Runway Reconstruction Benefits Rosecrans Memorial

The recent runway reconstruction at Rosecrans Memorial Airport (STJ) in St. Joseph, MO, provides drastic improvements in safety and operational capability for the shared-use airport. This $29 million project—a collaboration between the Missouri Department of Transportation, the 139th Airlift Wing of the Missouri Air National Guard and the airport—has modernized the airfield, ensuring it can meet the demands of both general aviation and military operations for years to come. Upgrades to the 8,100-foot Runway 17-35 have not only improved its usability but also lengthened its lifespan.

The runway had undergone multiple rehabilitations since it was built in the 1940s. After a flood in 1993, 8 inches of concrete were added, separated by an asphalt barrier. Over time, rising water levels and heat caused the top layers to heave. To address this dangerous issue, crews cut release joints to relieve pressure, but the runway continued to deteriorate, with small rocks posing a hazard to jet engines.

Beyond the typical wear and tear during the last 30 years since its most recent major reconstruction, the runway experienced heavy use from two military sources: local C-130s with the Air National Guard based at STJ and aircraft from the Advanced Airlift Tactics Training Center, which brings in traffic from around the world, ranging from A400s to C-17s.

The heavy aircraft caused substantial damage over the years, especially when using reverse thrust. “There were essentially potholes in the runway from the C-130s,” says STJ Airport Manager Julius Rice. “We would go out and cold patch as best we could, but with their big four turboprop fans blasting the runway when they go in reverse, those patches would just get blown away the next day.”

Around 2016, STJ’s main runway began experiencing pavement heaves almost every summer that required emergency repairs. It had deteriorated to the point where it was affecting some pilots’ landing strategies. “The smaller general aviation planes would actually avoid the centerline because [the damaged pavement] wouldn’t be good for their smaller tires,” Rice recalls. “Our tenants would land left or right of center line, just to save their airplanes.”

Recognizing the need for a more permanent solution, the city, FAA and National Guard collaborated on a pavement exploration project. Initial hopes were to replace only the top 8 inches of concrete, but testing revealed that water from the nearby Missouri River and Browning Lake had caused too much damage. “It deteriorated the subgrade to a point where it just wasn’t able to hold up to the weight of the C-130s that were constantly taking off and using it,” notes Kevin Scherr, project manager with Woolpert. Given the extent of the damage, leaders decided to reconstruct the entire runway.

Collaborative Approach

The $29 million project got off the ground with cooperation and funding from several sources. The National Guard Bureau funded about 65% of the cost and FAA Airport Improvement Program grants covered $9.2 million. The Missouri Aviation Trust Fund paid $500,000 with another $500,000 local match from the city of St. Joseph. The collaborative funding allowed STJ to afford a solution with a longer lifespan. “We got a brand-new runway instead of a patch job or a resurface,” Rice says.

With the need for a complete overhaul established, efforts to secure funding began in 2018. To accomplish the project, STJ partnered with Woolpert for engineering and Ideker as the general contractor. Woolpert has been working with STJ for 15 years on various projects and Ideker for eight years. The project was bid in August 2022; construction began in April 2023 and was completed in November 2023.

Project Scope and Materials

The full reconstruction involved removing approximately 30 inches of concrete, installing a new under-drain system to divert water from the subgrade and creating a cement-treated subgrade. Two separate lifts were applied, followed by a drainable base course and a cement-treated base. This foundation allowed for a 12-inch concrete section on top, saving costs while ensuring durability, for a total of 24 inches of cement-treated subgrade.

Working with its geotechnical engineers, the Woolpert team specified cement for structural integrity and durability. “[Cement] gives it a harder subgrade that allows you to then build on top of and have a little bit thinner pavement section up top, so it gives that structural integrity,” Scherr comments. “With the water tables as high as they were, we weren’t just worried about soils that expanded, which is what lime typically treats, but cement actually does really well with water, and it wouldn’t deteriorate as fast.”

