7)

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Only one core was taken in the west access drive. Core #3 was a total thickness of 5 7/8”. The base materials were a total depth of 4 3/8” covered with 1 1/2” of a wearing course. The thickness of this asphalt in this location is comparable to what would be required for this type of application. The stone base consisted of about 4 ¼” before a softer material was encountered. This stone base may be light for this application.

Visitor Access & Parking Areas: (Refer to page 8 in Attachments) This area accounts for 24% of all the access drives with a total of 2,516 square yards of asphalt pavements. Part of this area provides parking for 28 guests and also contains 4 handicap parking spots. 58% of this area is in need of repairs totaling 1,467 square yards.

Many of the parking areas have a multitude of depressed areas (photo 56) caused from the weight of the tires from the vehicles parking in these spaces.

Core #3

Depressed Areas (Photo 56)

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Line paint is extremely faded and the thermo paint has some heavy cracks as shown in photo 57.

Many areas show signs of different types of sealers that have been applied through several years. Some of the cracking in the asphalt pavements has transferred up through the sealer (photo 59). If a sealer is applied over areas that that have heavy cracks the cracks will transfer up through the sealer. If too much sealer is applied year after year the sealer starts to crack above the pavements. Similar to other patches that have been repaired on this property these patches are failing as shown in photos 54 and 58.

Cracked Thermo (Photo 57)

Cracked Sealer (Photo 59)

Failed Trench Patch (Photo 54)

Failed Trench Patch (Photo 58)

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One core was taken from this area and was

located in one of the driveways between parking spaces (see core drill location guide). Core #4 was a total thickness of 7 ½”. The base materials were a total depth of 5 ¾” covered with 1 ¾” of a wearing course. The

thickness of this asphalt in this location is heavier than what would be required for this type of application. The stone base consisted of about 3 ¼” before a softer material was encountered. This stone base is light for this application. Photo 55 shows one of the larger areas needing repairs is at the entrance to the parking areas. The driveway leading up to the office entrance and parking area shows signs of wear. Photo 60 illustrates highlights continued pavement failures next to other patched areas. Without any repairs these areas will continue to deteriorate.

Core #4

Failing Pavements (Photo 55)

Failing Pavements (Photo 60)

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Most of the pavements have good slope and drain fairly well however; there are a few

locations that hold water as seen here in photo 13. This pavement seems to have settled causing this area to pond water. The adjacent curb prevents the water from draining to the side.

Delivery Access Drive: (Refer to page 7 in Attachments) The delivery access drive is smaller than the others with a total of 1,832 square yards of asphalt pavements. Only 2.9% of this area (54 sqyds.) would require any repairs. One of the repair areas is located directly in front of the trench drain (photo 61) where the pavement has sunk to a point prohibiting the water from reaching the drain. The existing trench repair was saw cut and patched (photo 62). These saw joints are starting to open and vegetation is starting to grow. Moisture can get below the asphalt through these open joints creating additional cracks to occur. These cracks should be cleaned and sealed or mill a paving notch 6 to 12 inches on each side of this joint and overlay. A few other cracks in the asphalt are present. Other areas showing signs of weakening are mostly surrounding other cracks that have expanded into larger areas and should be repaired.

Low Area Holding Water (Photo 13)

Sunken @ drain (Photo 61)

Trench Patch (Photo 62)

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Cafeteria Access Drive: (Refer to page 11 in Attachments) The smallest of all the access drives is used more as a walkway leading towards the cafeteria. Some sunken areas have developed and allow the ponding of water which could freeze during the winter mo0nths if not treated (photo 51). Area should be milled and overlaid to eliminate any standing water. Parking Lot Observations: (Refer to “Parking Lot-Base Repairs”, pages 9 and 10 in Attachments) 67% of all the pavements to this office complex are the parking lots and the access drives surrounding them and these pavements contain 73% of all the needed repairs. The east parking lot combined with access drives AD-1 thru AD-3 total 9,606 square yards with recommended repairs of 4,100 square yards (42.7%). The west parking lot combined with access drives AD-4 thru AD-7 total 12,216 square yards with recommended repairs of 3,295 square yards (27%). The failure of the repairs in the parking areas is consistent to those failures in the access drives. Almost everywhere that a repair was completed it has failed (East parking photos 19 & 20).

Cafeteria Entrance (Photo 51)

East Parking (Photo 19)

East Parking (Photo 20)

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Failed repairs in the West parking lot

Core sample #5 was taken from patches in the west parking lot, section W-C. Core #5 was a total thickness of 6”. The base materials were a total depth of 4” covered with 2” of a wearing course. The thickness of this asphalt in this location is slightly heavier than what would be required for this type of application. The stone base consisted of about 3 ¼” before a softer material was encountered. This stone base is light for this application. The wearing surface to this core did not have a good bond to the underlying base materials. It separated immediately after the extraction. The base material did not seem to have adequate compaction because some of the material easily broke away from the main core.

West Parking (Photo 42)

West Parking (Photo 44)

West Parking (Photo 49)

West Parking (Photo 50)

Core #5

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Large gaps and cracks (photos 39 & 17) are numerous through these parking areas. The gaps in the pavements, as shown in photos 16 and 52 could pose a tripping hazard to those women wearing heels. These gaps are too large to properly seal and require additional preparation and paving.

