Aviation View | Volume 2, Issue 1

128 AVIATION VIEW VOLUME 2, ISSUE 1 them to move on and continue in aviation. We are hoping to see that in operation by next fall.” The next major infrastructure project has to do with the relocation of existing electrical structures. Back in the 1940s when the airport was constructed there were four manholes created at the intersections of the two runways. All of the wiring for navaids and edge lighting goes through these accessible manholes, which are located in the safety area thus becoming extremely onerous for the operations. This means that airfield operations have to be halted whenever electric work is needed as it entails encroaching into the runway safety areas. These structures are going to be relocated. This alleviates the concern of shutting down the runways in the event either of these structures need to be accessed. This process will be performed by directional drilling under the runways while minimizing the impact to the airfield operations. Global Electric is also the atkinsglobal.com Our team provided engineering services for Runway 6-24 at Northeast Philadelphia Airport (PNE), which entailed approximately 7,000 feet of Runway 6-24 and over 2,500 feet of Taxiway pavement rehabilitation using a unique method of subgrade stabilization with cement (the first of its kind used in the northeast U.S. at a general aviation airport). This subgrade stabilization technique resulted in a savings of approximately $1.1 M, over 50,000 gallons of gas, and more than 120 days for the entire project. Runway 6-24 at Northeast Philadelphia Airport Pavement Rehabilitation Stabilizing effect.