HomeMy WebLinkAboutReso 1986-12701 RESOLUTION NO. 12701
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CHULA
VISTA APPROVING AGREEMENT BETWEEN THE CITY OF CHULA
VISTA AND INFRASTRUCTURE MANAGEMENT SERVICES FOR THE
DEVELOPMENT OF A PAVEMENT MANAGEMENT SYSTEM AND STREET
STRUCTURAL INVENTORY FOR THE MONTGOMERY AREA, APPROPRIATING
FUNDS FROM THE UNAPPROPRIATED GAS TAX FUND,
AND AUTHORIZING THE MAYOR TO EXECUTE SAID AGREEMENT
The City Council of the City of Chula Vista does hereby
resolve as follows:
NOW, THEREFORE, BE IT RESOLVED by the City Council of
the City of Chula Vista that that certain agreement between THE
CITY OF CHULA VISTA, a municipal corporation, and INFRASTRUCTURE
MANAGEMENT SERVICES, for the development of a pavement management
system and street structural inventory for the Montgomery area
dated the 2nd day of September , 198 6, a copy of which is
attached hereto and incorporated herein, the same as though fully
set forth herein be, and the same is hereby approved.
BE IT FURTHER RESOLVED that the Mayor of the City of
Chula Vista be, and he is hereby authorized and directed to
execute said agreement for and on behalf of the City of chula
Vista.
BE IT FURTHER RESOLVED that the sum of $21,550 be, and the
same is hereby appropriated from unappropriated Gas Tax funds to
Gas Tax Project Account (250-2501-GT205).
Presented by Approved as to form by
oLirkpps~ct~[yD~rn~tn°erer°f (~ /~ttorney /~/
0374a
ADOPTED AND APPROVED BY THE CITY COUNCIL OF THE CITY OF
CHULA VISTA, CALIFORNIA, this 2nd do,/ of. September
19 86 , by the following vote, to-wit:
AYES: Councilmembers Moore, Campbell, McCandliss, Cox, Malcolm
NAYES: Council members None
ABSTAIN: Counci lmembers None
ABSENT: Counci 1 members None
-~~M~ of the City of Chula Vista
STATE OF CALIFORNIA )
COUNTY OF SAN DIEGO ) ss.
CITY OF CHULA VISTA )
I, JENNIE M. FULASZ, CMC, CITY CLERK of the City of Chula Vista, California,
DO HEREBY CERTIFY that the above and foregoing is a full, true and correct copy of
RESOLUTION NO. 12701
,and that the same has not been amended or repealed
DATED
City Clerk
(]IY OF
CHUI.A VISTA
CC-660
AGREI~T FOR ~GINEERING
~dlS AGRE~T, made and entered into thi$~ day of~,
1986, by and~tween the CITY OF CHULA VISTA, CALIFORNIA, a publioVoorporation,
hereinafter referred to as "City", and I1~ INFRAS~UC~dRE ~LqNAG~AENT SERVICES,
an Illinois Cor~ratinn, whose address is 3350 Salt Creek Lane, Suite qlT,
Arlington Heights, Illinois 60005, hereinafter referred to as "E~gineer",
covers certain professional engineering services in connection with the
proposed Montgomery Annexation Pavement Management Program.
WITNESSETH THAT, in consideration of these premises and of the mutual
covenants herein set forth:
THE E~GINEER AGREES,
1. To perform a Pavement Management Program for approximately llS.~ lane
miles of pavement designated by the City as the Montgomery Annexation
and consisting of approximately 800 test sections as referenced in page
9, paragraph 10, of Attachment "B", and in accordance with the
procedures set forth in both Attachments "A" and "B". The boundries of
the Montgomery Annexation are further defined in the location drawing
as Attachment "C".
2. To conduct the following operations necessary to develop a computerized
Pavement Management Program:
a. RST generated pavement inventory
b. Street Environment Inventory
c. RST Surface Condition Survey
d. Dynamic deflection testing
e. Computerized Pavement Management Software Program
3. Install a totally operational Pavement Management Software Program on a
City owned Compaq 286 Deskpro microcomputer with recommended
peripherals as designated in Attachment "B".
4. To commence field work within 60 days of notice to proceed and to
install the completely operational proposed Pavement Management
Software Program within 50 days of the commencement of field
activities and upon receipt of information to be provided by the City.
5. To meet with the City for initiation of the project, coordination of
field activities, installation of a computerized Pavement Management
Program, required training, and report presentation of the entire
project.
Agreement For Engineering Study
Page 2
To indemnify, keep and save harmless the City, its officials, officers,
employees and agents, against all liabilities, Judgements, costs,
damages and expenses, direct or indirect, that may be suffered, claimed
or otherwise accrued, against the City, arising on account of
negligence by the Engineer's staff during testing operations under this
Agreement and in consequence thereof.
7. In the event data or test results are found in error during review of
the report, the Engineer agrees that he will perform such corrections
without expense to the City though final payment may have been received
by him. He shall give immediate attention to these changes so there
will be a minimum delay to the City.
8. To purchase, repair, and maintain all equipment required to complete
this project.
9. To perform additional data collection on pavements outside the
~., Montgomery Annexation at the request of the City on a unit price basis
not to exceed those stated in this Agreement.
]0. To place a source code for the software program into an escrow account
for the benefit of the City so that the City can obtain access to the
program in case of a change in the ownership or status of the Engineer.
ll. Not to discriminate against any employee or applicant for amployment
because of race, religion, color, sex, or national origin. Such
actions shall include, but not be limited to the following:
employment, upgrading, demotion or transfer; recruitment or recruitment
advertising, layoff or termination, rates of pay or other forms of
compensation; and selection for training including apprenticeship.
Agreement For Engineering Study
Page 3
THE CITY AGREES:
1. To pay the Engineer compensation for all services performed as
stipulated in paragraphs 1, 2 and 3 of THE E~GINEER AGREES and in
accordance with the following unit price schedule:
Continuous Laser RST Surface Condition
Survey, inventory, environmental survey
with output in increments referenced in
Attachment "B% pages 9 and 10. $15.00/test section
Dynamic deflection testing. $10.00/test section
Pavement Hanagement Software Program
with expanded inventory module completely
installed on the City's Compaq Deskpro 286
micro-computer with recommended peripherals
and related trslning $20,000.00
~anual Surface Study Training $3,000.00
Optional computer hardware as per At Invoice Cost Not
Attachment "B" To Exceed
Expanded RAM capacity to §12k $§50.00
dbase III or dbase III plus
Total price for services rendered will not exceed $~3,000.00 without
hardware option and $~3,550 with hardware option.
2. The payments due the Engineer for services rendered in accordance with
this Agreement will be made within 30 days after the approval of the
work performed in accordance with the following schedule:
Upon the completion of the field testing (each
element will be billed on a unit price basis for
the actual work completed). 90%
Upon acceptance by the City. 10%
Software
Upon delivery and installation of the operational
Software Program. 90%
Upon acceptance by the City. 10%
Upon delivery of the computer hardware 100%
~reement For Er~ineering Study
Pa~e 4
3. Accept Software License ~reement:
a. ~- The Engineer hereby grants to the City a
paid-up non-exclusive and non-transferrable license to use
I~S's Pavement Hanagement System Program software (the
"Software"), including the object codes and related
documentation pertaining thereto.
b. Negative Covenants of License. The City agrees that it will
not: (a) rent, lease, sell, lend, sub-license or othe~ise
transfer the Software or any documentation relating thereto or
attempt to transfer their rights hereunder; (b) remove or
obscure IMS's proprietary rights notices; (c) alter, decompile
or disassemble the programs; or (d) utilize the Software on
any service bureau, time-sharing, or interactive cable system.
Should the project be abandoned at anytime after the Engineer has
performed any part of the services provided for in parngraph 1, 2 or
of ~I~GINEER AGEEES, and prior to the completion of such services, the
city shall reimburse the Engineer for the percentage of the work
completed up to the time he is notified in writing of such abandoament.
5. That, should the City require changes on any of the detailed
specifications, except for those pursuant to paragraph 7 of ENGINEER
AGREES, after they have been approved by the City, the City will pay
the Engineer for such changes on the basis of the Engineer's
established unit pricea. It is understood that %hangesw as used in
this paragraph shall in no way relieve the Engineer of his
responsibility to prepare a complete Pavement Managment Program for the
evaluation of pavement conditions.
