HomeMy WebLinkAboutCC 17 PAVEMENT MGNT SYS 6-6-88~"]~ G~ ~ '~:~" ~ ~A ~ NO. CONSENT CALENDAR 17
DATE; Inter- Com
~Y 31, 1988
TO:
FROM:
SU BJ ECT:
WILLIAM HUSTON, CITY MANAGER
PUBLIC WORKS DEPARTMENT/ENGINEERING DIVISION
CONSULTANT AGREEMENT FOR DEVELOPMENT OF PAVEMENT
MANAGEMENT SYSTEM
RECOMMENDATION:
That the City Council approve selection of BSI Consultants, Inc. for
professional services for development of the pavement management system
at a fee not to exceed $31,500, and authorize execution of a consultant
agreement by the Mayor and City Clerk.
BACKGROUND:
The current budget provides $40,000 for the development of a pavement
management system for all streets maintained by the City.
Proposals were requested from six selected consultant firms based on
their experience in pavement management systems. Five proposals were
received, reviewed and evaluated based on the following:
1. Qualifications and experience of consultant.
2. Qualifications and experience of team to be assigned to work
on this project.
3. Equipment and automation.
4. Consultant's approach.
5. Estimated unit prices and maximum cost.
6. Completion schedule.
Interviews with the three top firms were conducted and after final
revisions and modifications to the submitted proposals to satisfy the
requested scope of work, BSI Consultants, Inc. was selected to do the
work.
The fi~ms and their modified proposed fees are as follows:
BSI Consultants, Inc.
Infrastructure Management Services
Pavement Management Systems, Ltd.
Norris-Repke, Inc.
Harris & Associates
$31,500
$40,550
$46,950
$48,615
$50,050
Bob Ledendecker
Director of Public Works/City Engineer
Wisam Altowaij i
Assistant Civil Engineer
BL:WA:mv
pROFESSIONaL SERVICES AGREEMENT
THIS AGREEMENT, made and entered' into this day of
' , 1988, by and between CITY OF TUSTIN, a municipal
corporation (hereinafter referred to as "city"); and BSI CONSULTANTS,
INC., 1415 E. 17th Street, Santa Aha, CA 92701
"Consultant").
(hereinafter called
City desires to employ Consultant to furnish the necessary
WHEREAS,
engineering services for preparation of a Pavement Management System,
referred to as "Project"; and
WHEREAS, Consultant is qualified to provide the necessary services
in connection with said Project and has agreed to provide the necessary
consulting services; and
WHEREAS, Consultant has submitted to City a proposal dated May 18,
1988, a copy of which is attached hereto marked Exhibit "A" and is by
this reference incorporated herein as though set forth in full herein
("the Proposal").
NOW, THEREFORE, city agrees to employ and does hereby employ
Consultant to provide for the professional services for the Project, and
city and Consultant for the consideration hereinafter set forth agree as
follows:
Section 1: Scope of Consultant's Services. Consultant agrees to
furnish to the city consulting services for the Project. These services
shall include all those outlined in Consultant's proposal (Exhibit "A").
(~)
Section '2. Time for Completion. It is hereby understood and
mutually agreed that the time for completion of the work to be performed
by Consultant is an essential condition of this Agreement. Consultant
agrees that it shall prosecute regularly and diligently'the work of this
agreement accordingly to reasonable schedules established by City.
Consultant shall not be accountable for delays in the progress of its
work caused by any condition beyond his control and without the fault or
negligence of Consultant. Any delays shall not entitle Consultant to any
additional compensation under any circumstances, regardless of the party
responsible for the delay.
Section 3: Compensation. The compensation to be paid under this
Agreement shall be at the hourly rates set forth in Exhibit "A" with a
total cost not to exceed $31,500. Monthly payments for work completed
will be paid as the work progresses.
Section 4. Statement of Costs. Pursuant to the provisions of
california Government Code Section 7550, the total amount expended by
City relating to the preparation of the report and documents prescribed
herein shall be set forth within the final edition thereof, in a separate
section, in a statement substantially as follows: "Pursuant to
California Government Code Section 7550, the city of Tustin expended the
total amount of $ for the preparation of this report and/or
documents".
Section 5: Miscellaneous Provisions.
A. CitY and Consultant further agree to the following conditions:
(1) . city, by notifying consultant in writing, shall have the
right to terminate any or all of the services and work' covered by this
Agreement at any time.
(2) Consultant agrees that it shall proceed immediately and
diligently to perform the services provided for in this Agreement upon
receipt of notice from City to proceed therewith.
(3) The terms and provisions of this Agreement shall extend to
and be binding upon and inure to. the benefit of heirs, executors,
administrators, successors and assigns of the respective parties thereto.
(4) Consultant shall perform the services hereunder as an
independent.contractor and under no circumstances or conditions shall
Consultant and any of its agents, servants and employees, be considered
as an employee or agent of the City.
(5) Consultant shall perform all services required under this
Agreement in a careful, diligent, professional manner, and shall be
responsible for all errors and omissions for services performed by
Consultant under the terms of this Agreement. Consultant, as a material
part of the consideration of this Agreement, hereby waives, on its behalf
and on behalf of all others claiming through Consultant, all claims and
demands against City, its agents, employees, successors and assigns, for
all loss, damage, injury, sickness, death, or other claim made by other
persons and from all costs, expenses and charges arising therefrom.
Consultant shall maintain in full force and effect during the term of
this Agreement, its existing policies of insurance for which certificates
of insurance have heretofore been delivered to City.
(6) Consultant shall carry and pay for such compensation
insurance and is necessary to fully protect Consultant and its employees
under' California Worker's Compensation Insurance and Safety laws, to
relieve City from all responsibility under said laws in connection with
the performance of this Agreement, and upon the execution of this
Agreement, to file with city a certificate certifying to said protection.
(3)
(7) Consultant certifies that there shall be no discrimination
against any employee who is employed in the work cove~ed by this
Agreement, or against any application for such employment, because of
race, religion, color, sex, or national origin including, but not limited
to, the following:
a.
Employment, upgrading, demotion or transfer,
recruitment, or recruitment advertising,
lay-off or termination, rates of pay or other
forms of compensation, and selection for
training, including apprenticeship.
(8) Consultant shall provide City monthly with a detailed
itemization of all work performed, and the fees accrued thereon, in
complete and sufficient detail, to fully apprise City thereof.
IN WITNESS WHEREOF, this Agreement was executed by the parties on
the day and year first above written.
CITY OF TUSTIN, a municipal corporation
ATTEST:
By
Mayor
City Clerk
APPROVED AS TO FORM:
City Attorney
BSI CONSULTANTS, INC.
By
(4)
May 18, 1988
Mr. Sam Altawaji
Assistant Civil Engineer
City of Tustin
300 Centennial Way
Tustin, CA 92680
Subject: Revised Scope of Services/Estimate Fees
Development of a Pavement Management System
City of Tustin, California
Dear Mr. Altawaji:
We are pleased to respond to your recent requests for
additional information regarding our proposal for development
and implementation of a Pavement Management System for the
City of Tustin, California.
The enclosed material includes revisions to our original scope
of services and attendent fees and hopefully will clearly
explain our proposed approach. Only those portions entitled
"Work Program" and Compensation" have been changed from the
original proposal. Should you have any questions regarding
this revised information please feel free to contact the
undersigned at your convenience. We look forward to the
commencement of this project and to providing these very
necessary services to the City.
Sincerely,
Vice President
Infrastructure Management Services
GMB:kl
Enclosures
EXHIBIT "A"
PROPOSED WORK PROGRAH
BSI has, through various discussions and a recent
presentation, described a proposed approach in the
implementation of a Pavement Evaluation and Management System
for the City of Tustin. In this enclosed revised scope of
services we have attempted to summarize, as requested, the
various issues covered during these discussions and
presentations.
Upon selection by the City of Tustin, California, BSI
CONSULTANTS, INC. will be prepared to immediately work towards
the development and implementation of a pavement management
system (PMS).
BSI typically employs a phased approach to the implementation
of a pavement management system.
Our staff has designed, developed, implemented, and maintained
several infrastructure management systems in the past. Our
experienced professionals have a strong background in plan-
ning, developing and implementing tailored and custom software
systems throughout the Western United States.
