>i CHAPTER 11, SECTION 5 (Neg. No. W-V-285-2) Figure No. 2-142. DOD Laboratory Building 582, Fred — 98% Complete. authorization for the extension of the runway, work wasstarted on the rehabilitation of portions of the existing runway requiring repair. Stockpiling of materials for the project was started on 16 January 1957, with all aggregate being furnished by the Elmer plant. Initial work on removing old pavement was started by ripping out parts of Blocks 6 and 7. Joints removed were cut straight and vertical. Following removal ditional parking aprons were made in 8-inch lifts and compacted to the specified degree with grid and rubber-tired rollers, and watered to optimum moisture content. When proper elevations were reached, a 6-inch sub-base course was applied and compacted, followed by a 4-inch base course of 2-inch-minus coral aggregate com- pacted to 95% CBR. Concrete pours for the base was recompacted to a 50% CBR value. A 4-inch crushed, graded base course was then placed and compacted to 80% CBR.A seal coat airstrip averaged about 400 cubic yards daily. On 3 April 1958 the cross-over taxiways and parking aprons were completed, with the latter having 159 more aircraft tie-downs than were included in the original plans. sisted of 4 gallon of asphalt emulsion per square yard of surface; beach sand was then applied, tended for a distance of 395 feet, and the north- of the old pavement and base course, the sub- was applied over the base course, which con- rolled, and broomed. The 24-inch surface course was made up of 87% aggregate, 8% fine beach sand, and 5% filler. Aggregates were all graded crushed rock, and thefiller was made up of 62% mineral rock dust and 30% portland cement. Preliminary work on the runway extension project started in October 1957. Prior to this date a study was made at Jobsite to determine the quantity and types of materials required for fill and hydrographic surveys of the Elmer and Fred lagoon areas and to determine concentrated material locations. As a result of this study, a Sauerman dragline was installed at Fred to scoop material from the lagoon floor for use as a fill under the sub-base; all graded ag- The southwest end of the runway was ex- east end extended 1220 feet. Sloping concrete over-runs were poured at both ends of the runway, with a retaining sea wall formed and poured to protect one corner of the southwest extension. An entirely new runway lighting system was part of the extension project, including runway marker lights, warning and threshold lights, a new regulator for control of the system, and floodlights on the parking ramps. A new surfaced road along the ocean side of the runway was also an additional airfield improvement. gregates were produced and hauled from Elmer. A sea wall, 855 feet in length, was constructed to retain the extension fill at the northeast end of the runway. Holes were drilled and blasted which provided a start for pile driving; a total of 91 bearing piles were driven to a 20-foot mini- mum embedment. Following piling emplacement, ore-cast concrete blocks were set and bolted to she piles and then grouted in. A concrete cap was then laid atop the entire length of the re- taining wall. Earth fills of the runway extension and ad- (Neg. No. W-V-160-9) Figure 2-143. Concrete Spreading at West End of Airstrip — Fred. Page 283