East Parking (Photo 39)

East Parking (Photo 17)

East Parking (Photo 16)

West Parking (Photo 52)

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Vegetation is starting to grow in some of these cracks (photo 15 & 40). The vegetation should be cleared, treated with an herbicide and then sealed. Cracks should always be sealed as they occur. If left untreated moisture will seep through these cracks and soften the underlying base materials and cause collateral damage adjacent to the crack as seen in photo 45.

Photo 18 illustrates this collateral damage occurring next to a saw cut. Notice that sealer was applied to the joint in photo 18 but failed to seal the joint because a surface sealer was used instead of approved crack filler.

East Parking (Photo 15)

East Parking (Photo 40)

West Parking (Photo 45)

East Parking (Photo 18)

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A few of the parking spaces along the curb have been patched (photo 43) and seem to be holding up well. Other areas are not.

Photo 21 shows the severity of some of these areas. Displacement of the pavements indicates a weak sub base and may require excavation and additional stone base to correct.

Photo 41 shows excessive rutting near the curb which is typical to some of the parking areas

West Parking (Photo 43)

East Parking (Photo 21)

West Parking (Photo 41)

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Many of the existing asphalt pavements have very small cracks similar to those seen in photos 14 and 46. Some of these small cracks are concentrated to specific areas (photo 14) while other cracks travel randomly. These pavements should be overlaid to prevent additional damage.

The lower section of the west parking lot (photos 47 and 48) is really breaking up and holding water along the edge.

East Parking (Photo 14)

West Parking (Photo 46)

West Parking AD-5 (Photo 47)

West Parking AD-5 (Photo 48)

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The remaining cores (6 thru 8) were taken from the parking areas in the visitor and east parking lots. Please refer to “Core Location Guide (pg. 12) in the attachments. Core #6 was taken from a parking stall in the visitor parking lot. Core #6 was a total thickness of 7”. The base materials were a total depth of 4 ½” covered with 2 ½” of a wearing course. The thickness of this asphalt in this location is heavier than what would be required for this type of application. The stone base consisted of about 4 ½” before a softer material was encountered. This stone base is light for this application. Core #7 was taken from a parking stall in the east parking lot section E-C. Core #7 was a total thickness of 5 ¾”. The base materials were a total depth of 3 ¾” covered with 1 ½” of a wearing course. The thickness of this asphalt in this location is about normal for this type of application. The stone base consisted of about 3 ¼” before a softer material was encountered. This stone base is light for this application Core #8 was taken from a parking stall in the east parking lot section E-C. Core #8 was a total thickness of 5 ¾”. The base materials were a total depth of 4” covered with 1 ¾” of a wearing course. The thickness of this asphalt in this location is slightly above the standard than what would be required for this type of application. The stone base consisted of about 3” before a softer material was encountered. This stone base is light for this application

Core #6

Core #7

Core #8

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Parking Space Analysis: The parking lots are laid out very nicely with ample room for employees and visitors to navigate to their selected parking space. The paint lines are very faded and should be re-painted. ADA (American Disabilities Act) compliance inspections are not part of this report however; the amount handicap parking spaces and the existing slopes to these handicap parking spaces do not comply with the ADA standards.

• All combined parking spaces total 541 standard spaces and 6 handicap accessible spaces.

a. ADA regulations require parking lots with over 500 spaces delegate 2% of these spaces as handicap accessible.

b. Total standard parking spaces available is 541 x 2% = approximately 11 handicap accessible spaces.

• Slopes within handicap accessible parking spaces: a. ADA regulations require all areas within designated handicap spaces do not

exceed 2% slope in any direction. b. Only 2 of the 6 spots comply with slopes of less than 2% in any direction.

(See attachments page 16)

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Parking Space Compliance Guidelines (2010 ADA Standards)

1. Slopes – Not to exceed 1:48 (2%) 2. Parking Space Measurements:

• Where parking spaces are marked with lines, width measurements of parking spaces and access aisles shall be made from the centerline of the markings.

a. Exception - Where parking spaces or access aisles are not adjacent to another parking space or access aisle, measurements shall be permitted to include the full width of the line defining the parking space or access aisle.

• Car parking spaces – Must be a minimum of 96” wide. • Van parking spaces – Must be a minimum of 132” wide with adjacent access

aisle. a. Exception - Van parking spaces shall be permitted to be 96” wide

minimum where the access aisle is 96” wide minimum.

3. Access aisles: • Access aisles shall adjoin an accessible route.

a. Accessible routes must connect parking spaces to accessible entrances. b. In parking facilities where the accessible route must cross vehicular

traffic lanes, marked crossings enhance pedestrian safety. c. Where possible it is preferable that the accessible route does not go

behind parked cars. • Two parking spaces shall be permitted to share a common access aisle. • Width – Access aisles serving car and van parking spaces shall be 60”

minimum. • Length – Access aisles must extend the full length of the parking spots they

serve. • Paint markings – Access aisles must be marked to discourage parking in

them. • Access aisle slope – Must be on the same level as the parking space and

cannot exceed 1:48 (2%).