Our proven record in providing engineering and planning ser-
vices to governmental agencies (see Experience section),
demonstrates our staff's thorough understanding of the
technical, managerial, and operational skills necessary for
effective program design, management and implementation.
The material presented in the RFP clearly indicates the City's
commitment to establishing a pavement management system which
meets both the immediate and long-term goals and objectives of
the City.
DETAILS OF PROPOSED WORK PROGRAN
PHASE I PRELIMINARY INVESTIGATION AND DESIGN
TASK i PLANNING, REVIEW AND COORDINATION OF ACTIVITIES
The BSI CONSULTANTS, INC. team has conducted various pavement
evaluation studies on previous occasions. In the following
work plan we list our proposed tasks which fall within an
overall phased approach.
Meetings with City staff will be held to review present
programs, maintenance procedures, and data. We will then
determine the type of output necessary for the system to
function properly. Additionally, a detailed work schedule
will be prepared, test intervals established and historical
data reviewed/discussed.
Included in Task 1 will be discussions and resolutions of
items listed below.
Identify PMS Systems Needs and Requirements.
The information required for establishment of the City's PMS
will be identified and cataloged.
BSI conducts a needs analysis through workshops, staff
interviews and questionnaires. Our focus is on people and
processes.
How do people use information when they make decisions?
How can an automated system best affect decision
quality?
How can information flow between offices
efficiently?
more
We address these questions to participating City staff. We
depend on the staff for information. We do not pretend to
understand the City's information better than its own staff.
Our service will be to stimulate and structure the description
of information needs and opportunities, and to formulate them
into functional requirements.
Identify the functions of City departments that have
identifiable uses for PMS data and reports.
Identify the products (i.e., reports, and tabular data
listings) that are needed by the various departments in
performing their functions.
Catalog the raw data required to produce the
information, identify its source and current retrieval
procedures.
Define processes required to convert data
meaningful information products.
into
Define the current and future requirements for
geoprocessing and data handling operations; including
volume, usage, and response time requirements for
current and future City operations.
This information will be gathered and analyzed through a
series of workshops and individual interviews. Question-
naires, flow charts, and other instruments will be used to
record essential information.
· Meetings with City staff to identify specific objectives.
A review will be made and discussions held regarding
specific issues which are outlined in the Request for
Proposals. Specific features in BSI Systems, in
particular, flexibility, will be addressed with respect
to the ultimate PMS.
· Develop .familiarity with City's current procedures for
maintenance and rehabilitation of the street network.
The System will be.designed to allow for considerable
agency input and flexibility, such that the City's
current, techniques and procedures can be easily
incorporated. Discussions with the City wall also
include consultant input relative to new techniques,
strategies, etc. Not only standard approaches, but
alternative methods, i.e., recycling, etc. will be
discussed.
· Develop familiarity with resources available at the City
to support the PMS.
It will be important to determine individuals who the
City may wish to have-trained in both rating and computer
use techniques. We prefer to train numerous individuals
via a hands-on approach, if possible. During the actual
inventory, individuals can be rotated through a variety
of responsibilities. The coordination of utilizing City
resources, (manpower, equipment, etc.) requires consider-
able thought and discussion and will be covered in detail
through this subtask.
· Determine availability and accessibility of in'house data
available for incorporation in data base for PMS.
Frequently, in our development of PMS 'programs for other
agencies we find considerable data that can be utilized
and/or incorporated into the new system. The adaptabili-
ty of previous inventory data, historical project level
data and test results and other pertinent information
will be reviewed at this time. Decisions will be reached
on the most cost-effective manner in which to incorporate
this data.
Finalize information to be collected as part of ~
condition survey.
We will review with City staff the data typically
collected during a pavement survey. The enclosed sample
reports and data collection form provide an indication of
the informa~ion that can result from the eventual field
inventory. Modifications can be made depending on City
preferences. We will also work with the City in
conducting a "pre-inventory survey" to help identify
unique or specific distress, surface and class types to
build into the system set-up and other characteristics
and features that need to be incorporated into the PMS
design. The work plan for Project Level Deflection
Analysis will also be developed at this time.
Determine the types of reports to be available from the
PMS with information contained in each report.
Once the inventory parameters are established,
discussions will be held with the City to determine
actual report types/outputs. As noted above, System
flexibility allows for the development of nearly any type
of report desired. We will address the issue of
graphical capabilities and/or limitations in a PC
environment.
Examples of a few selected reports are attached for
review. With BSI Systems, numerous options are
available.
TASK 2 DEVELOPMENT OF PROGRAN PARAHETERS
This task is fundamental to the development of an effective
pavement management program. It establishes the basis for the
inventory data collection and evaluation process and
recommended maintenance strategies. The type of data that can
be collected is identified below. The specific information
will depend on input from City staff which will be part of
this task.
The following issues will be resolved in developing methods
for development and interpretation of data and selecting
maintenance and rehabilitation treatments.
Identify maintenance needs, including:
· Type, location and scheduling of maintenance required;
· comparison of maintenance needs with your adopted service
levels;
· estimated maintenance cost;
annual budget programs.
Develop the most cost-effective pavement maintenance
management program fully considering:
budgetary constraints;
present and potential maintenance procedures, policies
and strategies;
· annual program of priorities;
· flexibility for upgrading the system;
existing and anticipated in-house computer hardware.
An evaluation of the algorithms used in determining the
Pavement Condition Rating (PCR) for each segment of pavement
will be completed. Various weighting considerations will be
reviewed and discussed relative to the factors affecting the
PCR, such as ride, drainage, relative age, type, amount and
severity of distress, roughness, etc. "
Depending on the outcome of discussions referenced in Task 1,
a final review of past, present and alternative maintenance
techniques and costs will be conducted and the results
integrated into the final PMS framework.
Prediction Modeling, Deterioration curves, and Life cycle
estimates will'be developed for the entire system (as a whole)
and each individual class specific to the City of Tustin. The
present PMS system establishes condition thresholds for both
Preventive Maintenance (Routine) and Backlog (Major
Rehabilitation) for each classification of street, utilizing
condition deterioration curves. Actual maintenance time
tables are set in such a manner as to allow for extreme flexi-
bility and changes at a later date, if required.
Selection of maintenance programs may be based on a life cycle
approach. Consideration should be given to present condition,
future routine and major maintenance needs; and the relative
condition approach with selected maintenance activities
occurring at various stages. For example, these continuing
strategies could be based on different maintenance activities
for different road classes, different overall condition and
different drainage and ride quality conditions. The system
can be separated into two distinct groups; one dealing with
preventive (Routine) maintenance and the other more severely
distressed pavements commonly referred to as "Backlog." Using
this technique, a series of projects along with the suggested
required maintenance can be developed for the present year as
well as for each of the next five years or as desired.
Once the list of projects required for each budget year is
developed, a second analysis is used to prioritize these
projects using a number of prioritlzation factors, with an
emphasis on cost effectiveness. This can be done based on the
project cost per square yard per year of additional life. At
this point reports can be developed to show the priority list
for each year for the entire five (5) year program. In this.
way, if'funding is reduced below what is needed it will be
very easy to determine which projects can be eliminated with
the least impact to the agency. Cost-effectiveness is of
course obtaining the maximum performance from each dollar
spent. The system of course also allows for the overriding of
any suggested maintenance as desired by the City.
Numerous agencies desire the annual cost benefit priority
program to analyze all sections of streets simultaneously and
have a factor for traffic level which includes a cost per
trip. The result is a cost benefit ratio that considers both
traffic levels and cost per square yard per year.
Certain agencies, however, have also felt that they prefeL'~he
option of having a priority report that prioritizes within any
given street category. The added years of life are thus based
on the approximate years of additional life each maintenance
strategy would provide, if used at the optimum time.
An additional method of prioritization gives consideration to
geographical/logistical, concerns, thereby allowing the user to
· employ this approach in establishing the final maintenance
program. The factors listed above can be included in the
overall prioritization criteria as desired.
In summary, during the investigative and planning phases (Task
i thru 3) of any project the BSI approach includes:
A review and discussion (.through meetings) of past PMS
practices, inventory information, and techniques used in
data collection practices.
2. A review of data processing capabilities and present
computer hardware.
3. A review of past and present maintenance strategies, and
the establishment of future ones.
The conducting of a thorough analysis of past
experiences (successful or otherwise), construction
history, and any information that will assist in the
development of prediction models.