6. To provide to the extent possible the following:
a. Project limits and street map for performing the various data
collection operations.
h. Present and projected future traffic volumes delineating
automobiles, single-axled trucks, multi-axled trucks and busses.
Engineer will assist City as indicated in Attachment "B", page
paragraph
c. Maintenance strategies and corresponding implementation costs for
use in the program.
d. A safety vehicle, when requested, to provide protection for the
deflection testing operation on heavily traveled roads or those in
hilly terrains.
e. Assist in coordinating activities between City Departments and any
outside agencies as necessary to permit efficient data collection
operations by Engineer.
~reement For Engineering Study
Page 5
ZT ZS HUTALLY AGREED,
1. That Attaclments en~nerated in this section and attached to this
A~reement are incorporated in this ~6ree~ent by this reference and are
to be construed as part of this Agreement.
Attachment A - ~ I~ra~truet~e ~ement Services
dated Hatch 27, ~ 9~, eith the foll~i~
corrections:
~. Business O~anization, P~e ~ - ~le~e ~eference to
W~nut C~eek office. E~ineev is currently in process of
establ/shl~ an office In 0ra~e Cowry, Caltfor~a, scheduled
to be operational duri~ A~ust, ~98~. ~ntraet and
work will ~ or~anized out of the irl/~ton Heights office with
follow up services provided by the Or~e County office.
2. Stat~ent of Objeetlve~, ]st par~raph, ]st sentence -
*City of Loveland~ should read *C/ty of ~ula Vista."
Attac~ent B - June ~2, ~986, letter to Hr. Clifford L. Swanson,
RE: I~ Res~nse to Pavement ~n~ement Questions.
Attachment C - Study Bo~d~ies (Hontgomery Annexation)
2. This ~re~ent may be ~e~inated by the City u~n tivi~ no,ice
writl~ to the E~ineer at his last known post office address. Upon
~uch termlnation, the E~ineer sh~l cause to be deZivered to the Cl~y
~1 data, if any, fr~ pavement studies w/th the undevstandi~ that
such materl~ becomes the property of the City. ~e E~inee~ shall be
paid for any services completed and any services part/~ly completed
accordance with Section ~ of ~E CITY AGREe.
3. That the Engineer w~ants that he ha~ not ~ployed or retained any
company or person, other than a ~na fide ~ployee work/n~ solely for
the E~ineer, to soZicit or secure this contract, and that he has not
paid or ~reed to pay any compa~ or person, other than a ~na fide
employee wo~kl~ solely for the EnEinee~, ~ fee, commission,
percentage, broker~e fee, gifts, or ~y o~her consideration,
continent upon or ~esultt~ fr~ the award or m~i~ of this contract.
For breach or violation of this warr~ty the City sh~l have the rlEht
to annul this contract without liability.
~. The E~ineer ~h~l not assign tht~ ~re~ent tn whole or in part
without p~ior written consent of the City. ~is ~reement consists of
professional ~ervlces and software progr~s and it Is not contemplated
by either party that a~ such assignment wo~d occur. ~ny such
assig~ent sh~l not relieve the E~ineer of ~y of its obligat$ons
under this ~reement.
~greement For Engineering Study
Page 6
§. That all questions cencern/n~ the execution, validity or invalidity,
capacity off the partiee, and the performance of this ~reement, ehall
be interpreted in all reepecte in accordance with the laws of the State
off California.
6. That this i~reement, together with the Attachments, is the entire
/~raement between the parties and all other ~reements are merged
herein.
IN WITNESS WHEREOF, the psrtiee hereto have executed thia Agreement as off the
day and year first written above.
Executed by the City: CITY OF CHULA VISTA
ATTEST State of Californ/a, actir~ by and
through
Title:
OF
Executed by the E~ineer: I~ INFRAS~UCTURE ~NAG~NT SERVICES
3~50 Salt Creek Lane
Suite ~7
Don~d L. ~a~dt D.~. V~lis
Dlrecto~ of Bu~ne~ Development ~n~[~ D~rector
Ref: 01-8056A00
ATTA~CHMENT, "A"
CITY OF CaOLA V~TA, CALIFORNIA
(01-8056A00)
P~V~M~iT 14ANAGEM~NT PB(~IRAM
1986
Submitted by:
IHS ~ea.aT~CIU~E H~N~NT SEItVIC~S
B350 SALT C~EEK LANE, SUITE 117
· ,qL3[N~T~Ii ~TS, ILl.'mOl3 60005
(312) 506-1500
March 27, 1986
Mr'. John P. Lippttt
Director of Public Works/City Engineer
City of Chula Vista
276 Fourth Avenue
Chula Vista, CA 92010
Re: Proposal To Develop A Pavement Management System
Dear Mr. Lippitt:
We are pleased to submit our proposal to perform a comprehensive Pavement
Management Program on approximately 45 centerline miles of pavement comprising
the Mongtomery Annexation in Chula Vista, California We propose to install a
proven Pavement Management Software Program on a City-owned COMPAQ 286 Deskpro
microcomputer. The program will be refined to meet the specific needs of the
Cit~ The software program is designed to yield both network level and project
level information. It is user-friendly and menu-drivem The software program
will be owned by the City of Chula Vista and will not require addition access
fees.
We have attempted to respond to the needs identified in the RFP, along with
alternative methods of state-of-the-art data collection for your consideration.
Based on the Annexation's urban environment, we would recommend a comprehensive
network level investigation based on a block-by-block testing interval. This
level of investigation yields the greatest initial cost benefit. Data
collection techniques, however, can be varied according to nlassification of
streets. A greater number of test sections can be considered on heavily
travelled arterial and collector system pavements. Residential streets with
lower traffic volumes generally require less testing at the network level.
The alternatives included within the body of the proposal provide the City with
a great deal of flexibility. The cost of the alternatives range from
approximately $40,000 to $60,000 for complete studies.
The services offered by IMS are unique for several reasons. First, data
collection with the Laser RST is unique in all the world. It is the only piece
of equipment capable of collecting continuous, objective and highly accurate
surface distress data. Second, the multi-sensor approach to deflection
analysis enables the program to determine performance characteristics for the
surface, base, subgrade and total pavement system.
City of Chula Vista, California (01-8056A00)
P~e ~
March 27, 1986
The software program, when based on either Laser RST or manual surface data and
delfection testing, will determine the affect of a wide range of rehabilitation
strategies. It is not limited only to overlay thicknesses. Finally, the
comprehensive nature of the Pavement Management Program will generate both
detailed and overview information that is useful to both the administration and
staff charged with maintaining the street network. The staff will be
thoroughly trained in the software operation and interpretation output dat~
IMS will make a presentation of its findings to City staff and/or elected
officials at a time convenient to the City.
We look forward to working with the City of Chula Vista. If you have any
questions regarding this proposal or the services available through IMS, please
feel free to contact our office.
Very truly yours,
IMS INFRASTRUCTURE MANAGEMENT SERVICES
Donald L. Hardt
Director of Business Development
DLN/jld
Encl.
cc: Dick Edwards
Pete Engwall
File: 01-8056A00-2
INDEX
BUSINESS ORGANIZATION
STATEMENT OF OBJECTIVES
STATEMENT OF QUALIFICATIONS AND EXPERIENCE 3
PROJECT OUTLINE
INTRODUCTION 4
SCOPE OF SERVICES 7
wORK PLAN
SURFACE CONDITION SURVEY 8
DEFLECTION ANALYSIS 10
PAVEMENT SECTION EVALUATION 10
PAVEMENT MANAGEMENT SOFTWARE PROGRAM 1
COMPUTER HARDWARE 13
TRAINING 1
GENERAL PROVISIONS
TI~E SCHEDULE 1 5
INFORMATION AND SERVICES PROVIDED BY THE CITY 15
COMPENSATION 16
TECHNICAL SUPPORT 18
SIGNATURE PAGE 1 9
APPENDIX A - PARTIAL LIST OF CLIENTS
APPENDIX B - RESUMES
PROPOSAL
CITY OF CHULA VISTA, CALIFORNIA (01-8056A00)
MARCH 27, 1 986
A. BUSINESEORGANIZ~TIO~
IMS Infrastructure Management Services
3350 Salt Creek Lane, Suite 117 1642 Terrace Way
Arlington Heights, IL 60005 Walnut Creek, CA 94546
Phone: (312) 506-1500 (415) 944-1460
Telex: 797227 IMS ARL
IMS Infrastructure Management Serviees is an Illinois Partnership with a
branch office in Walnut Creek, California All work activities pertaining
to this project will be performed out of both offices. During the course
of the project, crews and equipment will be based at facilities in or
adjacent to the City of Chula Vista. All work will be performed by IMS
personnel and there will be no subcontraetors or subeonsultants used for
the proposed project unless deemed advantageous by the City. Core tests,
if required by the City, can be performed by a local testing firm, City
staff, or IMS, at the option of the City.