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4. Required accessible parking spaces needed

• One of every six accessible parking spaces, or fraction thereof, must be “van-accessible.”

a. Example - A parking lot with 400 total spaces needs eight accessible spaces, and two of those eight spaces must be van-accessible.

• Accessible spaces must connect to the shortest possible accessible route to the accessible building entrance or facility they serve.

Total Number of Parking Spaces in Parking Facility(Lot or Garage)

Minimum Number of Accessible Parking Spaces Required

1 - 25 1

26 - 50 2

51 - 75 3

76 - 100 4

101 - 150 5

151 - 200 6

201 - 300 7

301 - 400 8

401 - 500 9

501 - 1000 2% of total

1001 and over 20, plus 1 for each 100, or fraction thereof, over 1000

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Detailed Analysis Inlets Inspections

Property Location: Drawing: Inlets A total of 20 were inspected. One (1) of these inlets seemed to be ok but the rest will need some type of repair to help extend the life of the surrounding pavements. Keeping inlets healthy and working properly can prolong the life expectancy of the streets that they serve.

(Page 17 –Attachments)

Amp Minerals See Attachments for “Inlet Location and Repair Guide” Page 17

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Inlet Observations & Recommended Repairs: Inlet #

1. Parge the inside of the inlet and pipes as needed. 2. The brick that was used to support the inlet top is missing and voids have formed beneath

this inlet top and the adjacent pavements. The existing inlet top is not in good shape. Remove and replace C-top. Adjust to grade using concrete inlet risers.

3. Parge the inside of the inlet and pipes as needed..

Inlet #2 (Photo-66).

Inlet #2 (Photo-67).

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4. The brick that was used to support the inlet top is missing and voids have formed beneath this inlet top. Remove top & unstable brick. Adjust to grade using concrete inlet risers and reinstall inlet top.

5. The existing inlet top is not in good shape. Remove and replace C-top. Adjust to grade using concrete inlet risers.

Inlet #4 (Photo-68).

Inlet #5 (Photo-69).

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6. The brick that was used to support the inlet top is missing and voids have formed beneath this inlet top. Remove top & unstable brick. Adjust to grade using concrete inlet risers and reinstall inlet top. Repair broken grate (weld) and/or replace. (Erosion is present)

7. Ok 8. Remove the inlet top and replace the 1’ concrete riser. Reinstall inlet top. (Erosion starting) 9. Inlet top is in bad shape. Remove and replace C-top. Adjust to grade using concrete inlet

risers.

Inlet #6 (Photo-70).

Inlet #9 (Photo-75).

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10. Photo 76 shows the supportive brick collapsing into the inlet creating voids below. Severe erosion is present. In photo 77 you can see where a section of curb was poured over the M-top. Remove existing curb and M-top. Replace with C-top. Adjust to grade using concrete inlet risers.

Inlet #10 (Photo-76).

Inlet #10 (Photo-77).

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11. Existing top is deteriorated. Remove and replace C-top. Adjust to grade using concrete inlet risers.

12. Replace C-top and install new 3” concrete inlet riser to replace broken one. 13. Parge the inside of the inlet and pipes as needed. 14. Remove and replace C-top. Adjust to grade using concrete inlet risers. 15. Surrounding pavements around the inlet have been previously patched and continues to

settle. Excavate to pipe, inspect for cause of settlement, and continue repairs as needed. Parge pipe.

Inlet #11 (Photo-81).

Inlet #15 (Photo-85).

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16. Remove and replace C-top. Adjust to grade using concrete inlet risers. Parge Pipe

17. Parge pipe 18. Parge pipe 19. Replace M-top and 3” concrete inlet riser. Excavate in front of inlet to pipe, inspect for

cause of settlement, and continue repairs as needed. Parge pipe.

Inlet #16 (Photo-82).

Inlet #19 (Photo-84).

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20. Remove M-top and install new 6” (approx.) concrete inlet riser. Summary: The pavements in both the driveways and the parking lots are aging. As asphalt ages it becomes brittle and porous allowing moisture to seep below the paved surfaces and into the base materials. Many of the existing asphalt surfaces are cracked and broken with many cracks distributed throughout the area. Previous repairs have been completed but they are not holding up and the adjacent asphalt to those repairs is starting to fail. The 4’ trench type patches are failing miserably. Almost every one of those patches is in worse condition than the adjacent pavements. Sealers and crack fillers have been applied in the past however; the deterioration of the surrounding asphalt continues. Some of the problems may be a result of the underlying base materials (slag) that were placed during the original construction. These materials may not have been the best product to use due to potential leachates however; any leachates that were present then, should have dissipated by now. One concern is the overall depth of the stone base beneath the pavements. The stone depth was determined by extracting the asphalt core followed by additional excavation through the stone base to the softer soils below. Average stone depth is 4 ¼” beneath the access drives and 3 ½” below the parking lots. The recommended stone depth for a medium use facility should be 6” to 8” on the access drives and a minimum of 6” in the parking lots. Average depths of asphalt were approximately 6 ¾” (5” base and 1 ¾” wearing) on the access drives and 6 ¼” (4 ½” base and 1 ¾” wearing) on the parking lots. Recommended depths for this type of facility should be 4” to 5” of asphalt base and 1 ½” of wearing on the access drives, depending on the amount of trucks using the drives, and 3” of asphalt base for a parking lot topped with 1 ½” of wearing.