A summary and discussion of the most suitable program
parameters, desired reports, formats, etc.
The following sections describe each of these
detail:
components in
Field and Street Information:
This information is vital to the development of the
pavement management system and describes such physical
parameters as length, width, street name, etc.
Pavement Condition:
This describes what surface condition and distress
information exists in order to select appropriate and
effective maintenance strategies and budgets. In
addition, a condition survey manual is produced to
assist in future field surveys.
Maintenance and Repair:
In addition to developing information relative to the
pavement network, it is important that a pavement
management system assist in the selection of what needs
to be done to repair and maintain the system. The
system should allow for easy modification of unit costs
and prices for each maintenance activity recognizing the
variables that are involved in terms of prices,
strategies, etc.
Priority Programming:
In addition to selecting maintenance strategies and
costs, it is also necessary to prioritize maintenance
activities ranging from doing the "worst first," based
solely on condition number, to programs based on routine
and major maintenance programs including consideration
of cost-effectiveness.
TASK 3 -GENERATE INVENTORY DATA FILE
A semi-automated network visual pavement evaluation system
will be utilized, which will allow for the development of
field inventory data in a simple, fast and efficient manner.
BSI CONSULTANTS, INC. typically utilizes automated equipment
(Lap-Top) computers for the inputting of field data. Our
approach will be is to conduct the initial network visual
inventory and then further evaluate specific segments
identified through the network process as candidate streets
for project level analysis including deflection testing and
possible coring of the asphalt pavement. Project level
analysis (deflection testing) will be conducted on all City
arterial streets, with testing conducted in both directions at
specified intervals of 400 feet per lane. Frequenty of
testing can be increased, if desired. A total of two thousand
(2,000) delection tests will be performed as part this
contract. The field inventory procedure proposed is very
comprehensive and has been developed with an agency's future
as well as present needs in mind, specifically the future
reinventory issue. The procedures utilized when combined with
our typical training and validation sessions, result in a
well-trained agency staff capable of conducting future
street/pavement evaluation without continuing dependence on a
consultant.
This initial visual approach has proven to be quite reliable
when compared to fully automated pavement evaluation
techniques currently in use and/or under review by pavement
technologists.
NETWORK INVENTORY
The following represents a general outline of the approach
commonly utilized by BSI CONSULTANTS, INC. in conducting a
network pavement evaluation inventory, including a brief
description and excerpts from a typical Data Collection Manual
(Refer to Appendix).
The Data Collection Manual is intended to serve as both a
training guide and a field inventory reference for City per-
sonnel conducting a street network inventory. In the manual,
important aspects of the field inventory are defined (e.g.,
segmentation, route sequencing, reinventories, etc.), and
detailed d'iscussions of the data collection procedures are
presented with regard to street segment description and pave-
ment condition assessment.
Following initial training sessions, if desired, and other
tasks outlined previously, field inventory wil~ begin. As
mentioned previously field computers are normally used for re-
cording information relative to each distinct segment of road
or street. Segments may be based on. uniform condition and
surface type thus allowing for changes in sections where
changes in maintenance strategies would normally occur.
Another option, however, is to segment strictly on an inter-
section to intersection and/or maximum length basis as well.
The issue of segmentation, however, is worthy of additional'
discussion.
a. Segmentation: Since maintenance/rehabilitation needs may
vary within a given block, we have found that many
agencies prefer to have inventories conducted based on
the following criteria instead. Although the inventory
is not conducted "block to block," the street segments
can nevertheless be linked to blockface data. All
segments can be analyzed and segmented based on the
following criteria:
Significant changes in the width of the road;
Changes in surface condition or surface type;
A set standard length or maximum/minimum lengths;
A change in the improvements that have been made to
the pavement.
We list the above information for alternative considera-
tion only. A route sequence numbering system will be
established based on the City's specific requirements.
b. Pavement Surface Survey: The entire system will be
driven, numbered, and rated, taking into account the
actual surface condition and physical characteristics of
each segment. The type of information may include; as an
example;
Physical Data
· Number of travel lanes;
Presence, percentage, and type and general condition
· 6f curb and gutter and sidewalk in the section. The
information will permit the City to generate reports
about curb, gutter and sidewalk as well as the PMS
specific outputs;
General condition
shoulders;
of adjacent areas such as
Segment quantities, indicating the length, street and
ROW, width, and total square yardage, of the section.
The ROW information will be provided by the 'City
through Parcel Maps and .included in the history file
by BSI Consultants for each individual pavement
segment;
Surface type, AC, PCC, Gravel, Dirt.
Condition Characteristics
Distressed areas which require preparatory work prior
to major maintenance/rehabilitation; (Entire Street
Section)
Drainage efficiency for each segment; (DCR)
Pavement condition rating, taking into account the
surface condition and level of distress to provide an
overall condition assessment. The numbering system
used by BSI CONSULTANTS, INC. ranges between 0-200,
with 200 indicating a new pavement (twenty (20) year
life expectancy) without preventive maintenance;
Other road characteristics which affect the safety
and adequacy of the pavement;
Ride quality (RCR), indicating the range of
"perfectly smooth" ride to one which is very rough
and may pose a safety hazard;
Surface Condition will be evaluated and each segment
rated with an overall score, taking into account
general surface characteristics, weathering, etc.
Utilizing an automated roughness measuring device.
This information will be incorporated into the
overall segment PCR formula. The device to be used
for rideability and roughness measurements is a
microwave operating sensor which is part of the
Novastar Highway Inventory System manufactured by New
Metrics, Inc., Transportation Products Group. The
following is a description of the device proposed for
use.
Rideability. and Relative Roughness
The rideability unit is a microwave operating sensor,
similar to the type used for standard surface
measurements. The sensor is mounted perpendicular to
the vehicle floor and relative to the position of the
rear end axle assembly, so that any vertical movement
Budget and Cost Information:
This type of information varies from agency to agency as
well as from year to year. An overall consensus of
different agencies' past experience has indicated that a
minimum five to six-yea= program budget should be
provided for each rehabilitation strategy as well as a
total budget amount for each year. In addition,
approximate costs should be generated for each project
in the year that it is due. The system should also be
able to show the backlog of work required.
Integrated Data Base:
The purpose of a computerized pavement management data
base is to allow for ease in the sorting and evaluation
of the inventory survey, condition, traffic and other
information to thus produce a list of candidate streets
for maintenance, or reconstruction as well as to develop
costs and priorities. The data files must be easily
accessible to users and each item must have a specific
address in the data base. Interaction among different
parts of the data base (datafiles) must be possible in a
user friendly manner. Some of the data to be recorded
has been previously discussed. In addition to gathering
this information, it is necessary to keep the program
updated if accurate results are to be developed in the
future.
BSI also offers computerized infrastructure management
systems for a variety of other public works facilities
(e.g., street trees, curb and gutter, sidewalks, street
lights, traffic control and street name signs, pavement
markings, storm drain inlets, shoulders, ditches, and
culverts, water supply, sewer systems, e~c.). Each
"module" is an independent, stand-alone system, capable
of producing a full range of management reports, from
condition assessments to comprehensive annual budgets
and detailed maintenance and rehabilitation schedules.
Every module has the added capability of interfacing
with work order and job costing systems and other infra-
structure management modules.
Based on the investigative and planning phases, BSI shall
develop for City review and approval a set of PMS software
specifications.
of the suspension system is detected-by the sensor as
a change in frequency. The sensors radiated microwave
signals are reflected by an area of the suspension
assembly. Therefore, any movement of the suspension
or vehicle's body will cause a difference in
frequency between the transmitted and reflected
signal whose value is directly related to the
movement of the two bodies.
The magnitude of the frequency generated by the
sensor is directly related to two functions: The
total traveled distance between the suspension
assembly and the sensor and the velocitf (speed) in
which it is moving, thus the roughness or undulation
of the highway.
The sensor output frequency is read by the computer
for each foot of traveled distance, averaged and
logged every 10 feet.
Rideability measurements of the surveyed road are
equated to represent the ride quality at the 85
percentile speed.
Non-Physical Data
Designation of ownership or jurisdiction such as,
City, City, State or Federal agencies and Private;
From/To, indicating the assigned limits of the
section;
Name of street;
Segment Identification;
Street classification indicating function, such as
arterial or collector, etc.