B. ~TAT~4ENT OF OBJECTI~I~
Based on a review of the RFP and previous discussions with City staff, it
is our understanding that the City of Loveland is attempting to secure a
computerized Pavement Management Program that will address the pavement and
various right-of-way elements in the Montgomery Annexation area. It must
enable the City to effectively maintain their pavement system and optimize
their available maintenance funds. It is necessary for the City of Chula
Vista to obtain the maximum benefit from limited dollars allocated for the
maintenance and improvement of the City's street system. The Pavement
Management Program must identify the existing esndition of the pavements
and be able to determine the individual future performance of each pavement
section. It must identify existing problems and determine the causes,
whether they be surface, base, subgrade, or traffic related. Once the
problem is identified, cost effective rehabilitation strategies must be
formulated.
City of Chula Vista, California (01-8056A00)
Page 2
March 27, 1986
Since a "cure all" rehabilitation strategy has yet to be developed, the
Pavement Management Program must consider a variety of rehabilitation
strategies. Cost effective rehabilitation techniques are not limited to
asphalt overlays. Therefore, it is important that alternatives include not
only overlays, but minimal surface treatments, recycling alternatives,
stress absorbing membranes, base repair and total reconstruction. With the
variety of rehabilitation strategies available to municipalities in the San
Diego area, it is important For the Pavement Management Program to identify
the parameters in which each of these alternatives will work and the
resulting benefit after implementation. The Pavement Management Program
should also identify the benefits that can be obtained from less-than-
optimum rehabilitation strategies should budget restraints prevent
implementation of an optimum alternative. This factor is extremely
important when considering staged improvements or temporary maintenance of
a street subjected to unusual situations such as major utility cuts or
extreme loading conditions.
In addition to identifying necessary structural improvements, the Pavement
Management Program must also consider the economic aspects through cost
benefit ratios and estimated budget requirements. After analyzing both
structural and economic information, the Pavement Management Program should
identify both the optimum rehabilitation strategy and the time for
implementation.
The computer-based Pavement Management System must be installed on a City-
owned COMPAQ 286 Deskpro microcomputer. City staff must be thoroughly
trained so that they can perform both analysis and planning as required by
the City. The software program should address the unique conditions
existing in the City of Chula Vista and allow for a future updating to
provide an ongoing Pavement Management Program. The pavement management
software should be designed so that it can be independently operated by
City personnel without mandatory ties to a particular consultant or agency.
It must be user-friendly and menu-driven.
The Pavement Management Program should provide the decision makers with the
necessary information to determine a methodology for both maintaining and
upgrading of the City streets. It should identify budgets necessary to
achieve various levels of serviceability. It should also identify the
ramifications resulting from reduced budget levels.
City of Chula Vista, California (01-8056A00)
Page 3
March 27, 1986
In conclusion, the Pavement Management Program should provide the necessary
information for both the decision makers and the staff charged with the
responsibility of maintaining the system. Overview information on pavement
eondition, along with improvement programming and budget information, is
extremely important to administrators. The Pavement Management Program
output should be in a dual format to provide both this information and the
detailed information for staff of designing the actual rehabilitation.
The Pavement Management System should be flexible so as to provide
additional inventory related information and allow for input of various
collected R.~W. field data. Pavement sections must be identified both by
a sequence number and street name.
The Pavement Management Software Program proposed by IMS responds to each
of the previously referenced objectives. It will provide the City of
Chula Vista with an advanced Pavement Management Program based on highly
accurate field data collected with state-of-the-art equipment or trained
City staff.
C. STATEME~iT OF OUAT-TI~ICATIONS AND EXPRRTI~I~
We are including for your review, a brief resume of IMS's (formerly Novak,
Dempsey & Associates, Inc.) background and experience in the area of pave-
ment evaluation. The firm has evaluated pavements using various testing
techniques for the last Z5 years. Since 1976 the firm has been specialized
in Comprehensive Pavement Evaluation and Pavement Management Programs. To
date, IMS has evaluated over 25,000 miles Of pavements using the techniques
incorporated in the proposed Pavement Management Program. We are enclosing
as Appendix "A" a partial list of clients who have received programs
similar to the one proposed for the City of Chula Vista.
Our data hank now includes in excess of 300,000 test sections. Each test
section includes data from a comprehensive surface study, environmental
survey, dynamic deflection analysis, and traffic analysis portions of our
comprehensive Pavement Management Program. Of these, approximately 75,000
test sections have been evaluated using the Laser RST. We have compilation
of raw data and analyzed data showing the interrelationships of the
previously referenced field testing procedures. This data bank, combined
with our experience in both materials available for street rehabilitation
in the Chula Vista area and rehabilitation strategies used throughout North
America, will assure the City that the recommendations generated from the
software program will be accurate and cost effective.
City of Chula Vista
Page ~
March 27, 7986
Utilizing the above referenced data bank is a staff of registered
professional engineers with years of experience in the evaluation of road-
ways and pavements throughout North Americ~ The Project Manager will be
Robert L. Norsk, Director of Engineering, registered as a Civil Engineer in
California, Registration No. A0899~2, and who is an inbernationally
recognized authority in the field of comprehensive pavement evaluation and
pavement management systems. David E. Butler, Senior Engineer, will
coordinate the entire project and develop the computer software. Dick
Edwards and Pete Engwall will act as liaisons to the City. Since
experience at all evaluation levels is essential, it should be noted that
the field crews at IMS have thousands of miles of experience to ensure that
the field data is collected accurately. We have enclosed as Appendix "B"
the resumes of key personnel assigned to this project.
The IMS Pavement Management Program is written to accept surface data
collected by a walking visual survey or by the Laser Road Surface Tester,
an automated data collection device. By either method, data is collected
on a 100 percent sample as it is our contention that smaller samples must
be subjectively chosen and do not necessarily represent the total section
being tested. The IMS visual walking survey is based on the methods
developed by the Ministry of Transportation and Communications in the
Province of Ontario, Canada. It is a very detailed survey involving a dual
rating of 34 different parameters. The visual survey, although detailed,
remains subjective and therefore relies completely on the ability of the
persons rating the road and their ability to see the many parameters in
ever-changing conditions of lights, etc. The method is expensive because
it is labor intensive as with all walking visual surveys. Safety of the
raters can also become a consideration on certain types of streets.
It should be noted that IMS has thoroughly explored the merits of a wind-
shield type surface condition survey. Studies have been performed in
conjunction with the Arizona Department of Transporttaion and several
cities throughout the United States. Our experience indicates that this
method of surface study has an unsatisfactory level of repeatability.
Light conditions greatly affect even the most experienced raters. As a
result, IMS believes that a windshield survey cannot provide accurate data
for inclusion into the Pavement Management Program.
City of Chula Vista, California (01-8056A00)
Page 5
March 27, 1986
An increasing number of governmental agencies are discontinuing the
subjective visual survey in preference to obtaining totally accurate and
objective data obtainable through the use of automated devices. IMS
utilizes the Laser Road Surface Tester. This equipment is state-of-the-art
in data collection today. The Laser RST is able to travel in normal
traffic flows as the accuracy of the data is not speed or vehicle related.
Eleven lasers are used to pickup data on roughness, rut depth, cracking,
amd texture. In addition, an eleven point section of the roadway is
obtained. Seven of the lasers are 16 KHZ (16,000 readings per second) and
the other four are 32 KHZ, both of which operate to an accuracy of ±0.2mm.
The equipment is not affected by noise, light or normal rainfall. The data
obtained on roughness, rut depth and texture is unobtainable by normal
visual methods and, therefore, provides additional important information
when dealing with deterioration and aging of pavements.