Inlet #20 (Photo-83).

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Line paint to the parking spaces is very faded and most of the thermo paint is cracked. The inlet structures designed to handle the storm water are in need of repair with some of the inlets being undermined from the hydraulic pressures of the waters beneath the pavements. Recommendations to Amp Minerals: One of our main objectives is to prevent the continuing deterioration and extend the life span of the existing asphalt pavements throughout the office complex. Water is the most destructive element to your asphalt pavements. We need to prevent water from penetrating through these pavements.

1. Remove and replace the existing asphalt that is starting to fail. 2. Remaining cracks will need to be filled prior to an overlay. (Cracks should be

continually filled to seal them from storm water. Filling or sealing pavement cracks to prevent water from entering the base and sub base can extend the pavement life.)

3. Repair the inlets so that any water that enters them enters properly Apply sealer to any existing paved surfaces that will not be overlaid to seal them from any moisture seeping through the pavement.

4. Repair the depressed areas surrounding the inlets so that the water can get to them.

5. Overlay all existing asphalt with a paving fabric to compensate for the small cracks as budgets allow.

6. Freshen up existing line paint. ***See pages 35 thru 39 for quantities and projected costs to complete the crack sealing, inlet repairs, base repairs and an overlay to the office complex at Amp Minerals. ***See page 40 for a cost breakdown when completed in two (2) phases.

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Complete Base Repair Property Location: Drawings: Drawing Description: Total square yards: Projected Costs: Recommendations: Prior to any type of sealing or asphalt overlay these designated areas, totaling 10,098 square yards, will need to be removed.

1. Mill out designated areas to a total depth of 4” in parking lots and supportive access drives.

2. Mill north and west access drives to a total depth of 5” in designated areas. 3. Inspect existing stone base and replace as needed. 4. Pave area with 4 to 5” of Super Pave Volumetric Mixture Design - 25mm PG

64-22 .3 to 3 esals.. 5. Seal all joints.

Access Drives and Parking Lots Repairs (See Attachments) North Access Drive – page 5 West Access Drive – page 6 Delivery Access Drive – page 7 Visitor entrance & Drive – page 8 East Parking Lot – page 9 West Parking Lot – page 10 Complete Base Repair – page25

These “Repair Attachments’ depict an aerial view of the Amp Minerals office complex with the recommended base repairs as stated on the selected attachment. The square yards and measurements of each patch are noted with a total square yards of approximately 10,098.

10,098 $225,347

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Crack Sealants Property Location: Drawings: Linear Feet: Projected Costs: Recommendations: Cracks must be free from moisture prior to application. Proper surface preparation will facilitate adequate adhesion and consequently the maximum service life of the sealant.

1. The crack must be free from dust, and loose aggregate. 2. Routing or wire brushing are preferred methods followed by a compressed air 3. Heatlance immediately prior to sealing.

The substrate and air temperature must be above 40°F

All streets and parking areas within Amp Minerals

Crack sealing (See Attachments) North Access Drive – page 5 West Access Drive – page 6 Delivery Access Drive – page 7 Visitor entrance & Drive – page 8 East Parking Lot – page 9 West Parking Lot – page 10 Product: Crack Master 3405 LM Hot Pour Crack Sealant

$3,725

Approx. 4838’

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Inlet Repairs

Property Location: Drawings: Drawing Description: # Of Inlets to be repaired: Projected Costs: The following is a summary of the inlet repairs that I would recommend to be completed prior to any type of sealing or an asphalt overlay. The location of these inlets is noted in the attachments. See “Inlet Location and repair Guide” page 17. Inlets #’s:

1. Parge 2. Remove and replace C-top. Adjust to grade using concrete inlet risers. 3. Parge 4. Remove top & unstable brick. Adjust to grade using concrete inlet

risers. 5. Remove and replace C-top. Adjust to grade using concrete inlet risers. 6. Remove top & unstable brick. Adjust to grade using concrete inlet

risers. Repair broken grate (weld) and/or replace. (Erosion is present) 7. Ok 8. Remove top and replace 1’ concrete riser. (Erosion starting)

East & West Parking Lots Inlet Location and Repair Guide – page 17

The repair guide depicts an aerial view of the parking lots, divided into sections, highlighting the inlets needing repaired.

19 $15,630

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9. Remove and replace C-top. Adjust to grade using concrete inlet risers. 10. Remove existing curb and M-top. Replace with C-top. Adjust to grade

using concrete inlet risers. (Severe erosion is present) 11. Remove and replace C-top. Adjust to grade using concrete inlet risers.

(Existing top is deteriorated) 12. Replace C-top and install new 3” concrete inlet riser to replace broken

one. 13. Parge 14. Remove and replace C-top. Adjust to grade using concrete inlet risers. 15. Inlet has been previously patched and continues to settle. Excavate to

pipe, inspect for cause of settlement, and continue repairs as needed. Parge pipe.

16. Remove and replace C-top. Adjust to grade using concrete inlet risers. Parge Pipe

17. Parge pipe 18. Parge pipe 19. Replace M-top and 3” concrete inlet riser. Excavate in front of inlet to

pipe, inspect for cause of settlement, and continue repairs as needed. Parge pipe.