· ADT for all major streets.
c. Distress Inventory: In addition to gathering general
information of the entire pavement system it will be
necessary to acquire more detailed data on those sections
in need of repair prior to maintenance. This inventory
records the extent and severity of such defects as dis~
tortion, ravelling, line or random cracking, and alliga-
tor-type failures as well as other conditions previously
established through Task 1 in conjunction with the pave-
ment surface survey. Our typical approach includes a
detailed windshield survey which is preceded by substan-
tial training and establishment of test sections for
validation/correlation purposes.
The following are brief examples of the factors which can
be recorded. Additional distress types and/or descrip-
tions will be employed/included as desired. The Data
Collection Manual which will be provided the .City con-
tains considerably more detail than listed below (Refer
to Appendix).
Surface Deformation: This structural defect is
identified by rutting, rippling, shoving, or corrugation
in a pavement segment. The severity level of this
condition is determined by measuring the difference in
the distance from where it is, to where it is "supposed
to be." This measurement is obtained at the worst spot
in the failed area.
SLIGHT
Distorted 1/4" to 1/2".
MODERATE
Distorted 1/2" to 1".
SEVERE
Distorted more than 1"
Ravelling: Ravelling is typically defined as the
progressive disintegration of asphalt pavement from the
surface downward caused by the dislodgement of aggregate
particles.
SLIGHT
Aggregate or binder has started to
wear noticeably.
MODERATE
Aggregate or binder has worn away and
the surface texture is moderately
rough and pitted. Loose particles
generally exist.
SEVERE Extensive amount of aggregate
dislodgement, surface is rough and
pitted.
Flushing: Flushing is characterized by the "bleedinp" of
free asphalt binder to the pavement surface.
SLIGHT
Minimal bleeding evident.
MODERATE
SEVERE
Distinct appearance of free asphalt at
surface.
Pavement surface appears "tacky" and
wheels of moving vehicle sound as if
they are riding over wet pavement.
Longitudinal and Transverse Cracks: Such cracks may be'
straight or meandering and are measured in linear feet.
Such distress includes wheel track, construction joint,
mid-lane, centerline, and .shrinkage cracking.
SLIGHT
Cracks less than 1/4" in width.
MODERATE
Cracks 1/4" to 1/2" in width.
SEVERE
Cracks greater than 1/2" in width or
cracks with curled edges and/or
vegetation.
Pavement Edge Cracking: Such cracks may be longitudinal
or a series of interconnected alligator type cracks found
along unimproved pavement edges.
SLIGHT
Longitudinal cracks less than 1/4" in
width.
MODERATE
Single or parallel longitudinal cracks
1/4" to 1/2" in width, or alligator
pattern beginning to appear.
SEVERE
Single or parallel longitudinal cracks
greater than 1/2" in width or
appearance of alligator cracking.
Alligator Cracks: Polygon connected cracks to form small
segments which look like alligator skin. Causes of this
condition are usually load related and may be an indica-
tion of some underlying structural problem. The failed
area to be measured is assumed to be rectangular in shape
and extending one to two feet beyond the visible 'limits
of the alligator cracking.
SLIGHT
Very tight segments.
MODERATE Loose segments which could be pried
out with effort.
SEVERE Very loose or missing segments and/or
uneven surface and/or potholes.
Patches: Settled patches, trenches, and utility cuts are
to be measured in square feet -or percentage of segment
area affected.
SLIGHT
1/4" to 1/2" settlement.
MODERATE
Settlement between 1/2" and 2".
SEVERE
Settlement greater than 2".
Block Cracking: This condition is defined as a series of
inteconnected longitudinal and transverse cracks forming
a pattern of large blocks. Causes of this condition are
usually non-load related.
SLIGHT
Cracks less than 1/4" in width.
MODERATE
Cracks 1/4" to 1/2" in width.
SEVERE
Cracks greater than 1/2" in width or
cracks with curled edges and/or
vegetation.
As part of the Network Inventory, all non-select system
streets will also be subjected to deflection analysis
(inventory deflection) at test intervals of every 400' (800'
per lane). This information will be utilized to provide
general information/indications as to the structural adequacy
of each segment.
A description follows of the Project Level analysis approach
which will be utilized on the "Select" portion of the system
i.e., arterial, major collectors, etc., and those segments
required design deflections.
Project Level - Detailed Analysis
Our proposed pavement evaluation approach will include project
level analysis for pavement inventory units throughout the
network. A total of two thousand (2,000) total deflection
tests will be conducted for the City. Some of which will
include the inventory deflections noted above (Network
Inventory).
This additional analysis will allow the City to develop
considerable historical/structural data at the outset of the
PMS effort.
The following describes in greater detail this additional
analysis:
a. Pavement Section Analysis= · Pavement section analysis
will be conducted involving the incorporation of structural
section data available through the City. Analysis of this
information will allow us to not only note the actual
structural section of the pavement, but also to determine if
any problems are associated with the subgrade, base, or
surface of the structure. This information will also assist
in the development of pavement maintenance rehabilitiation
recommendations. Where no information may be on file, coring
of the pavement may be required, as directed by the City.
b. Dynamic Deflection Analysis: Nondestructive Dynamic
Deflection Analysis will be conducted for each designated
section requiring analysis using BSI CONSULTANTS, INC.
Dynaflect device. This deflection analysis assists in
determining how the pavement responds to loading. Once this
is known, it is possible to caculate how it will respond to
the other loads that it will be subjected to in its future
life. This provides an evaluation of the effects of future
traffic on the pavement and the effects of varying those
traffic patterns. The information will be used in the Dynamic
Deflection Testing and the Project Level Evaluation portions
of our system. As noted previously, a .total of two thousand
(2,000) tests will be provided the City at various locations
throughout the network.
Arterial streets (and other major streets identified by the
City) will be tested at intervals which will allow for project
level "design" deflection analysis information. This approach
may require in some instances as many as seventeen (17) to
twenty (20) tests per inventory unit. As a general rule,
however, each segment of major streets will be tested at
minimum intervals of 200' (400' per lane) for both directions
of travel.
The information provided from this portion of the study will
be helpful in determining the structural adequacy of each.
pavement segment and will provide information relative to the
asphalt surface, base and subgrade layers.
The ultimate Pavement Condition Rating (PCR), which will be
determined initially through the' results of the network
surface survey, will consider the results as well, of the
deflection analysis work. Units indicating structural
inadequacy will be submitted to alternative strategy analysis
to determine the most cost-effective-~ethod of rehabilitation.
Pavements categorized as structurally adequate will be
scheduled according to parameters established through
discussions with the City using trigger values for different
pavement classlfications and types. Each group (structurally
and not structurally adequate) will be set up initially using
different families of deterioration models/curves.
A resultant five (5) year maintenance and rehabilitation plan
will be developed for the entire system, with pavement needs
prioritized on an annual basis according to prioritization
criteria which will be discussed during Phase I of this study.
After
Pavement needs will be categorized for budgeting purposes into
the following groups:
Routine/Preventative Maintenance
Major Maintenance
Rehabilitation
Reconstruction
the various analyses are completed, the following
information will be developed:
1. Pavement performance, characteristics.
2. In-situ conditions of the pavement systems.
3. Field data information including a Master Listing and
Measured Distress Report.
4. Present condition of the pavement.
5. Alternate methods of pavement repair, their effects on
the estimated level
estimated cost.
· 6. Most cost effective
section.
7. Narrative discussion
of serviceability, and
rehabilitation strategy for
of the results
their
each
(each segment and
overall system evaluated).
The deflection analysis study will incorporate traffic infor-
mation provided by the City with design, in accordance with
the applicable CalTrans and AASHTO test procedures, as re-
quired to satisty project objectives.
A meeting will be held with City representatives to analyze
the results of the complete evaluation (Network and Project
Level), once initial reports are generated. Quality control
of data will be conducted prior to development of the
database.
TASK 4 DEVELOP INTERIM REPORT
Following the completion of Tasks 1-3 and meetings with the
City, a report will be prepared summarizing the preliminary
findings and the recommended course of action for the final
configuration ~nd implementation of the PMS. The report will
contain information such as multi-year estimates for the
required maintenance and rehabilitation of each segment within
the entire street network.
Computerized reports will first be submitted to the City
listing maintenance/rehabilitation needs per an unconstrained
budget approach. Following review and discussion of this
information, the reports will be revised and reissued
according to. budget constraints and/or other criteria as
deemed most appropriate.