An environmental survey is performed in conjunction with either method of
surface condition surveys. This considers factors that affect pavement
performance that are normally not evaluated when looking only at pavement
oonditiom Factors such as drainage, climatic condition, and land use are
evaluated and input into the software program.
IM$ is, and always has been, a strong proponent for the Inclusion of an
assessment of subsurface conditions in pavement management. Without this
additional dimension, it is difficult, if not impossible, to predict where
a pavement is in its life cycle. IMS utilizes a Dynaflect for its
deflection analysis, and includes in its analysis the results obtained from
all five sensors. This data is completely accepted and evaluated in the
Pavement Management System. Using this approach, you will be able to
recognize the condition of the base and sub-base and how the various layers
are interacting with each other.
IMS is proposing a Pavement Management Software Program specifically
designed to address the City's pavement problems and concerns on all
streets within the maintenance Jurisdiction of the City. The program will
specifioally respond to each of the points identified in the previously
referenced "Statement of Objectives". The proposed project will be
performed at a comprehensive network level utilizing a lane block
stationing interval. Program flexibility allows for either initial or
future expansion to project level evaluation on arterials, collectors, or
any pavement section utilizing 50', 100' or 200' stationin~
City of Chula Vista, California (01-8056A00)
Page 6
March 27, 1986
The proposed Pavement Management Software Program for the City of Chula
Vista is actually a compilation of several pavement management
methodologies. The first methodology incorporates a performance based
program. This program will allow the City to determine what to do and when
to do it each year for the next five years so as to achieve a selected
level of serviceability. In addition, it determines the costs necessary to
achieve that level of performance. This methodology includes both an
optimum and least initial cost approach to achieving that goal. The
optimum approach will recommend the rehabilitation strategy and year for
implementation that will provide the greatest benefit for the dollar
expanded. Information will also be provided to allow the City to select a
least initial cost alternative which recommends the rehabilitation
and the year of implementation that will achieve the desired level of
serviceability at the lowest initial cost to the City of Chula Vista.
The second methodology incorporated in the Pavement Management Program uses
available dollars as the limiting factor. Existing and projected yearly
budgets are analyzed. Rehabiliation strategies and times for implemen-
tation are recommended based on aehievlng the greatest benefit from the
available dollars. Several budget levels can be considered along with the
corresponding rehabilitation programs.
The two methodologies are then used to develop a third methodolgy which
identifies the rehabilitation strategies and resulting costs necessary to
maintain the pavements at their current average condition. This program
will allow the City to consider what to do and when to do it each year for
the next five years so that at the end of five years, the average pavement
condition is no worse than the current average condition. This portion of
the program will aid the City of Chula Vista in determining whether it is
getting ahead or falling behind as a result of the City's current and
anticipated annual rehabilitation budget.
These three major methodologies are used to develop the IMS Pavement
Management Program. The proposed Pavement Management Program is based on
the most comprehensive pavement evaluation techniques available in North
America. It will provide the City of Chula Vista with valuable engineering
and economic information necessary to assist the City in its decision-
making process.
City of Chula Vista, California (01-8056A00)
Page ?
March 27, 1986
IMS is proposing four specific alternatives for the method and frequency of
field data collection for input into the Pavement Management Program. The
first alternative includes the training of City staff in performing a
manual surface condition survey. This investigation could be based on a
stationing technique utilizing 200-foot sections or block sections.
Deflection analysis using a Dynaflect machine would be performed at the
rate of one test per section. This alternative, although somewhat labor
intensive, would provide accurate information as input into the Pavement
Management Program.
The second alternative is to perform a complete evaluation, including RST
surface study and deflection analysis, on each lane block of arterial and
collector streets. Residential streets would be tested using one pass of
the RST per block and one deflection test per section. This technique has
been used quite successfully by the cities of Oakland, California;
Westminster, Colorado; and Midland, Texas. This is a cost effective method
of acquiring sufficient information on streets with both high and low
traffic volumes.
The third alternative is to perform a complete evaluation, including RST
surface study and deflection analysis, on each lane block of pavement. The
same testing procedure would be performed on both the arterial/collector
streets and the residential streets.'
alternative is based on performing an initial project level
The
fourth
investigation on the arterial/collector system utilizing 200-foot stations.
The residential streets would be evaluated using one pass of the RST and
one deflection test per block. Project level investigations performed as
part of an initial data collection process on residential streets are not
generally cost effective.
We would recommend that consideration be given to the second alternative as
the initial data collection phase of the Pavement Management Program.
Since the proposal also includes the Pavement Management Software Program,
the City will be able to expand this network level investigation into a
project level investigation as the need arises.
IMS remains flexible in responding to the level of service desired by the
city.
City of Chula Vista, California (01-8056A00)
Page 8
March 27, 1986
SURFACE CONDITION SU~¥~y
An outline of the proposed Surface Condition Survey is as follows:
1. Schedule a meeting with the City of Chula Vista and IMS personnel to
~ determine the following:
a. Street lists including street lengths and designations as to one,
two, three, and/or four lane pavements.
b. Time schedule for the various components of the pavement evaluation
program.
c. Traffic counts with a breakdown of oars, single-axle trucks, multi-
' axle trucks and buses.
2. IMS field personnel will prepare a schedule as agreed to during the
discussions at the initial meeting referenced in Item 1 stated
previously.
3A. At the option of the City, IMS will train City staff in the techniques
necessary to perform a surface condition surve~ IMS would conduct a
concentrated one week surface condition survey training course for
three City personnel. Prior to undertaking the course, each student
· would be provided with a publication on the pavement rating system
which outlines the various distresses, how they are identified, and how
they are to be recorded. It would be expected that all students would
have studied this publication prior to the start of the course. The
course would be led by either David Butler or Roger Speicher.
The course would involve classroom lectures in which the fundamentals
of pavement management would be discussed. The type of data required
would be identified and the importance of good data in the pavement
management process would be stressed. Finally, a discussion of the
importance of the various pavement distresses and how they are to be
rated would be put forward.
The majority of the instruction would take place in actual field
situations. Each trainee would be required to rate the various
distresses as they coeur in the pavement. The emphasis would be
towards hands-on training with close supervision and direction by the
instructor. On the last day, an opportunity for full discussion of the
field testing techniques would be provided. It would allow for fine
tuning in those areas of field work that were considered necessary.
City of ChulaVlsta, California (01-8056A00)
Page 9
March 27, 1986
IMS staff would continue performing surface condition surveys in
conjunction with City staff. Approximately fifty percent of the
project would be evaluated with IMS personnel. IMS staff would also
monitor, on a periodic basis, the surface condition survey performed by
City staf~
3B. As an alternative, IMS will use the Laser Road Surface Tester to
perform the necessary inventory and surface testing portions of the
surface condition survey. The majority of the data will be compiled
continuously. The results will be stored in the onboard computer along
with hard copy printouts for the field nrew's evaluation.
SurFaee roughness, rutting, cracking, macrotexture, and stationing data
will be collected using the specific Features of the Laser Road Surface
Teste~ These objective rating techniques will provide the City with
highly accurate surface data with almost total repeatability
unavailable through visual or other non-laser automated methods. The
Laser RST will collect data at traffic speeds and can be operated at
night if deemed advantageous because of particular parking or traffic
situations. This information will then be combined with deflection
data and other parameters to provide an overall condition rating.
4. If the City elects to use its staff to perform a portion of the surface
condition survey, IMS will include in its training program the
techniques necessary to perform an environmental survey. This
evaluation would be performed concurrently with the surface study
regardless of whether being performed by IMS or City personnel. If IMS
performs the surface condition survey with the Laser RST, it will also
perform the environmental survey and collect the necessary data for the
base inventory program.
It will be necessary for City staff to collect additional inventory
data related to parking, bike lanes, right-of-way width, curb
condition, and sidewalks, etc.
5. IMS personnel will demonstrate the data collection techniques utilized
with the Laser RST to selected City personnel as part of a familiar-
ization and training effort to understand the overall Pavement Manage-
ment Program, if requested.
City of Chula Vista, California (01-8056A00)
Page 10
March 27, 1986
IMS will perform the deflection analysis portion of the Pavement Evaluation
Program using a Dynaflect machine and will collect deflection data at each
test section (lane block, centerline block, or 200' section). The software
program will perform an analysis that includes a review of each of the five
geophones so as to determine the performance characteristics of the
surface, base and suhgrade materials. If a problem is found, the source of
that proble~ will then be readily identified.