The Air National Guard’s involvement drove the higher specifications. “Many military aircraft that use the airport require a longer and deeper runway than what is typically required for civilian aircraft,” notes Lieutenant Colonel Matt Neil, civil engineer with the 139th Airlift Wing. “As a result, the military pays a higher portion of the cost for the runway reconstruction since these requirements are not mandatory for the civilian aircraft that use the airport.”

The runway was designed with higher-grade materials to extend its lifespan and enhance durability. For instance, granite was the main coarse aggregate in the concrete since it is more resilient than traditional limestone runway aggregate. Because there are no local granite pits near STJ, material was brought in by rail from Oklahoma. Concrete was batched on-site at an average of more than 300 cubic yards per hour while crews placed pavement. This allowed Ideker to maximize production and quality, notes Cody Phillips, Ideker vice president and project manager on the STJ project.

The FAA and National Guard Bureau oversaw each stage of reconstruction to ensure all requirements were met. Regular reviews occurred for compliance, and any design change required joint approval. This ongoing collaboration helped ensure the runway would meet both military and civilian needs.

Based on the aircraft that use the runway, military design software specified 13 inches of Portland Cement Concrete over a 6-inch cement-treated permeable base course, covering 141,000 square yards. The specifications addressed the hardness of the coarse aggregate and the aggregate’s resistance to durability cracking, also known as D-cracking, which occurs when concrete cannot withstand freeze-thaw cycles, combining moisture and freezing temperatures, Phillips notes. The cement-treated permeable base not only met military requirements for a stabilized base but also provided drainage into the newly installed underdrain system. Additionally, a layer of geotextile fabric was placed beneath the base course to prevent fines from infiltrating the base material.

The completed runway has a 20-year design life and won first place in the Commercial/Military Airport category for the Missouri/Kansas Chapter of the American Concrete Pavement Association. It is also a finalist for a 2024 National Paving Award.

Strategic Phasing

Having a second runway and strategic phasing allowed STJ to maintain operations during reconstruction. “That was important to the city, as they wanted as little disturbance and impact to both the Guard and the [general aviation] community as possible,” Scherr recalls. Occasional overnight closures were required for runway grooving.

During Phase One, the southernmost 2,000 feet of Runway 17-35 leading up to the intersection with Runway 13-31 was closed for work. By leaving 5,100 feet available for use, plus a 1,000-foot buffer, the project team allowed C-17s to continue operating and maintained the airport’s functionality with one runway instead of two.

Once reconstruction work progressed past the intersection of runways 17-35 and 13-31, flight operations transitioned onto Runway 13-31 and the newly repaired Taxiway D while crews closed Runway 17-35 to reconstruct the remaining 6,000 feet during Phase Two. At 4,797 feet, Runway 13-31 was just three feet short for the C-17s, but C-130s and smaller jets were still able to operate. “There was little to no impact on our flight operations,” reports Senior Master Sergeant Michael Crane, public affairs superintendent, 139th Airlift Wing. “Part of the project included replacing pipes under the parking apron where our C-130 Hercules aircraft park, but we were able to work around that portion of the project.”

Although officially a five-phase project, the two runway phases were the primary focus. Phase Three modified a service vehicle road on the south side to remove it from the runway’s obstacle-free area. Previously, the Missouri River flowed around it, creating somewhat of an island. By using rubble from the runway project, project designers were able to extend the footprint of the “island” and move the road outside the obstacle-free zone. Now airport vehicles can use the road without obtaining clearance from the control tower. Phase Four involved grooving and remarking Runway 17-35. Phase Five corrected drainage and included new reinforced concrete pipe and inlets.

Sustainability Efforts

While runway projects have limited opportunities to use green building practices or materials, STJ rubblized the existing runway material instead of removing and hauling it away. Concrete was pulverized with a ROTO-MILL, and much was repurposed as a base layer beneath the new runway. Ideker recycled about 200,000 pounds of steel from the reinforcing pieces and dowel bars in the broken pavement.