Included in the preliminary report will be:
Pavement Inventory Report which will describe the
physical characteristics of each pavement segment within
the street network. Included will be information
pertaining to length, width, limits, classification, ROW
information surface type, curb and gutter and sidewalk
data (as outlined previously), drainage, ride/roughness
data, and overall condition.
· System Value Report which describes the replacement value
for each Class and Catagory of Pavement as well as the
entire system.
Condition Distribution Reports which graphically depict
percentages of the street network at various PCR levels.
Reports may be filtered in a variety of ways (e.g. by
class, category, neighborhood, etc.)
Condition Summary Report which lists in descending order
the PCR value for each street segment within each classi-
fication (arterial, collector, etc.).
Annual Budpet and Maintenance/Rehabilitation Reports and
Priority which lists preliminary data related to a five
-(5) year maintenance/rehabilitation plan.
Structural Analysis History Report which lists the
structural analysis information for each street segment
tested.
Curb, Gutter and Sidewalk Report listing information
pertaining to curb, gutter and sidewalk such as location,
type, amount, etc.
TASK 5 SYSTEM DEVELOPMENT/FINAL REPORT
Based on the approved system specifications and discussions
with the City, BSI CONSULTANTS will tailor the computer
software as necessary to meet the final specifications.
With the BSI system, the development of a system framework is
complete. Thus, considerable time and effort (and associated
costs) are not required to tailor the system to meet the
specifications. This previous development is not to be
construed as indicative of a "canned system" by any means.
The system has been developed to allow for considerable system
flexibility, such that any municipality can define their
respective criteria and have a system that is adapted to their
specific needs and desires.
Although the City will not be purchasing system software
initi~'lly, the data base structures will be established and
computerized outputs produced for inclusion in the Final
Report. The system will then "reside" with BSI and be updated
by BSI until such time the City decides to purchase system
software, training and documentation.
Upon completion of the software adjustments by BSI, and after
final discussions with the City, the finalized system will be
developed reflecting any modifications considered necessary as
a result of the various reviews and discussions to date. A
final report will also be developed summarizing and describing
the entire project and system that has been developed for the
City. This report will be presented to City staff and also
City Council, if desired.
In the final report BSI will provide annual budget reports by
year which will include, at a minimum, the following
information:
maintenance/rehabilitation
· segment description and limits
cost for each treatment (i.e. Chip Seal, Slurry, Overlay,
etc.)
· preparatory report work (i.e., patching, removal and
replacement, crack sealing, etc.)
The following reports serve as an example of the type of
information which can be generated through the PMS.
OWNER
. CLASS
SURFACE TYPE
CITY OF INNOVATION
PAVEMENT MANAGEMENT SYSTEM
NETWORK VALUE REPORT
LANE · NETWORK AREA S NETWORK REPLACE EST REPLACE
MILES LANE MILES (SQ YDS) AREA ($/SQ YD) VALUE
CITY
ARTERIAL
ASPHALTIC CONCRETE 7.00
CHIP SEAL 1.45.
SLURRY SEAL ~.15
COLLECTOR
ASPHALTIC CONCRETE
PCC O.IS
CHIP SEAL O.SO
SLURRY SEAL 0.20
LOCAL
ASPHALTIC CONCRETE 6.65
CHIP SEAL 1.66
ASPHALTIC CONCRETE 15.40
CHIP SEAL 2,50
13.8 68,000 16.0 $22.6S $1,S40,200
2.8 13,000 3.0 22.65 294~450
2.3 11,000 2.6 22.65 249,150
T.3 33,000 T.T 1T.65 582,450
0.3 1~000 0.2 40.00 40,000
1.0 S,O00 1.2 17.65 SS,2SO
0.4 2,000 0.5 17.65 35,300
13.1 49,000 11.5 15.15 742,350
3.2 14,000 3.3 15.15 212, 100
32.2 110,000 25.8 15.15 1,666,500
4.9 21~000 4.9 15.15 318,150
COUNTY
RURAL
ASPHALTIC CONCRETE
3.15 6.2 37,000 8.T 15.15 560,550
STATE
ARTERIAL
PCC
6.34 12.5 62;000 14.6 45.00 2;7907000
50.84 426,000 $9,119,450
NETWORK VALUE REPORT - This report presents subtotals and totals
of lanes miles, surface area, estimated replacement cost, and
estimated total replacement value for each surface type (e.g.,
asphaltic concrete, portland cement concrete, chip seal, slurry
seal, etc.) per classification per owner.
CITY OF II~/ATION
PAVE~]~' ~ SYSll~
I~T~ IEI~fiT
(l~tE SEg.EI~E)
BEGIN END CLASS
i. EN611-tWIITil-I PJ~r.A SUI~=OWN ~ ~ L C R P T DCRll)CR21~CR3 SCR RCR POR
(Fl') (Fl') (SQ VI)S)
VAk'YLES ST BESTUER AV
1500 24 4000 AC CT 90 0 Y
BLONI~L WY mST RI)
12-/5 24 3400 SS CT 100 85 Y
PIKE AV E EI~
1200 24 ZZO0- SS CT 100 ~0 Y
LEAOROOK LN BL~NING TR
825 24 2200 SS CT 85 85 Y
G~,AY BI. PARK OR
1295 32 4604 AC CT 100 100 Y
PA~K OR ~ BL
L~-.AL
10102 4
L~L
10102 7
LOCAL
10102 7
L~L
10102 5
LOCAL
10112 5
695 45 34~ AC CT 100 100 Y 12 I 1 0 4 6
SURREY OR WEISOROOK RD COU_ECTO~
~40 50 1300(} AC CT I00 0 Y 12 0 12 0 4 5
~URLEY ST ORO-~RD RD
1020 30 3400 AC CO 0 0 Y
KILEY WY ~ AN AV
1200 32 4267 AC CT 100 0 Y
HOLLAND RD ' SCOITS ST
500 33 18~3 CS CT 50 50 N
5TH ST lOTH ST
10102 4
L(~AL
10102 4
LOCAL
10102 4
ARTERIAL
.'"32~0 61 1924 AC CT 100 100 Y 12 1 12 0 5 4 4
IOn ST WARD RI) A~TERIAL
3465 61 ~.Xt~CS CT 100 I00 Y 12 1 12 0 5 4 4
~ISI~tOOK RD S~'YLIP. E OR
· 800 36 3200 SS CT 100 50 Y
Al~tOYO OR CEIfIRAL AV
2815 40 13137 AC CT 100 100 Y
~qiTRAL AV STA~ ~IV
1145 42 5343 SS CT 100 I00 Y
PARK OR SKYI. I~ OR
2810 50 I~11 AC CT 100 0 Y
SKYLINE OR CA~ BL
LOCAL
10102 4 4
CSLLECTOR
11103 4 3
C~ I FCTOR
10102 5 4
CO~ I FCTOR
10102 4 4
COLLECTOR
2~60 ~ 12053 SS CT 100 50 Y I 0 1 0 2 4 4
BRADLEY BL WESTCOT OR ~ll*~IAL
710 65 5128 AC CT..-IO0 100 Y 12 0 12 1 4 4 4
WESTCOT [~ IOLA OR ARTERIAL
1865 &l 12641 SS CT I00 100 Y 12 0 12 0 4 4 6
Pt, n"NEY RD ORCHARD RD RURAL
440 40 1956 AC CO 0 0 NI 0 I0 2 7 7
3 5
5. 6
5 6
4 4
4 4
5 4
4 4
4 3
2 2
3 3
3
3
2
3
4
5 4 176
5 6 177
7 6 112
4 6 180
8 6 84
6 6 150
8 5 93
8 4 86
8 3 106
4 4 18-I
6 3 158
7 4 112
4 3 180
7 5 118
7 5 112
3 7 4 120
3 8 5 107
4 4 4 181
4 5 6 I~
7 10 7 1~
PAVEMENT DATA REPORT - Listed alphabetically by street or road
name, or geographically by inventory unit number, this report
provides the user with a listing of pertinent pavement
description and condition data for each inventory unit within the
data base. The data report notes the name, limits,
classification, dimensions, surface type, ownership, and lane
configuration of each unit along with ratings pertaining to ride
comfort, surface condition, and prevailing drainage conditions.