Should the City elect to perform its own deflection analysis, IMS will
train City staff in the techniques necessary to assure accurate Dynafleot
operation.
PAVEMENT SECTION EVALUATION
IMS is prepared to perform a pavement section evaluation at intervals
specified by the City or locations identified by deflection analysis. The
cores will identify the thickness and composition of each layer of the
upper pavement section. Although normally included in project level
analysis, it is usually considered optional at the network level. This
pavement evaluation technique is designed to indicate pavement section
information which can be useful in conjunction with deflection analysis or
in consideration of rehabilitation strategies incorporating recycling
techniques. Should the City elect to include a pavement section evaluation
as part of the pavement evaluation program, the core holes would be filled
with suitable material immediately after testing. In addition, any
required utility location will be provided in cooperation with the various
utility companies prior to testing. It should be noted that although the
information is quite useful, eore testing is performed in only about 10 to
20 percent of the programs performed by IMS. The unique deflection testing
techniques used by IMS have generally resulted in the elimination of this
somewhat costly operation.
Another option available to the City would to be hire a local testing firm
to perform the coring operations in conjunction with this project. The
local firm could perform the necessary tests to obtain soil R-values. The
Pavement Management Program being supplied by IMS will accept core data and
use it in the evaluation process when available. This information can be
supplied either initially or in the future as deemed advantageous by the
city.
City of Chula Vista, California (01-8056A00)
Page 11
March 27, 1986
PAVEMENT MANAD~NT SOFTWARE PROGRAM
IMS will install the Pavement Management Software Program on the City's
COMPAQ 286 Deskpro mieroeompute~ The software program will analyze the
collected field data and generate the following pavement evaluation and
pavement management reports:
Pavement Inventory Module is a report that includes information as to
street name, section number, limits, length, width, classifieation, traffic
and pavement type. This module provides the specific inventory data and is
used in conjunction with the pavement evaluation data to develop the pave-
ment management modul~ This module can be expanded to include additional
inventory data or previously collected field test results. The program
includes provisions for additional entry into a data base for a variety of
expansion capabilities.
Pavement Priority Module is a report that lists all the street sections
evaluated in order of best-to-worst condition. This program provides
information as to the street name, limits, section numbers, priority
rating, and grouping by performance categories.
User Priority Module is a report that ranks each street section relative to
traffic use and pavement condition. This priority listing takes into
account user-benefit.
Pavement Condition Module is a pavement condition report that includes a
listing of street names, section numbers, traffic volumes, environmental
factors, deflection test results, Laser RST information and condition
ratings (on a 10 to 100 scale) for each section of pavement included within
the investigation. This output identifies the existing condition of each
section of pavement, and its projected levels of servieeability and
performance for the next 10 years. In addition, it identifies the sources
of pavement failure whether they be surface, base or subgrade related.
This module provides output in both an administrative overview format and a
very detailed format. It includes input provisions for soring data that
can be printed out both in the detailed and overview formats.
Contributin~ Factors Module is a report that provides information as to the
causes of reduced surface condition ratings or reduced pavement condition
numbers. It identifies problems resulting from environment, cracking,
rutting, ride profile and texture.
City of Chula Vista, California (01-8056A00)
Pa~e 12
March 27, 1 986
Pavement Improvement Mod~le is a report which determines the effect of
various alternative methods of rehabilitation. It determines whether or
not a selected rehabilitation strategy will work and if it does work, the
amount of increase benefit that can be derived from that rehabilitation
strategy. This computer output is a direct result of the Pavement
Condition Module and utilizes the s~e stationing.
It should be noted that the City of Chela Vista can select from more than
160 different rehabilitation strategies ranging from minimal surface
treatments through total reconstructio~ Nine rehabilitation strategies
are selected for each type of pavement section and for each street
classification. To prevent output obsolescence, this module provides
information with resect to optimum and less-than-optimum alternatives.
~ is an investment benefit ratio report identifying the cost
per square yard per year of benefit for each maintenance strategy evaluated
in Pavement Improvement Module. It identifies the yearly cost benefit
ratio for maintenance strategies implemented during each of the five
subsequent construction seasons. Future costs are figures based on
appropriate inflation factors. This output is used in the Pavement Manage-
ment Program so that the City of Chula Vista can include economic factors
into their decision-making process.
Pavement Management Modul~ is a report that makes specific yearly
rehabilitation recommendations based on a review of previously listed pave-
ment evaluation modules. This Pavement Management Program will make
recommendations as to the streets and rehabilitation strategies that should
be included in yearly maintenance programs for each of the five subsequent
years. These maintenance recommendations can be used on both alternative
funding levels or selected performance levels.
The previously referenced Pavement Management Software Program will also be
designed in such manner that the groupings of individual street sections
will be user selective. Various parameters can be sorted with the
flexibility available through dBASE III. It should be further noted that
the above referenced program will contain its own internal aging tables so
that the program can be updated on an annual basis for several years
without requiring yearly surface condition surveys with the Laser RST.
Periodic field testing can be used to verify these aging tables and should
be considered approximately every third year or as an ongoing program.
City of Chula Vista, California (01-8056A00)
Page 13
March 27, 1986
The proposed Pavement Management Software Program is being offered for the
exclusive use of the City of Chula Vista The proposed software program is
being offered under the following software license agreement:
1. Limited Use License; IMS hereby grants to the City of Chula Vista a
paid up, non-exclusive, and non-transferrable license to use the IMS
Pavement Management System program software, including the object codes
and related documentation pertaining thereto.
2. Negative Covenents Of License: The City of Chula Vista agrees that it
will not: (a) rent, lease, sell, lend, sub-license, or otherwise
transfer the software or any documentation relating thereto or attempt
to transfer their rights hereunder; (b) remove or obscure IMS's
proprietary rights notice; (c) alter, decompile, or disassemble the
programs; or (d) utilize the software on any service bureau, time
sharing, or interactive cable system.
IMS will put the source code for the program into an escrow account so
that the City can be assured of continued accessibility in the event of
changes in IMS, its assignees or successors. In addition, IMS will
provide software maintenance for a period of one (1) year from the date
of delivery of the Pavement Management Software Program. Any
additional modules developed during that time period will be provided
to the City of Chula Vista at no additional charge. Program revisions
after the first year will be provided as part of an optional software
maintenance service or on an individual basis.
IMS has reviewed the City's COMPAQ 286 Deskpro computer and finds it
compatible for the proposed Pavement Management Program. If not presently
available to the City, IMS recommends consideration of the following
minimum computer hardware to most efficiently operate the proposed Pavement
Management Software Program:
EVEREX GRAPHICS EDgE- l~2-Column Display Card
DIGITAL RESEARCH C Basic Compiler PC DOS
~T 6 Pack Plus with 2§6X RAM, clock, one Parallel Port and One Serial
Port
dBASE III
132-Co1~n Printer with Tractor Feed
City of Chula Vista, California (01-8056A00)
Page 14
H~roh 2?, 1986
It should be coted that the above referenced equipment or equivalent will
provide the greatest efficiency when operating the proposed Pavement
Management Software Program. Although IHS is willing to provide this
equipment for an additional fee under the terms of this proposal, we would
recommend that the City eoceider purchasing required equipment from looal
sourcee. This will enable the City to obtain the benefits related to
warranty, service, local diseounts, and sales tax relief.
IMS will provide three days of hands-on instruction in the operation of the
Pavement Management Software Program to staff designated by the Cit~ We
suggest that these individuals have a basic knowledge in microcomputers and
are presently able to operate the COMPAQ 286 Deskpro. We have completed
this exercise with clients on a number of occasions and the procedures have
proven satisfactory in all cases.
In addition to training for the operation of the software program, IMS will
also provide instruction in pavement management data interpretation. This
three-day program begins on the third day of the software training and is
directed towards computer operators trained in the program operation as
well as the individuals designated by the City as responsible for the Pave-
ment Management Program. The training programs are supplemented by written
operation manuals.
As a client uses the software, there are generally a number of questions
raised over a period of the first two or three months of use. We suggest
that an allowance be made for a further two-day trip by a senior engineer
to deal with any questions or problems that may arise. If this trip was
required to assist in raising the efficiency of the City's program
operators, it would be charged at our per diem rates. A trip required to
maintain the program in its first year of operation would be at no cost.