Although the rubblized material wasn’t suitable for use as aggregate in the top layers of the new runway, using it for the base layer and in other projects reduced the need for new materials and mitigated the overall environmental impact of the project. This not only saved money but also contributed to the durability of the runway by creating a stable foundation for the new pavement.

Rubblized material was also used to widen a gravel road in an area used for C-130 airdrops. The wider road makes it easier for crews to retrieve materials dropped during training.

“We still have a pile of [rubblized material] that we’re working on slowly getting out of here,” Rice remarks. “But as you can imagine, completely reconstructing a runway all the way down 4 1/2 feet creates a pretty big pile of leftovers.”

In addition to repurposing the rubble, the use of cement in this project had a significantly smaller carbon footprint compared to runway pavement materials and methods used 20 years ago, he adds.

The runway project also incorporated more than 300 new LED runway edge lights. Although it’s too early to measure the full impact of this upgrade, Rice is optimistic about the resulting energy savings over time.

Additional Upgrades

During the reconstruction project, the Guard updated Taxiway D, which connects runways 17-35 and 13-31, using the same pavement system. And FAA took the opportunity to upgrade the navigational aids on Runway 17-35.

The surrounding stormwater infrastructure was also overhauled. Edge drains were added along the sides to carry water away from the pavement. Thousands of feet of 6-inch solid and 6-inch perforated N-12 high-density polyethylene piping was installed, notes Josh Herchl, director of municipal markets for Advanced Drainage Systems Inc. New pipes were installed on a stable base to prevent backflow that previously occurred during storms, and the area around the runway was re-graded to further improve drainage.

The project also involved building a new electrical vault for airfield lighting. The previous vault was landside, so the new midfield location requires less wiring between the vault and lights. “So, if something goes wrong, troubleshooting is easier,” Rice notes. Another benefit is updated and accurate diagrams, which will aid maintenance in the future.

Benefits for Users

A reconstructed runway can provide significant benefits for any airport, such as increased capacity and safety, Phillips notes. “This leads to smoother operations, especially during peak travel times, enhancing overall efficiency,” he says. “A new runway can support larger or more advanced aircraft, enabling the airport to attract new airlines or routes, which boosts tourism and business travel.”

Increased runway capacity can boost safety by reducing the need for aircraft to wait in the air or on the ground, thereby lowering the risk of accidents and improving traffic flow. “For the airport and surrounding economy, the new runway can lead to increased revenues from additional flights, passengers and cargo operations,” Phillips adds.

The new runway at STJ has been met with praise from tenants and military personnel alike. General aviation aircraft can now use the full width of the runway without fear of damage, and military operations have benefited from a smoother, stronger surface. “They love that they don’t have to worry about the heaves and the rough spots, and we’ve seen a lot fewer blown tires from people that didn’t know to avoid the center line,” Rice remarks.

The recently completed project will allow the 139th Airlift Wing to continue operations for years to come. “Our aircrews and maintainers are flying and maintaining our C-130 Hercules aircraft every week,” Crane comments. “We support missions across the country and across the world.” In August, several aircraft departed for an overseas deployment and one left to participate in an exercise in India.

One of the most significant changes at STJ is the ability to accommodate larger/heavier military aircraft. Previously, a C-17 was the heaviest aircraft Runway 17-35 could accept, but the new runway can accommodate C-5s—and one landed at STJ this August. “To be able to support planes that don’t come here frequently is nice, especially whenever it’s supporting military missions and tasks,” Rice says. This expanded capability positions the airport as a more versatile asset for the military.

The improved runway is not just a benefit for current airport users but also a sign to potential new tenants and operators that STJ takes proactive steps toward further growth and modernization.