CONDITION DISTRIBUTION REPORT - This report graphically depicts
the distribution of Pavement Condition Ratings (PCR's) throughout
the entire pavement network, or any portion thereof. The
condition rating number scheme ranges from 0 to 200, with a value
of "0" indicating virtually no remaining pavement life, and a
value of "200" indicating a new pavement life.
ACTIVITY
CITY OF INNOVATION
PAVEMENT MANAGEMENT ~YSTEM
ANNUAL BUDGET REPORT
(FISCAL YEAR 1987-$8)
EST EST 'EST
AREA ACTIVITY PREP TOTAL
(SQ YDS) COST COST COST
PREVENTIVE MAINTENANCE
FOG SEAL
SLURRY SEAL
CHIP SEAL
SUBTOTAL
5,000 $ 500
65,000 26,000
142,000 $ 87,700
0 $ 500
16,000 42,000
94,000 $ 181,700
MAdOR MAINTENANCE
CAPE SEAL
15,000 18,750 45,000 63,750
REHABILITATION
0.15~ OVERLAY
0.20 ~ OVERLAY
SUBTOTAL
58,000
145,000
232,000
723,550
$ 47,000 $ 27~,000
_~5~00~ 58£~55D
$142,000 $ 865,550
RECONSTRUCTION
CONVENTIONAL
RECYCLE + 0.15~ AC
SUBTOTAL
16,000 $ 231,200
34,000 $ 359,900
231,200
359,900
TOTAL EST BUDGET
336~000 $1,187,900 $281,000 $1~470~700
ACTIVITY
DESCRIPTION
UNIT COST
($/SQ YD)
FOG SEAL .10
SLURRY SEAL .40
CHIP SEAL .85
CAPE SEAL 1.25
0.15~ OVERLAY 4~00
0.20~ OVERLAY 5.65
0.25~ OVERLAY 6.50
FULL-DEPTH RECYCLING 3.15
PREP WORK
DESCRIPTION
UNIT COST
<$)
CRACK SEAL
CRACK FILL
LEVELING COURSE
SKIN PATCH
DIGOUT
.20 /LN FT
.45 /LN FT
.35 /SQ FT
.60 /SQ FT
2.50 /SQ FT
ANNUAL BUDGET REPORT - Subdivided into Preventive Maintenance,
Major Maintenance, Rehabilitation, and Reconstruction, this
report lists the total estimated costs for each scheduled
activity along with the total estimated costs of any associated
preparatory work. Maintenance, rehabilitation, reconstruction,
and repair activity unit costs are also. indicated.
CITY OF INNOVATION
PAVSMENT MANASKMENT SYSTEM
DETAILED ACTIVITY REPORT
UNIT EST
ID~ NAME BEGIN END CLASS ACTIVITY QUANTITY COST COST
1AO06SO ABNER DR
VAHYLES ST
BESTLER AY
LOCAL SLURRV SEAL 4,000 SQ YD $ .40
SKIN PATCH 900 SQ FT .60
CRACK SEAL lz200 LN FT .20
TOTAL
$1,600
540
240
$2,380
2B00830 ACKMAN ST
BLONDELL WY
MAST RD
LOCAL SLURRY SEAL 3,400 SQ YD $ .40
SKIN PATCH 1,500 SQ FT .60
CRACH FILL 1,600 LN FT .45
DIG OUT 2,000 SQ FT 2.50
TOTAL
$1,360
900
720
5,000
$?,9G0
4Br~?O ADDLE WY
EKD
LOCAL CAPE SEAL 3,200 SQ YD $1.25
SKIN PATCH 650 SQ FT .SO
CRACK S£AL l,O00 LN FT .20
CRACK FILL SOO LN FT .45
DIG OUT SO0 SQ FT 2.50
TOTAL
$4,000
390
200
225
2,000
$6,815
1A01450 AGAR ST
LEABROOK LN
BURNING TR
LOCAL SLURRY SEAL 2~200 Sq YD $ .40
SHIN PATCH 600 SO FT
CRACK FILL TSO LN FT .45
DIG OUT 200 SQ FT 2.50
TOTAL
$ 880
360
338
Soo
$2,078
3B01780 ASTOR DR
SURREY DR
WEISSROOK RD COLL
0.2' OVRLY 13,000 SQ YD
DIG OUT 12,000 SQ FT
TOTAL
$5.65 $ 73,450
2.50 30,000
$103,450
DETAILED ACTIVITY REPORT - This report presents the user with
estimated costs of maintenance or rehabilitation and related
preparatory work for each inventory unit scheduled for work in
the current year. Listed alphabetically by street or road name,
or geographically by inventory unit number, the information on
this report may also be grouped by activity type, and may be
generated with or without cost data.
CITY OF INNOVATION
PAVEMENT MANAGEMENT SYST£M
ANNUAL ACTIVITY REPORT
(1497 CHIP SEAL/NAME SEQUENC£)
EST EST EST
AREA ACT PREP TOTAL
ID# NAME BEGIN END CLASS (SQ ¥0S) COST COST COST
2BO00SO BAILEY RD HURLEY ST ORCHARD RD RURAL 3,400
2900070 DUPONT DR LILAC PL VIOLET ST LOCAL 3,200
2900090 EDWARDS PL LILAC PL N £ND LOCAL 2,200
2900040 FULTON PL DUPONT DR S END LOCAL 1~S00
3801130 GARRISON PARK GARRISON PARK WARD RD LOLL ?~500
3B00950 GARRISON PARK WARD RD SKYLINE DR LOLL 8.900
2B00030 GATSON DR DUPONT DR EDWARDS PL LOCAL 2,300
1A00620 GREEN ST LEMON AV WARD RD LOCAL 4~?00
2900100 HART WV VIOLET ST MARTIN DR LOCAL 1,900
1A00730 HAVEN WY GRAPE ST LEMON AY LOCAL 3,700
3DOOSO0 HYLAND AV GARRISON PARK MAY ST LOCAL 2,100
2P~OlO LILAC PL TOWER AV WARD RD LOLL 12,000
1 :SO MACK RD DUPONT DR STEIN WY LOCAL 1,300
3Cu1200 MILLER DR IVY ST 3RD AV LOCAL 2,600
2A00020 FILMER ST JEFFREY ST S END LOCAL 1,?00
1COO?OU STEIN WY VIOLET ST MACK RD LOCAL SO0
1C00910 STEIN WY MARKET ST MILES ST LOCAL 3,200
2A01010 TYLER ST F ST T ST COLL 3,800
2A008~0 VIOLET ST PLUTO ST NADINE WY LOCAL 3.000
1BOOSSO WYLAN AV MAST RD CARLTON WY COLL 2,100
TOTALS
990 $ 6,600
720 2,800
870 1 ,~00
2?5 i, 000
27S 3,800
SSS 4,600
9SS 3, I00
995 2,900
615 880
145 5.300
'785 1 , 500
200 12,000
1DS 2,700
210 4,400
44S 4,400
'/65 820
720 5,200
230 6,S00
550 5,100
· 78.5 3,200
$ B 490
5 520
3 0'70
2 2?5
10 175
12 165
5 055
6 895
2 495
H 445
3 285
22 200
3 805
6 610
5 845
1 585
7 920
9 '730
7 S50
4 985
7'2,000 $61,200 $'78,000 $1:]9,200
ANNUAL ACTIVITY REPORT - Each of the ~nual program reports
consists of a listing of scheduled activities per inventory unit,
reported by year and maintenance or rehabilitation strategy.
Specific information provided per unit includes the street or
road name, unit limits, classification, project area, total
estimated strategy cost, and total estimated cost for associated
preparatory work. This report may be generated alphabetically by
street or road name, or geographically by inventory unit number.
The user also has the option of generating this report with or
without cost data.