INS will deliver to the City of Chula Vista a completely operational
Pavement Management Software Program loaded onto the City's COMPAQ 286
Deskpro microcomputer. The data from the field investigation will be input
into the program and the appropriate training will take plac~ IMS will
also provide an in-person presentation of the results of both the pavement
evaluation and pavement management programs to designated City personnel
and/or elected officials.
City of Chula Vista, California (01-8056A00)
Page 15
March 17, 1986
IMS Infrastructure Management Services will provide the necessary
personnel, equipment and services to fulfill the field and report portions
of the program described previously.
3~
IMS is prepared to initiate the field testing within 60 days of notice to
proceed. Within ~5 days of the commencement of the field activities and
upon receipt of the information to be provided by the City, IMS will
install the completely operational Pavement Management Program. The
previously referenced time schedule is based on IMS performing the field
data collection activities. Should the City elect to use in-house staff to
perform various phases of the surface condition survey, delays in data
input into the Pavement Management Software Program may fall beyond the
control of IMS.
F. I~FOI~4ATIONAND SERVICES PROVIDED BX THE CITY
The proposed Pavement Management Software Program corresponding fee
schedule is submitted with the assumption that the City of Chula Vista will
provide or assist IMS in the following information and services:
1. Project limits along with the necessary street maps to perform a
surface condition survey with the Laser Road Surface Tester. If
project level evaluation is to be included, it will be necessary for
the City to include a reproducible mylar of the street sections on a
scale of 1" = 200' to 1" = 600'.
i 2. Coordination activities with other departments within the City or other
~ agencies, if necessary, for the completion of the project.
{ 3. A safety vehicle on heavily traveled arterials if requested (may be
, needed during deflection testing program).
4. Present and future (ten year) traffic volumes delineating automobiles,
single-axle trucks, multi-axle trucks and buses.
5. Maintenance strategies under consideration by the City.
City o~ Chula ~ista, California (01-80~6A00)
Page 16
~reh 27, 1986
IMS Infrastructure Management Servlees proposes to provide this Pavement
Management Software Program, RST condition survey, deflection testing,
environmental survey, inventory, and corresponding training according to
the followir~ fee schedule:
Pavement Management Software Program
for installation into the City's COMPAQ
286 Deskpro microcomputer with expanded
inventory capacity and corresponding
training $25,000. O0
Manual Surface Condition Survey Training
Course for three City staff $ 3,000.00
Surface Condition Survey Conducted by IMS
Personnel (stationing and environmental
survey provided by City personnel) $ 500.00/day
Continuous Laser RST surface condition survey $15.00/lane block
(consists of the following investigations: (network level)
crack, macrotexture, rutting, roughness, Project level fee
environment, and inventory) dependent upon
selected interval
Deflection testing $10.00/test
Optional Yearly Software Maintenance Service
Commencing 12 months after delivery $250.00/month
Coring through pavement section into top of
suhgrade (optional) $50.00/eore
We have based our estimates on a pavement system of approximately 45
centerline miles comprised of approximately 56 lane miles of four-lane
pavement and 62 lane miles of two-lane pavement. In addition, we have
estimated approximately 9 blocks per mile. A block is defined as the
distance between two intersections with no section exceeding 660' in
length. Based on these assumptions, we estimate that the first
alternative, which includes the Pavement Management Software Program,
training of City staff in manual surface condition survey techniques, an
IMS surface condition survey of approximately 400 test sections, and
deflection testing on approximately 800 sections, could be performed for a
lump sum fee of approximately $40,000.
City of Chula Vista, California (01-8056A00)
Page 17
Ma~eh 27, 1986
The second alternative, which includes a Pavement Management Software
Program, RST surface condition survey, and deflection analysis on
approximately 800 sections, with training of City staff in manual surface
study teehniques, would be performed for approximately $48,000.00 in total.
The third alternative, which includes, a software training and testing on
each lane bloek of pavement totalling approximately 1,100 test sections,
would be performed for approximately $55,500.00 in total.
The fourth alternative, which includes the Pavement Management Software
Program, project level testing on the arterial/collector streets, and
single-pass, block-by-block testing on the residential system, with
training of City staff, would be performed for a total fee of approximately
$60,000.00.
The City will be billed on a unit price basis for the number of test
sections actually evaluated.
Invoices will be submitted on a monthly basis based on the following fee
schedule:
Project Initiation & Mobilization 25% of Contract
Completion of Surface Condition Survey 30% of Contract
Completion of Deflection Testing 25% of Contract
Upon installation of Pavement Management
Software Program 20% of Contrct
Coring will he treated as a sepsm'ate fee if included.
Payments are due within 30 days of receipt of invoices.
City of Chula Vista, California (01-8056A00)
Page 18
March 27, 1986
H. ~C~LSUPPORT
The cornerstone of IMS is its reputation of providing services to clients.
With this philosophy, we are prepared to assist the City at any time that
you may need teohninal support to ensure the efficient use of the Pavement
Management Program.
IMS offers consultation services on an hourly or daily basis. The rate
will varywith the level of individual required to provide this service.
Our present hourly rates are as follows:
Principal $90.00/hour
Senior Engineer $50.O0/hour
Senior Technician $35.00/hour
The difference in rates are tied only to the individuals involved. We
attempt to respond to a client's needs as early as possible and to meet his
particular requirements.
City of Chula Vista, California
Page 19
March 27, 1986
We are submitting five (§) copies of this proposal, each of which shall be
considered as a original by their duly authorized officers. Your consideration
of this proposal is appreciated. Acceptance is constituted by signing and
returning one (1) copy to our office.
Very truly yours,
IMS INFRASTRUCTURE MANAGF~4ENT SERVICES
ATTEST:
Donald L. Bardt David A. Vallis
Director of Business Development Managing Director
Executed by the Public Agency:
City of Chula Vista
ATTEST: State of California, acting by and
through
By its
.Clerk B~
Ti tle:
(Seal)
APPENDIX "A"
PARTIAL LIST OF CLIENTS
Network Level Pavement Hanagement Software Programe baaed on Laeer RET
condition surveys with deflection analysis:
CITY OF OAKLAND, CALIFORNIA CITY OF GAINES¥ILLE, FLORIDA
A1 Lenzini, Deputy DPW Emery Swearingen, City Engineer
(415) 273-3971 (904) 374-2051
20,000 lane blocks 6,000 lane blocks
CITY OF WESTMINSTER, CO CITY OF MIDLAND, TEXAS
Sam LaConte, Street Supt. Harvey Hansen, City Engineer
(303) 429-1546 (915) 683-4281
4,000 lane blocks 5,600 lane blocks
CITY OF KNOXVILLE, TN
Robert Bowers
Direct of Engineering
(615) 521-2148
20,000 iane blocks
P~ojeet Level Pavement Programs including manual or RST condition survey with
deflection analysis at 200' intervals:
CITY OF ELGIN, IL VILLAGE OF BUFFALO GROVE, IL
Mel Dahl, DPW Greg Boysen, DI~
(312) 695-6500 (312) 541-2545
60 miles 80 miles
CITY OF ROCKFORD, IL VILLAGE OF GLENVIEW, IL
Ralph Speer, Jr. Commr. PW Richard Marteon, Village Engineer
(815) 987-5500 (312) 724-7700
400 miles 120 miles
BURROUGH OF CARLISLE, PA CITY OF NEWPORT NEWS, VA
Bert Davis, DPW Max Palmer, DPW
(717) 249-4422 (80q)
877-5700
60 miles 10 miles
CITY OF MILWAUKEE, WI CITY OF
ZION,
IL
Edwin J. Laszewski, City Engineer Jim Whirr, DPW
(414) 278-2400 (312) 872-4546
Several years ~ 18 miles/year 70 miles
VILLAGE OF GL~COE, IL
Carl Peter, DPW
(312) 835-4111
35 miles
SAl100-3
APPENDIX "B"
~-' Director of Engineering, IMS Infrastructure Management
Services
~ Georgia Institute of Technology (BSCE)
ACTIVE Licensed as a Professional Engineer in the following states:
· u~ Arizona Oregon
Illinois Missouri
Indiana Ohio
Florida California
Colorado Virginia
Kansas Oklahoma
Michigan New Mexico
North Carolina Washington
South Carolina Pennsylvania
Kentucky Alabama
Wisconsin Georgia
Delaware
~ Ameriean Public Works Association
Institute for Transportation of the American Public Works
Association Oversight Committe on Pave System
National Association of County Engineers
Transportation Research Board, National Academy of Science
A2B06, Pavement Management, Monitoring, Evaluation
and Data Storage
Institute of Traffic Engineers
National Society of Professional Engineers
Illinois Society of Professional Engineers
April 1985 To Present: IMS Infrastructure Management Services
Director of EnEineerlng
1960 To April 1985: Novak, Dempsey & Associates, Inc.
Twenty-five years, President of Novak~ Dempsey & Associates, Inc.