20. Remove M-top and install new 6” (approx.) concrete inlet riser. NOTE*** Any paving repairs that are needed around the inlets should be completed only after the inlet repairs have been completed.

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Asphalt Overlay Property Location: Drawings: Drawing Description: Total square yards: Projected Costs: Recommendations: Overlay designated areas with 1½” of Super Pave Volumetric Mixture Design – 9.5mm PG 64-22 .3 to 3 esals. To place a 1 ½” asphalt overlay over the existing pavements would require a 1 ½” layer of existing asphalt to be removed at specific areas especially along the curbs, sidewalks, utilities etc. to maintain the existing grade and to allow proper drainage. This process is completed by a large machine grinding away the surface of the pavements to the desired depth. All areas would need to be swept and thoroughly cleaned before the placement of any asphalt can begin. Due to the amount of cracks scattered through the existing asphalt a paving fabric (Petromat) should be used on top of the milled surface to help reduce the amount of reflective cracking. Petromat is the combination of a nonwoven polypropylene fabric and asphalt cement or “tack coat” that creates a membrane that is placed between layers of asphalt pavements. This petromat system acts as a water barrier and absorbs stresses from traffic loads thus; improving resistance to pavement fatigue and reflective cracking. When the petromat is properly placed the asphalt overlay can begin.

Access Drives and Parking Lots See Attachments Complete Overlay – Page 25

This “Overlay Attachment depicts an aerial view of the Amp Minerals office complex with the recommended sections for a paving overlay. The square yards and measurements are noted with a total square yards of approximately 32,542.

32,542 $317,906

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Phasing Plans: The repairs and the overlay may be completed in phases which can make the necessary repairs more attainable depending on the available budgets. The phasing possibilities and scenarios are endless with a property of this size. The project can be phased out from 1 to 5 years, 1 to 3 years, 1 to 2 years etc. Different sections of parking and driveways can be chosen for different phases. Please refer to the “Attachments” pages 26 thru 29. For an example 2 phase plan.

Asphalt Consultants recommends that repairs to the inlets and the crack sealing are completed within the 1st phase so that proper drainage can be achieved and most of the moisture stays on top of the pavements. If the project will be completed in phases a coal tar sealer should be applied to any asphalt pavements that will not receive a new wearing course to help seal off the surface.

Repairs Complete Phase 1 Phase 2Crack Sealing 3725 3725Inlet Repairs 15630 1560Base Repairs 225347 162026 78947Overlay 317906 152644 173305

Totals = 562608 319955 252252572207

Projected CostsPricing Summary

Phase 1 and 2 total =

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Asphalt Sealing Sealing the existing asphalt pavements can be a viable option if the available budgets prohibit an asphalt paving overlay. The costs for sealing can range depending on the size of the area to be sealed and the cost of the oil at the time that the sealer is applied.. Average cost range from $0.85 per square yard to $1.00 per square yard. Coal Tar vs. Asphalt Based Sealers: Coal tar will always be more resistant to water, gas, oil, and other chemicals by its chemical make-up. Asphalt will always be less odorous and cause far less burning to the contractor applying the product. Asphalt is an advantage to the contractor, but has less advantage to the consumer when considering protection against UV radiation, gas, oil, chemicals, color retention, and water absorption. Below are the characteristics of both types of surface coatings.

TABLE 1

Test Refined Coal Tar Emulsion

Sealer Typical Asphalt Emulsion

Sealer

Binder Component

Refined Coal Tar, mostly aromatic,

closed ring compounds (stable)

Asphalt Cement (AC), mostly aliphatic,

open chain compounds (unstable)

Origin of the binder Coal-Decay of vegetation Petroleum-Marine life decay Ultraviolet Resistance Excellent Fair-Color Fades

Gas Resistance Excellent-No Effect Poor-Dissolves Motor Oil Resistance Excellent-No Effect Poor-Dissolves Kerosene Resistance Excellent-No Effect Poor-Dissolves

Oil, Fat, Grease Excellent-No Effect Poor-Dissolves Scrub Resistance - (Durability

test) 4000 cycles 2400 cycles Water re-absorption * 1.00% 3.2%

*The Water re-absorption test is an indicator for durability since water attacks seal coatings causing re-emulsification, which can lead to tracking sealer into your place of business. Low numbers are better.

Odor Some - Characteristic coal tar Milder - Asphalt odor Photosensitive yes no Skin Irritant ** yes yes

**This is what causes burning to some contractors but in no way affects the consumer) Flexibility pass pass

Drying time pass pass

OSHA Emission testing *** pass pass ***Both showed no detectable amounts or less than 2% of the permissible limits by OSHA of

carcinogenic compounds including Benzene, CTPV’s, PNAH’s, or any other compounds of concern.)

Environmental Non-Hazardous, industrial waste in both Dry and Wet state

Non-Hazardous, industrial waste in both Dry and Wet state

Handling Precautions Similar per MSDS Similar per MSDS

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Below is a tabulation of tests comparing coal tar emulsions and asphalt emulsions.