CITY OF INNOVATION
PAVEMENT MANAGEMENT SYSTEM
ACTIVITY FORECAST REPORT
(NAME SEOUENCS)
I D~ NAME BEGIN END CLASS YEAR ACTIVITY
1A00650 ABNER DR
2B00830 ACKMAN ST
4B01270 ADDLE WY
IA01450 AGAR ST
3A00250 ARROYO DR
3A00260 ARROYO DR
3BO1780 ASTOR DR
2B00050 BAILEY RD
1A00920 NESTLER AV
2BOOSiO BLONOELL WY
1A00100 BRADLEY BL
1AO0110 SRADLEY BL
1A02180 BURNING TR
~ 011SO CAMPUS NL
1160 CAMPUS BL
3A00900 CENTRAL AV
3AO0910 CENTRAL AV
VAKYLES ST
BLONDELL WY
PIKE AV
LSABROOK LN
GRAY BL
PARK DR
SURREY DR
HURLEY ST
KILEY WY
HOLLAND RD
STN ST
10TH ST
WEISBROOH RD
ARROYO DR
CENTRAL AV
PARH DR
SKYLINE DR
BESTLER AV LOCAL
MAST RD LOCAL
E END LOCAL
BURNING TR LOCAL
PARK DR LOCAL
CAMPUS NL COLL
WEISBROOH RD COLL
ORCHARD RD RURAL
DEELAN AY LOCAL
SCOTTS ST LOCAL
1987 SLURRY SEAL
1987 SLURRY SEAL
1989 CAPE SEAL
1987 SLURRY SEAL
1990 O. 15' OVERLAY
19BS SLURRY SEAL
1987 O. 20' OVERLAY
1987 CHIP SEAL
1989 CHIP SEAL
1988 SLURRY SEAL
lOTH ST
WARD RD
SKYLINE DR
CENTRAL AV
STATE UNIV
SKYLINE DR
CAMPUS BL
ARTERIAL 1989 SLURRY SEAL
ARTERIAL 1988 CAPE SEAL
LOCAL 1998 SLURRY SEAL
COLL 1989 O. 2~~ OVERLAY
COLL 1989 0. 20' OVERLAY
COLL 1989 0.20' OVERLAY
COLL 1998 0. 20' 'OVERLAY
ACTIVITY FORECAST REPORT - The purpose of this report is to
provide the user with the capability of producing pavement
maintenance and rehabilitation information to the general public,
utility companies, etc. Referred to as the "conflict report,"
scheduled maintenance and rehabilitation activities can be
forecasted over a user-defined period of time for one or more of
inventory units.
CITY O~ INNOVATION
PAVEMENT MANAGEMENT
INVENTORY UNIT HISTORY REPORT
UNIT DESCRIPTION
ID~: 2B01920 TRAVEL LANES: 2 DCHI:
NAME: GARY AV PARKING LANES:
BEGIN: NORTH PK SURFACE TYPE: AC DCR3: 4
END: STANLEY AV LENGTH: 1,250 FT NCR: 6
CLASS: LOCAL WIDTH: 24 FT GCR:
AREA: 3,333 SQ YDS PCR: 121
IMPROVEMENTS: CURB AND GUTTER, STORM DNAINS
COMMENTS: APPNOX 350 S~ FT OF SEVERE ALLIGATOR CRACKING IS DUE TO TREE ROOT DAMAGE ON NORTH
SIDE OF STREET; UNIT ENDS AT CONCRETE BRIDGE.
DATE OF CONSTRUCTION: 06/E9
DESIGN PERIOD: 20 YEARS
~ ; COUNT;
ENGINEERING DATA
DESIGN SOIL STRENGTH:
SURFACE THICKNESS/TYPE:
BASE THICKNESS/TYPE:
SUBBASE THICKNESS:
$o
0.25~ AC
0.S0' CLASS 2 AB
0
INVENTORY AND MAINTENANCE/REHABILITATION RECORD
INV DATE SCHEDULED ACT DATE COMPLETED ACT DATE NEXT ACT
10/2~/81 CAPE SEAL 1984
SLURRY SEAL
SLURRY SEAL
CAPE SEAL 6/84
DATE R£INV DATE
0. 15~ OVERLAY 1990
1989
DATE: 3/87
CHARACTERISTIC DATA (10-3
inches)
MEAN: 1.67
STANDARD DEVIATION: 0,32
DEFLECTION DATA
DESIGN DEFLECTION:
OVERLAY REQUIREMENT:
0.038
0.15 FEET
REMARKE
This portion of Gary AY is scheduled to be a school bus
El ~entary Schoo~...~s c0mP~te {Pall 1989).
route once construction of Lincoln
INVENTORY UNIT HISTORY REPORT - One history report is generated
for each inventory unit in the data base. Each report presents
inventory unit descriptive data (e.g., beginning and ending
limits, length, width, pavement condition ratings, etc.) along
with design, construction and maintenance information, deflection
data (if available), and pertinenet comments which may have
special significance. Each time a unit is inventoried, scheduled
work is completed, or any other change is made to the data base,
the history f~le is automatically updated.
CITY OF INNOVATION
PAVEMENT MANAGEMENT SYSTEM
STRUCTURAL ANALYSIS CANDIDATE REPORT
(NAME SEQUENCE)
NAME
BEGIN END
LENGTH WIDTH AREA LANES
(FT) (FT) (SQ YDS)
CLASS
YEAR ACTIVITY
PCR
4B01270 ADDLE WY PIKE AV
1200 24 3200
3A00250 ARROYO DR GRAY BL
1275 32 4604
3B01780 ASTOR DR SURREY DR
2340 50 13000
2B00050 BAILEY RD HURLEY ST
1020 30 3400
1AO0720 BESTLER AV KILEY WY
1200 32 4267
1AO0110 BRADLEY BL lOTH ST
2320 61 15724
~A01150 CAMPUS BL ARROYO ST
2815 4c) 13137
~A01160 CAMPUS BL CENTRAL AV
1145 42 5343
3AO0700 CENTRAL AV PARK DR'
2810 50 15611
3AO0710 CENTRAL AV SKYLINE DR
2260 48 12053
E END LOCAL
2 1787 CAPE SEAl_
PARK DR LOCAL
2 1770 0.15¢ OVERLAY
WIESBROOK RD COLLECTOR
4 1787 0.20~ OVERLAY
ORCHARD RD RURAL
2 1787 CHIP SEAL
DEELAN AV LOCAL
2 1787 CHIP SEAL
WARD RD ARTERIAL
4 1988 CAPE SEAL
CENTRAL AV COLLECTOR
2 1789 0.20~ OVERLAY
STATE UNIV COLLECTOR
2 1789 0.20~ OVERLAY
SKYLINE DR COLLECTOR
2 1787 0.20' OVERLAY
CAMPUS BL COLLECTOR
2 1788 0.20' OVERLAY
112
84
?3
86
106
112 '
118
112
120
107
STRUCTURAL ANALYSIS CANDIDATE REPORT - This report lists all
pavement segments that meet user-defined criteria for more
detailed project-level analysis prior to final selection of
maintenance and rehabilitation strategies. Such an analysis may
consist of further visual evaluation, deflection testing, and/or
pavement core and soil boring sampling and testing. This report
may be generated alphabetically by street or road name, or
geographically by inventory unit number.
CITY OF INNOVATION
PAVEMENT MAINTENANCE MANAGEMENT SYSTEM
CONSEQUENCES OF DELAYED MAINTENANCE
(NETWORK SUMMARY)
YR RECOMMENDED
PM BUDGET*
RECOMMENDED TOT BUDGET
BACKLOG BUDGET**
AVAIL FUNDS*
CARRYOVER
87 $ 526~000 $ 544,788 $ 1,070,790 $ 200,000
88 $ 547,040 $ 1,044,948 $ 1~591,988 $ 208~000
89 $ 568,922 $ 1,660,786 $ 2,229,708 $ 216,000
90 $ 591,679 $ 2,416,066 $ 5,007,745 $ 224,975
91 $ 615,546 $ 5,559,526 $ 5,954,672 $ 255,972
92 $ 639,960 $ 4,464,840 $ 5,105,800 $ 245,551
95 $ 665,558 $ 5,853,765 $ 6,499~321 $ 253,064
94 $ 692,180 $ 7,495,509 $ 8,187,689 $ 265,187
95 $ 719~867 $ 9,509,403 $ 10,229,270 $ 275,715
96 $ 748~662 $ 11,946,667 $ 12,695,528 $ 284,664
97 $ 778~&08 $ 14,892,798 $ 15,671,406 $ 296,051
870,000
1,585,988
2~015,588
2,782~772
3,720,700
4~861~469
6,246,257
7,924,502
9,955,555
12,410,665
15~375,555
* Includes annual increase due to inflation (4%)
Includes annual increase of backlog maintenance as a result
of deferring Rreventive maintenance' (20%)
CONSEQUENCES OF DELAYED MAINTENANCE - The Delayed Maintenance
Module within the PMS allows the user to determine the
consequences of delaying scheduled maintenance for a
particular segment, group of segments or an entire street
network. The report shown represents information generated
from one of a number of options available to the user for
identifying the effects of varying maintenance delay
scenarios. As noted above, a constant funding level (with a
provision for an inflationary in~ex) is input and the
resultant budgetary effects are indicated by an increase in
Backlog Maintenance due to the deferring of required
preventive maintenance as well as existing backlog.