Performed the following functions.
(1) Developed and supervised a Comprehensive Pavement Evaluation Program "
which uses non-destructive dynamic deflention testing methods.
APPENDIX "B"
Robert L. Novak Page 2
(2) Research and development of s~veral other forms of pavement
evaulation including skid resistance, ride quality, ride and rough-
ness and videologging.
(3) The establishment and preparation of specification and standard which
is part of contract management which includes selection of
contractors, letting, award, continuing management and close of
contracts.
(4) Design and construction engineering of public and private contracts.
(5) Airport evaluation.
(6) Bridge deck evaluation.
(7) Pavement management systems.
(8) Solls, concrete, asphalt, and other material testing and field
inspection.
(9) Soil surveys, foundation drilling, and soil mechanics engineering.
(10) Research and development of construction material.
- (11) Analysis and correction f construction problems.
(12) Construction supervision.
(13) Feasibility studies and investigations for land development.
1958 To 1960: Naess & Murphy
Two years, Assistant Director of Engineering, O'Hare Field, for Naess &
Murphy during construction of $110,000,000.00 Bond Issue reconstruction at
O'Hare International Airport. Supervised all on-site design during
initial phases. Served as Chief Materials Engineer and in charge of all
field inspection personnel (up to 60 people).
1954 To 1958: Director of Chief of Field Investigation
Four years, Director of Chief of Field Investigation for $120,000,000.00
U.S. Air Force Academy construction at Colorado Springs, Colorado, in
charge of soil mechanics during design stage; in charge of laboratory and
field testing, concrete inspection, asphalt inspection, soils inspection
and miscellaneous field inspection (up to ~0 people) during construction
stage.
Prior To 1954: American Bridge Company
Worked for American Bridge Company, Soil Testing Services, Frank Kornaeker
& Associates, and served two years in the U.S. Army, 29th Topographical
Batallton as a Survey Party Chief with honorable discharge.
APPENDIX~ "B"
Senior Engineer
C~ B.S. Civil Engineering, Brigham Young University
~: ASTM Committee E.I?
APWA
April 1985 to Present: IMS Infrastructure Management Services
Responsible for computer program development/computer operations. Field
and office research and development. Training of field and client
'personnel in computer pavement evaluation and management. Responsible for
ongoing development of the pavement management suite of programs.
In addition, installed pavement management software and trained personnel
for the City of Oakland, California; Gainesville, Florida; and Westminster,
Colorado. Also implemented the testing design and rehabilitation of the
Consolidated Freightways Fremont, Indiana, terminal yard as part of a five-
year rehabilitation plan.
1983 to April 1985: Novak, Dempsey & Associates, Inc.
PositioD:~ Director of Engineering
Responsible for all computer operations in conjunction with Pavement
Management Programs. During this time, converted programs from
minicomputer to IBM nompatible microcomputer. Developed data entry program
to enhance productivity. Was responsible for development of Pavement
Management Program conversion into a form that is usable by clients on
their own hardware.
Projects include: City of Oakland, California; City of Knoxville,
Tennesse; Vietoria, B.C.; Sioux Falls, South Dakota; Yuma, Arizona; Vail,
Colorado.
Responsibilities included construction management and design. A $600,000
freight terminal yard design and construction was completed during this
time.
APPENDIX "B"
David E. Butler Page 2
1981 to 1983: Novak, Dempsey & Assoeiates, Inc.
Field Inspector and Project Engineer for $2.1 million reconstruction of
State Route 31 and Huntley Road in Carpentersvtlle, Illinois.
As Director of Construction Management and Design, completed various
pPojects involving pavement rehabilitation and reconstruction. Design and
construction of freight terminal yard for Consolidated Freightways
totalling $750,000. Design and construction of a five-year pavement
rehabilitation program for the Gould Center in Rolling Meadows, Illinois.
During this time, established proeedures and standards for design and
reporting of construction management for Nova](, Dempsey & Associates.
APPENDIX "B"
Senior Teehnielan
B.S. Geography (Cartography and Urban Planning), Western
Illinois University
April 1985 to Present: IMS Infrastructure Management Services
Responsible for the organization and direction of the data collection for
surface conditions surveys and deflection testing.
1977 to April 1985: Novak, Dempsey & Associates, Inc.
Involved with data collection on numerous pavement evaluation studies
which included the collection of surface condition data and deflection
testing. Became responsible for training of new staff within Novak-
Dempsey.in these techniques.
From 1982 he was responsible for the eoordination and direction of field
studies done by Novak-Dempse~ Was also active in the development of new
field testing procedures ineorporated in the e0mprehensive Novak-Dempsey
pavement evaluation program. In addition to direetlng and undertaking
visual studies, beeame eompetent in the operation of automated data
collection using the Laser RST.
APPENDIX "B"
POSiTIOn: Progr~,~er
C~: A.A.S. Data Processing, Oakton Community College
Data processing major (Cobol, Assembler, Basic/Fortran,
Systems Analysis, Microcomputer)
University of Illinois, 1963 to 1965
April 1985 to Present: IHS Infrastructure Management Services
Responsible for supervising programming in CBasic and dBASE II & III;
monitoring program runs, quality control of reports generated, forms
design, and project logs. Training of client's staff in operation of IMS
Pavement Management System.
Projects include- Westminster, Colorado; Oakland, California; Glencoe,
Illinois; Fond du Lac, Wisconsin; and Midland, Texas.
April 1984 to April 1985: Novsk, Dempsey & Associates, Inc.
Responsible for data entry and edit for the projents of Knoxville,
Tennessee; Victoria, B.C.; Mt. Prospect, Illinois; Shawnee, Oklahoma; and
Elgin, Illinois.
ATTACHMENT "B"~
June 12, 1986
Mr. Clifford L. ~wanson
Deputy Public Works Director
City of Chula Vista
276 4th Avenue
Chula Vista, CA 92010
RE: Response to Pavement Management Questions
Dear Mr. Swanson:
We are pleased to be selected as one of the two finalists for the contract to
provide a Pavement Management System for the City of Chula Vist~ As requested
we enclose our written response to the 12 questions posed in your letter of
June 4, 1986.
1. The following information, to be provided by the City, is necessary to
develop the comprehensive pavement management program:
A. Project limits in the form Of a street map indicating the street
sections to be included in the investigation. The map should have a
scale similar to the one included as part of your questionnaire so
as to clearly identify street names. At the network level block
test sections are identified by street name with the limits being
defined by intersecting streets. If a project level investigation
is to be done initially, it will be necessary to include a
reproducible mylar of the street sections on a scale of 1" = 200' to
1" = 400' as each test section is plotted on a drawing to indicate
the actual location for future field reference.
B. An indication of the classification of each street (arterial,
collector, residential, etc.) for use in the inventory portion of
~ the program.
C. Present traffic information in the form of ADT or Caltran supplied
TIs. Since traffic has a significant effect on pavement
performance, a breakdown of automohiles~ trucks, multi-axle trucks
and busses is desirable. It should he noted that if existing
traffic information is not available, fairly accurate estimates can
be developed through the combined effort of IMS and City Staff
without the necessity of an extensive survey. Most agencies do not
have actual traffic counts on the majority of their streets, and
update the traffic input from time to time as it becomes available.
City of Chula Vista
Page 2
June 12, 1986
D. An estimate of percentage increase in traffic ever the next 10
years.
E. Estimates of in-place cost on a per square yard basis for selected
rehabilitation strategies to be considered within the program. The
City can select from more than 160 strategies included with the
software. Many prices are stable from year to year but, if the cost
of material or labor fluctuates, it is recommended that a supplier
be contacted for an accurate price estimate.