Test Coal Tar Emulsion Asphalt Emulsion Gas Resistance Pass Failure

Motor Oil Resistance Pass Failure Kerosene Resistance Pass Failure

Scrub Resistance (Durability test) 4000 cycles 2400 cycles

Water re-absorption 1.00% 3.2%

(The Water re-absorption test is an indicator for durability since water attacks seal coatings causing re-emulsification, which can lead to tracking sealer into your place of business. Low numbers are better.)

Odor Some None Skin Irritant yes yes

Photosensitive yes no

(This is what causes burning to some contractors but in no way affects the consumer)

OSHA Emission testing pass pass

(Both showed no detectable amounts or less than 2% of the permissible limits by OSHA of carcinogenic compounds including Benzene, CTPV’s, PNAH’s, or any other compounds of concern.)

Color retention pass fades Flexibility pass pass

Drying time pass pass The cost to apply either product is basically the same but with the extra durability of coal tar; this sealer would be my choice. Past experience has shown that Asphalt based sealers are mostly gone in 2 to 3 years whereas coal tar sealants consistently work for 4 to 6 years. Surface treatment Pros & Cons: Surface Sealers:

• Pro –In addition to be cost effective pavement sealers do a great job at preventing water from finding its way through the asphalt pavements. Coal tar being the superior sealer can repel and protect the asphalt against other liquids and materials that can damage the pavement. Highly resistant to fading and can provide the look of new asphalt pavement.

• Con – No additional strength can be expected from this product. This product should only be used where the structural integrity of the pavements are sound.

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Concrete Walkways

Property Location: Attachment:

Projected Costs Attachment Description: Walkway Observations: Refer to “Attachments” page 23

Office Entrance: The majority of the sidewalks are in very good shape because as defects occurred they were corrected. Many portions of the sidewalks have repairs similar to those as shown in photo 86.

Two courtyards are nestled on each side of the front doors. The courtyard to the right has moss growing between the joints and the surface is heaved up at certain locations. This is most likely due to moisture being trapped below the surface. Excavation and the use of French drains connected to the drainage inlet may help to eliminate this problem.

Amp Minerals Office Entrance

Please refer to page 18 thru page 24 in the attachments

The attachments provide an overview of the repair areas with specifics to the recommended repairs, locations quantities and photo locations

Sidewalk Repairs (photo 86)

Sidewalk Repairs (photo 87)

$3,450 Courtyard not included

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The stairs leading down toward the cafeteria has an area at the intersection of the tread with the step riser that has a large crack and should be patched with a fast setting repair mortar similar to Mapei Planitop X.

Large gaps between the concrete slabs were noted at a few locations (photos 92 and 88). These large gaps can cause a tripping hazard when the heel of a shoe jams directly into this gap. The shoe is then wedged tightly into this gap preventing the person from taking their next step. These cracks should be sealed with a product similar to Sikaflex 2C NS EZ Mix manufactured by Sika Corporation.

Sidewalk Repairs (photo 91)

Sidewalk Repairs (photo 88)

Sidewalk Repairs (photo 92)

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Another possible tripping hazard is located at the top of the concrete stairs (photo 90) directly above the eastern parking lot. One of the pads is elevated above the other.

This can be corrected by grinding the edge of the elevated pad until the tripping hazard is eliminated. These offsetting pads can also be corrected by a process called “Mud Jacking”The process of mud jacking has been a proven clean, cost-effective, and non-invasive approach to lifting settled concrete slabs. A pattern of 1 5/8" holes are drilled throughout the sunken slabs. A mixture of pond sand and cement, known as grout, is pumped under the slab. Once the void is filled, the grout becomes pressurized and hydraulically raises the slab to the desired height. The holes are then patched with cement.

Offsetting pads (photo 90)

Concrete Grinding

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Another section of sidewalk that should get mud jacked to eliminate a potential tripping hazard.

A small section of the stair case leading down to the western parking lot has shifted and has formed a large gap. This area should be saw cut and a new section of concrete poured in place (photo 93)

Paving should be flush to the top of sidewalk to prevent the edge from chipping from snow plows etc. (photo 89)

Sidewalk is lower than curb (photo 94)

Offsetting stairs (photo 93)

Pave flush to prevent chipping (photo 89)

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Please refer to “Attachments” page 24 The sidewalk adjacent to South 1st Avenue has a few pads that have broken and settled as shown in photo 1 and photo 2.

This elevated concrete curb is a tripping hazard directly beside the road and should be repaired by removal and replacement of the concrete pads..

Offset pad should get ground down to eliminate a tripping hazard and the wide gap between the pads should be sealed.

Broken & Sunken Pads (photo 1)

Sidewalk is lower than curb (photo 2)

Sidewalk is lower than curb (photo 5)

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Sidewalk Repair Guidelines:

• Crack sealants - Use Sikaflex 2C NS EZ Mix manufactured by Sika Corporation. (See attachment)

• Adjust offset concrete slabs using the mud jacking process where possible. • Severely broken concrete should be removed and replaced.

1. Saw cut 2. Remove broken concrete 3. Form and pour with “Class A Cement Concrete” with a compressive

strength of 3500 pounds per square inch and shall contain 6% air by volume with Steel reinforcement of 6 x 6 -W4 x W4 welded wire fabric (58 lbs./100 sq. ft.).