The following _report can be produced (outside.of 'the syste~)
as part of a final report, to depict the scheduled maintenance'
within a portion of the street network for a specific mainten-
ance year .or group of years. Various alternatives are avail-
able to allow a municipality the opportunity to code by main-
tenance strategy, maintenance year or, if desired, other
options. The report can be computer generated if the munici-
pality has digital land base information, a service which is
available through BSi CONSULTANTS, INC.
The follow-lng report can be produced (outside of the system)
as part of a final report, to depict the scheduled maintenance
within a portion of the stree~ network for a specific mainten-
ance year or group of years. Various alternatives are avail-
able to allow a municipality the opportunity to code by main-
tenance strategy, maintenance year or, if desired, other
options. The report can be computer generated if the munici-
pality has digital land base information, a service which is
available through BSI CONSULTANTS, INC.
In addition to the separate budget reports which display
totals for each type of maintenance/rehabilitation per year, a
summary report will also be submi-tted, as well as numerous
other reports which specify work required for each individual
inventory unit. Decisions regarding the actual number and
types of reports will be reached through Tasks 1-3 and other
resultant meetings. The following reports represent the
minimum to be delivered to the City as part of this task:
· Pavement Inventory Report
· Pavement Condition Report
· Pavement Improvement Strategies
Pavement Priority Listing
· Cost Benefit Analysis and Economics Report
· Detailed narrative covering the entire study, including
findings and recommendations
TASK 6 LEVEL i SOFTWARE - INSTALLATION AND TRAINING
Although the City has requested that software not be provided
as part of this initial PMS effort, BSI proposes to deliver
and install on the City's computer, Level 1 System Software at
no additional .cost, except for system preparation, training
and brief documentation. This base system will allow the City
to produce a minimal number of reports in-house and also
access and construct history files, if desired. Costs
associated with installation of this software will be
associated with system set-up time and training in its use.
Acceptance of this option may prove to be more cost effective
for the City than requesting similar services from BSI at a
later date.
DISCUSSION REGARDING SCHEDULE OF FEES
The attached section lists estimated fees for the outlined
scope of services.
It is important to remember, however, that certain cost
trade-offs can be realized through additional discussions
regarding City participation, inventory options, extent of
structural analysis, program customization, hardware
considerations, etc. The most accurate program cost
estimates, can be developed once final program definition is
completed.
We therefore encourage the City to consider this fee estimate
preliminary in nature and remain hopeful that we will be
provided the opportunity to further discuss the many options
(and associated costs) with City officials.
In the attached schedule we have listed proposed fees for
three separate alternatives. Alternative A is in direct
response to the RFP requirements, while Alternative B relates
to an approach more commonly utilized by BSI, allowing for a
reduction in cost through City participation in the inventory.
FEES FOR PROFESSIONAL SERVICES
The following estimated fees have been developed consistent
with the scope of work proposed. We realize that the final
work program may vary following discussions regarding the
actual scope of services.
A. DEVELOPMENT OF NETWORK PAVEMENT MANAGEMENT SYSTEM (PMS)
BSI CONSULTANTS, INC. (BSI) will consult with your staff and
develop and implement a network Pavement Evaluation and
Management System. BSI will enter and analyze data, develop
system software, and submit a final report including data
collection documentation for the total pavement system of 84
street miles (or approximately 105 dual-lane miles). BSI
will provide deflection survey on the City's entire street
network as outlined below.
TASK BREAKDOWN
TASK ESTIMATED
NO. DESCRIPTION FEES
1. Planning, Review and Coordination of
Activities
2. Development of Program Parameters
*3. Generate Inventory Data File
(Includes Surface Inventory and
Deflection Analysis)
4. Develop Interim Report
5. System Development/Final Report
6. Level 1 Software-Installation and Training
(Optional)
$ 2,500
1,000
18,000
2,000
7,000
1,000
TOTAL NOT-TO-EXCEED FEE - Ail Services Listed Above
TOTAL NOT-TO-EXCEED FEE - Without Surface Roughness
Testing
$31,500
$30,000
*Assumes testing of approximately twenty-five percent (25%) of
system at intervals of 200' or greater for "design deflection"
purposes. These tests wilI be performed on arterial and other
major streets to be identified by the City and/or through the
network survey. Additional deflection testing will be conducted
on an "inventory deflection" basis throughout the remainder of
the system.
The total costs per unit as requested previously are listed below
(based on eighty-four (84) street miles):
ITEM ESTIMATED
NO. DESCRIPTION FEE/UNIT
1. Visual/Surface Survey W/O Roughness 89.29 (mi)
2. Roughness determinations 17.86 (mi)
3. Deflection Test 5.52 (ea)
4. Core Test (Optional - Refer to attached
"Additional Services")
Planning, Coordination, Data Processing,
Analysis and Reports
Software/Training
Entire Project - Without Item ~
Entire Project - With Item 93~
75.00 (ea)
148.81 (mi)
6. 11.90 (mi)
*7. 363.10
375.00
*Figures do not include possible elimination of roughness tests.
ADDITIONAL SERVICES
System Software (Installation, Training
and Documentation)
QOR
Core Tests with Associated
Analysis and Thickness
Determinations
$75.00 per site
System Updates (Annual Contract
Basis or Individual Occurances)
QOR
CLASSIFICATION
BSI CONSULTANTS, INC.
SCHEDU?~ OF HOURLY RATES
April, 1988
HOURLY RATE
Senior Principal Consultant
Principal Consultant
Expert Testimony
Principal Engineer
Senior Project Manager
Project Manager
Senior civil Engineer
Civil Engineer
Civil Engineering Associate
Design Engineer
Senior Traffic Engineer
Registered Traffic Engineer
Traffic Engineering Associate
Traffic Engineering Assistant
Senior Right-of-Way Agent
Right-of-Way Agent
Senior Plan Checker
Plan Checker
Senior Designer
Designer
Staff Engineer
Senior Draftsperson
Draftsperson
Technical Aide
Senior Construction Inspector
Construction Inspector
Registered Landscape Architect
Associate Landscape Architect
Assistant Landscape Architect
Senior Landscape Inspector
Senior Landscape Plan Checker
Landscape Plan Checker
$145.00
115.00
136.00
95.00
90.00
82.00
82.00
76.00
72.00
62.00
80.00
76.00
72.00
52.O0
76.00
58.00
67.00
58.00
67.00
58.00
55.00
50.00
46.00
34.00
58.00
49.00
76.00
65.00
58.00
58.00
65.00
58.00
' Page 1 BSI Ml16 4/88
CLASSIFICATION HOURLY RATE
Landscape Advisor 65.00
Landscape Construction Inspector 49.00
Building Official 82.00
Senior Building Plan Check Engineer 78.00
Building Plan Check Engineer 68.00
Building Plan Checker 62.00
Senior Building Construction Inspector 58.00
Building Construction Inspector 49.00
Licensed Land Surveyor 76.00
Party Chief - 2-Person Survey Crew 142.00
Party Chief - 3-Person Survey Crew 170.00
Supervising Land Surveyor 72.00
Senior Survey Analyst 67.00
Survey Analyst 58.00
Survey Technician 52.00
Senior Systems Engineer 82.00
Systems Engineer 76.00
Senior Data Base Administrator 82.00
Data Base Administrator 76.00
AM/FM Operator 96.00
CADD Operator 75.00
Senior Programmer 65.00
Programmer 50.00
Senior Training Specialist 68.00
Training Specialist 43.00
Word Processor 34.00
Clerical 30.00
Out-of-pocket expenses (blueprinting, reproduction, and
printing) will be invoiced at cost plus 15%. A 15% fee for
administration, coordination and handling will be added to
subcontracted services. -Mileage will be invoiced at $0.32
per mile.
The Schedule of Hourly Rates is effective through March 31,
1989. Rates may be adjusted after this date to compensate
for labor cost adjustments and other increases due to
inflationary trends.
Page 2 BSI Ml16 4/88