Keys to Success

Like many projects, the runway reconstruction at STJ benefited from clear, consistent communication. Weekly meetings with the airport team, the Air National Guard, Woolpert and Ideker helped keep the project on schedule. “Just knowing ahead of time what was coming helped,” Rice notes, “so there weren’t any surprises from any of the applicable organizations on the airport.”

Neil, from the 139th Airlift Wing, notes that effective communication minimized concerns and allowed for the quick resolution of issues that arose during planning and construction. “Given the dual-use nature of the runway for both military and civilian aircraft, constant communication was maintained between all parties involved in the project, including the airport, engineering and construction teams, as well as the FAA and National Guard Bureau,” he says. “This allows for any unique challenges or considerations that may arise during the project to be resolved in a satisfactory manner.”

Shutting down even part of a runway causes significant disruption for its users, acknowledges Joe Pestka, vice president of Woolpert and program director for the STJ project. “You try to work with the contractor, work with the tenants in terms of keeping the disruption at a minimum, to where they can still conduct business,” Pestka says. “You’re trying to hurry up—as much as you can—and complete the project as quickly as possible, so they can get back to ‘normal operation.’”

Crane, from the Missouri Air National Guard, emphasizes the importance of collaborating with the community. “The 139th Airlift Wing enjoys great partnerships with the city of St. Joseph and Rosecrans Memorial Airport,” he says. “We have great support from the community, and that support bolsters our efforts to keep doing what we do—fly airplanes and serve the people of Missouri and the U.S.”

Leaders from Woolpert praise the general contractor for its flexibility to accommodate National Guard operations during the runway reconstruction. The Ideker team coordinated with the Guard, city, Missouri Department of Transportation, FAA and subcontractors to align schedules and manage potential impacts. Despite ongoing construction, the Guard continued using the airport for C-130 practice drops, which required shutting down haul roads. “Ideker worked hand-in-hand with the Guard,” Scherr reports, highlighting how the contractor adjusted paving and truck traffic to avoid disruptions.

Woolpert helped by having three team members on site for the runway work, and Scherr moved to St. Joseph for the eight-month duration of the project. “Then I could go up there whenever something came up to help mitigate it or redesign something on the fly and keep things going,” he explains.

Rice emphasizes that it was important for all parties to remain flexible and remember that not all changes are bad changes. “Everybody was on the same page, and they were just trying to make it the best project possible,” he relates. Although the airport experienced nearly a year of nonstop construction, staying focused on the end result helped everyone push through the challenges, Rice adds.

Looking Ahead

In addition to its new runway, STJ has plans for a new terminal building and air traffic control tower. The terminal will house administration offices and a restaurant, making the airport a more attractive and functional space for visitors and tenants.

Additionally, preparations are underway for construction of a new snow removal equipment building and rehabilitation of an asphalt taxiway that has degraded over time. Currently, Operations vehicles are spread out over multiple buildings, and snowplows sit outside year-round. The new storage building will be built near the control tower and new terminal.

Relocating the fuel farm is also on the docket because it currently sits on land the 139th Airlift Wing will eventually occupy. The Guard is in the process of moving its base from the south side of the airport to the north, gradually constructing new buildings as federal funds become available. As part of the National Defense Authorization Act of 2023, money has been set aside to design a new aircraft parking ramp and a new maintenance hangar for the north site development. The state of Missouri also passed a funding bill in 2024 that will support the design of the new maintenance hangar. “This funding represents the trust the public has in the 139th Airlift Wing,” Crane comments.

When the new fuel farm is built, it will include new tanks, pumps and system upgrades. Rice reports that half of the grant funding for the project is already secured.

Further ahead, the airport will have more pavement projects, apron rehabilitation and repairing an asphalt taxiway that has been closed since last year.

Like the recent runway reconstruction, these projects will be undertaken with the future in mind. “We’re not just making things pretty for the sake of making them pretty, but for the overall functionality of the airport and what the future might bring with the Guard and with general aviation,” says Rice.