• Surface scaling/spalling – Use Sikagard Flexcoat manufactured by Sika Corporation. (See attachment)

• Chips in concrete – Use Mapei HCT, Fast setting, horizontal and vertical, one component repair mortar.

ADA Compliance: ADA compliance inspections are not part of this report however; the slopes to the curb ramps near the front entrance do not comply because the one exceeds the maximum slope of 8% (5% preferred). Current slope is 10.3%. Please review “Sidewalk Compliance Guidelines” starting on page 49

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Sidewalk Compliance Guidelines (2010 ADA Standards)

1. Sidewalk Runs: • Longitudinal slope - Not to exceed 1:12 slope (8.3%). • Cross slope – Not to exceed 1:48 (2%). • Maximum rise for any ramp – Not to exceed 30”. • Width – 36” minimum. • Landings – Required at the top and bottom of each ramp run.

2. Sidewalk Landings: • Length – 60” minimum • Width – Match existing ramp run (Minimum 36”). • Directional change in sidewalk – 60” x 60’ Minimum landing required. • Cross slope – Not to exceed 1:48 slope (2%) in either direction.

3. Curb Ramps: • Locations: Curb ramps and the flared sides of curb ramps shall be located so that

they do not project into vehicular traffic lanes, parking spaces, or parking access aisles. Curb ramps at marked crossings shall be wholly contained within the markings, excluding any flared sides.

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• Slopes: a. Adjoining surface slopes - Adjoining gutters and road surfaces

immediately adjacent to curb ramps can not to exceed 1:20 slope (5%).

b. Ramp cross slopes - Not to exceed 1:48 (2%). Cross slopes greater than 2% will require a “Technical Infeasible

Form” (TIF) to be submitted for approval. If approved the cross slope cannot exceed 1:33 (3%). Transition the curb ramp cross slope from the top of the landing to the bottom of the depressed curb as gradual as possible.

c. Ramp longitudinal slopes: Preferred slope - 1:20 (5%). Maximum slope - Not to exceed 1:12 (8%)

d. Curb ramp flares – not to exceed 1:10 slope (10%)

• Depressed curb: a. Must be flush with roadway and match roadway slope. b. Slope – The longitudinal slope of the top of the depressed curb should

match the slope of the ramp, landing area or triangular area that is adjacent to the depressed curb.

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• Landings: a. Landings are required at the top of each curb ramp. b. Length – 36” minimum c. Width – Shall match width of curb ramp (excluding flares)

• Diagonal Curb Ramps: a. Diagonal or corner type curb ramps with returned curbs or other well-

defined edges shall have the edges parallel to the direction of pedestrian flow.

b. The bottom of diagonal curb ramps shall have a clear space 48” minimum outside active traffic lanes of the roadway. Diagonal curb ramps provided at marked crossings shall provide the 48” minimum clear space within the markings.

c. Diagonal curb ramps with flared sides shall have a segment of curb 24” long minimum located on each side of the curb ramp and within the marked crossing.

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Concrete Curbs Property Location: Attachment:

Projected Costs Attachment Description: Concrete Curb Observations:

Approximately 7,621 linear feet of curb were visually inspected. The condition of most of the curb is very good considering the amount of curb present. Chips and gouges are numerous, mostly caused by snow plows and/or other vehicles.

The photos 64, 65 and 71 show the typical damage that can be found. These curb are structural sound but lack curb appeal.

Amp Minerals Office Complex

Please refer to page 18 thru page 24 in the attachments

The attachments provide an overview of the repair areas with specifics to the recommended repairs, locations quantities and photo locations

$18,650

Patch Gouges (photo 65)

Patch Curb (photo 64)

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Large gaps between sections of curb were found in multiple locations (photo 79)

A minimal amount of curb was damaged to a point where replacement would be necessary prior to any type paving operations.

A few examples of these areas are illustrated in photos 72, 73 and 80.

Large Gap (photo 79)

Replace 17’ Section (photo 80)

Patch Chipped Area (photo 71)

Replace 16’ Section (photo 72)

Replace 10’ Section (photo 73)

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Asphalt Consultants recommends replacing approximately 214’ linear feet prior to the placement of new paving. This is only 2.8% of the total amount of curb. The basis for replacement is based on the following criteria:

• • Sections of curb less than 2’ in length • Sections of badly broken curb. • Severe offsets. • Compromised curb reveal.

Large gaps, gouges and chips in the remaining curb should be repaired with the products listed below or a product of equal strength and durability.

• Crack sealants - SONOLASTIC NP-2 Multiple-component high-performance polyurethane sealant by BASF

• Chips & gouges in concrete – Use Mapei Planitop X Fast-setting horizontal, vertical and overhead one-component repair mortar

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Attachment Page Index Amp Minerals

1. Attachment Cover Sheet 2. Asphalt Pavement - Sections Guide 3. Asphalt Pavement - Total & Sectional Square Yard Quantities 4. Asphalt Pavement – Total & Sectional Base Repair Quantities 5. North Access Drive - Base Repairs 6. West Access Drive - Base Repairs 7. Delivery Access Drive - Base Repairs 8. Visitor Entrance and Access Drive – Base Repairs 9. East Parking Lot – Base Repairs 10. West Parking Lot – Base Repairs 11. Cafeteria Drive – Repairs 12. Core Drill – Location Guide 13. Core Drill – Photo Guide 1 14. Core Drill – Photo Guide 2 15. Parking Space Plan 16. Handicap Parking Space Slopes 17. Inlet – Location & Repair Guide 18. Sidewalk & Curb – Section Location Guide 19. North Access Drive – Curb Repair Plan 20. 4 way intersection – Curb Repair Plan 21. East Parking Lot – Curb Repair Plan 22. West Parking Lot – Curb Repair Plan 23. Visitor Entrance – Curb & Sidewalk Repair Plan 24. West Access Drive – Curb & Sidewalk Repair Plan 25. Complete Base Repair Overview With Projected Costs 26. Complete Overlay Overview With Projected Costs 27. Phase-1 Base Repair Overview With Projected Costs 28. Phase-1 Overlay Overview With Projected Costs 29. Phase-2 Base Repair Overview With Projected Costs 30. Phase-1 Overlay Overview With Projected Costs

P.O. Box 306, New Holland, PA 17557 Phone: 717-278-0388 • Fax: 717-354-5933 Email: mikeb@asphaltconsultants.net • www.asphaltconsultants.net

Attachment Page Index Amp Minerals

1. Attachment Cover Sheet 2. Asphalt Pavement - Sections Guide 3. Asphalt Pavement - Total & Sectional Square Yard Quantities 4. Asphalt Pavement – Total & Sectional Base Repair Quantities 5. North Access Drive - Base Repairs 6. West Access Drive - Base Repairs 7. Delivery Access Drive - Base Repairs 8. Visitor Entrance and Access Drive – Base Repairs 9. East Parking Lot – Base Repairs 10. West Parking Lot – Base Repairs 11. Cafeteria Drive – Repairs 12. Core Drill – Location Guide 13. Core Drill – Photo Guide 1 14. Core Drill – Photo Guide 2 15. Parking Space Plan 16. Handicap Parking Space Slopes 17. Inlet – Location & Repair Guide 18. Sidewalk & Curb – Section Location Guide 19. North Access Drive – Curb Repair Plan 20. 4 way intersection – Curb Repair Plan 21. East Parking Lot – Curb Repair Plan 22. West Parking Lot – Curb Repair Plan 23. Visitor Entrance – Curb & Sidewalk Repair Plan 24. West Access Drive – Curb & Sidewalk Repair Plan 25. Complete Base Repair Overview With Projected Costs 26. Complete Overlay Overview With Projected Costs 27. Phase-1 Base Repair Overview With Projected Costs 28. Phase-1 Overlay Overview With Projected Costs 29. Phase-2 Base Repair Overview With Projected Costs 30. Phase-1 Overlay Overview With Projected Costs

Asphalt Pavement Sections Guide

Asphalt Pavement Total Square Yards = 32,542

Asphalt Pavement Base Repairs = 10,098 Sqyds.

North Access Drive Base Repairs = 952 Square Yards

West Access Drive Base Repairs = 230 Square Yards

Delivery Access Drive Base Repairs = 76 Square Yards Mill & Overlay = 28 Square Yards

Visitor Entrance & Parking Area Base Repairs = 1,467 Square Yards

East Parking Lot Base Repairs = 4,100 Square Yards

West Parking Lot Base Repairs 3,274 Square Yard

Cafeteria Drive Mill & Overlay

60 Square Yards

Core Drill Locations

Guide

Core Drill Photo Guide:

Core #1 = 8 ½” 1 ½” Wearing Course

7” Base Course 5" Stone Base

Core #2 = 5 ¾” 1 ¾” Wearing Course

4” Base Course 3 ½” Stone Base

Core #3 = 5 7/8" 1 ½” Wearing Course

4 3/8” Base Course 4 ¼” Stone Base

Core #4 = 7 ½” 1 ¾” Wearing Course

5 ¾” Base Course 3 ¼” Stone Base

Core #5 = 6” 2” Wearing Course

4” Base Course 3 ¼” Stone Base

Core #6 = 7” 2 ½” Wearing Course

4 ½' Base Course 4 ½” Stone Base

Core #8 = 5 ¾” 1 ¾” Wearing Course

4” Base Course 3” Stone Base

Core #7 = 5 ¼” 1 ½” Wearing Course

3 ¾” Base Course 3 ¼” Stone Base

Parking Lots and Spaces 541 Standard spaces

6 Handicap Van Accessible

Handicap Parking Slopes

Inlet Location and Repair Guide

Sidewalk and Curb Section Location Guide

North Access Drive Curb Repair Plan

4 Way Intersection Curb Repair Plan

East Parking Lot Curb Repair Plan

West Parking Lot Curb Repair Plan

Visitor Entrance Sidewalk & CurbRepair Plan

West Access Drive Sidewalk & Curb Repair Plan

Complete Base Repairs on 10,098 Sqyds. $225,337

Complete Overlay on 32,542 Sqyds $317,905

Phase 1 Base Repairs on 6,981 Sqyds. $162,026

Phase 1 Overlay on 15,817 Sqyds $152,644

Phase 2 Base Repairs on 3,117 Sqyds. $78,947

Phase 2 Overlay on 16,725 Sqyds $173,305