F. An estimate of future annual inflation so as to develop future
rehabilitation costs.
The above City supplied information is necessary to generate the
Pavement Management Program. It should be noted that since the City
will own the program, initial estimates for traffic, inflation or
rehabilitation costs can be changed by City staff whenever revised
information becomes available. The program can then be re-run to
reflect any changes resulting from future information.
2. The deflection analysis techniques incorporated in the IMS Pavement
Management Program provide specific information on the performance of
each strata within the structural section. Since we use all five
sensors in the analysis we actually identify the overall condition of
the pavement along with the condition of the base course and subgrade.
Maximum deflection in combination with traffic is used to determine
future performance of the pavement. SCI resulting from the difference
between the first and second sensor readings is used to determine the
condition of the base structure. BCI, the difference between the fourth
and fifth sensor reading, is used to identify the condition of the
substructure (subgrade). In addition to these three evaluation
processes we determine the Spreadabllity which provides valuable
information in determining the ability of the base course to transfer
load laterally. By combining these forms of analysis, the proposed
software program will provide the City with information indicating the
present condition, future performance, and the cause of pavement failure
whether it be surface, base, subgrade or traffic related. This complex
form of analysis is necessary to determine optimum rehabilitation
strategies that are not limited to asphalt overlays.
The Dynaflect testing program indicates the performance of each strata
within the structural section but does not indicate the actual thickness
of each layer. Although deflection testing with this method of analysis
City of Chula Vista
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June 12, 1986
substantially reduces the need for coring, there are several instances
when coring may be appropriate. Generally the following four situations
may indicate the need for a limited coring program:
A. When selecting a rehabilitation strategy based on recycling,
asphalt and base course thicknesses should be identified.
~ B. When deflection readings indicate unusual situations that cannot be
readily explained from previous testing procedures.
C. When attempting to delineate the limits of a distressed area at the
project level.
D. When specifically required for State or Federal funding of a
rehabilitation project.
3. We have reviewed the City's computer hardware and find the Compaq 286
Deskpro compatible with the IMS Pavement Management Software Program.
We recommend that the City consider purchasing the following computer
hardware and software, if not presently available, to most efficiently
operate the programs:
Expanded RAM capacity to 512k $150.00
' dBASE III or dBASE III Plus $400.00
The City's existing hard disk capacity is sufficient for the proposed
project but, should the City wish to expand the Pavement Management
Program to include its entire street network, it may wish to consider
the addition of an IOmega-Bernoulli twin 10 megabyte hard disk system.
There is no ongoing licensing cost for any of the equipment mentioned or
for the proposed Pavement Management Software Program. IMS will provide
software maintenance for a period of one year from the date of delivery
of the Pavement Management Software Program. This maintenance period is
included in the softwaA~e price. Any additional modules developed during
that time period will be provided to the City at no additional charge.
Program revisions after the first year will be provided as part of an
optional software maintenance service or on an individual basis. The
optional software maintenance service is provided at a rate of $250.00
per month.
City of Chula Vista
Page ~
June 12, 1986
4. Although the program provides similar output for both network level
(block sections) and project level (200' sections) investigations, the
project level report provides a higher degree of confidence. This is
the result of more deflection readings and of information summarized
over a lesser section length. The surface study portion of the field
~ data collection is performed continuously and summarized in 200'
sections and by block. As a result of this methodology, the major
difference between project level and network level investigations is the
number of deflection readings. Initially, a network level program can
be performed using one deflection reading per block. If the evaluation
indicates a need for additional investigation, the City can expand the
~ program into a project level analysis by simply adding additional
deflection readings. It will not require an additional surface study.
Expansion of initial network level investigations to future project
level investigations has not been included in the price schedule.
Several municipalities have elected to develop their initial Pavement
Management Program utilizing project level investigations for arterial/
collector streets and network level investigations for residential
streets. This is based on a user benefit approach. It is therefore
feasible to mix 200' sections with block sections for different
classifications of streets or for different streets with the same
classification. It should be noted that the identification of the level
of testing is predetermined based on classification or previous
knowledge of street sections.
Unfortunately, a superficial field survey to determine areas for project
and network level analysis is not cost effective. A "windshield" survey
does not identify pavements in their initial state of distress or those
pavements that may have underlying problems. It is our opinion that
the City will not need a detailed project level investigation on each
street within the annexed area. The proposed network level
investigation will provide substantial information and indicate those
areas that may need additional information prior to major rehabilitation
programs.
5. IMS is prepared to perform an RST surface investigation and deflection'
analysis on the arterial/collector streets while performing a visual
surface investigation and deflection testing program on the remaining
streets as indicated in our Alternative #1. The cost savings to the
City for this approach would be approximately $1,075 less the cost of a
City employee for six days and required vehicular support.
City of Chula Vista
Page 5
June 12, 1986
There are two significant differences between manual and RST surface
data collection. First, the RST performs a continuous, objective
measurement of surface distresses. It is not affected by light
conditions, and provides total repeatabilit~ The manual surface study
evaluates 3~ different perameters on a dual rating system and is
subjective in nature. Repeatability varies with personnel and
experience. It is also impossible for the rater to collect roughness
and rideabtlity data. Roughness and rut depth are provided as part of
the RST output and used in the evaluation process when data collection
is performed by the RS~
The second difference lies in the ability to expand network level
programs into project level programs at a later date. The RST will
collect and store data in 200' intervais and then summarize data in
block intervals for network level investigations. At a future date,
surface data can be recalled in shorter intervais and additional
deflection readings can be added. This flexibility is not generally
available with the manual data collection technique.
Repeatability has always been a problem in manual surface condition
surveys, l~is problem can be minimized by using a singie, experienced
rater. When the survey team is made up of multiple personnel, the
problem is compounded. It is advantageous to use the same survey
personnel for all surface condition investigations so as to realize the
maximum accuracy from a subjective survey. This is true for both the
initial investigations in the annexed area or future investigations
throughout the City. When developing priorities, it is necessary that
uniform data collection techniques have been used regardless of time or
location. To minimize the problem of time, the proposed Pavement
Management Program includes provisions for both temperature correction
and seasonal adjustments necessary to account for changes in climatic
conditions during the field testing activities. These provisions are
included for both manual and laser RST surface condition surveys.
6. As stated in ~5, RST surface condition surveys can be performed to
collect data in 200' sections with initial output being summarized on a
block-by-block basis. The surface information can later be recalled in
200~ intervals so that it would only require additional deflection
readings to expand the program into a project level analysis. Whenever
the surface information is recalled in 200' intervals, it will be
necessary to supply deflection information for each of those 200'
sections. Once this is provided, the proposed software program will
reanalyze each 200' section and generate a project level report. In
order to provide the City with the most cost effective means of Pavement
Management, IMS recommended that the residential streets be tested using
one pass of the RST per centerline or two-lane block and one deflection
test per section.
City of Chula Vista
Page 6
June 12, 1986
The reference to one deflection test per section referred to each
section bain& a centerline block (two-lane block). Since the RST
develops the stationing and inventory portions of the program
concurrently with the surface condition survey, it establishes the
definition of the "test section." A best section is a predetermined
interval, i.e. 50', 100', or 200' length, a lane block, or centerline
block (two-lane block). Therefore, one deflection test is taken per
test section. Averaging of deflection tests within a test section will
generally develop misleading or non-representative information.
7. The followinE table sets out our best estimate of City Staff involvement
in the proposed program. It should be noted that the manual surface
condition survey reflects the estimated effort necessary for the City to
Collect approximately 50% of the field data
City of Chula Vista
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june 12, 1986
NC. STAFF DAYS TOTAL HOURS/DAY TOTAL
MAN DAYS HOURS
TRAINING
Manual Surface Study 3 5 15 8 120
Software Operation 2 3 6 8
Data Interpretation 2 3 6 8 48
RST Orientation 2 1/2 1 8 8
Dynafl eot Orientation 1 1 1 8
29 232
SURVEYING *
Manual Surface Study 1-3 12 8 96
(50%)
Expanded Inventory 1-2 20 8 160
Data Collection
(C&G, Sidewalk, Parking,
Bike Lanes) 32 256
OPERATIONS *
Traffic, Maps, General I 2 2 8 16
Information
Safety Vehicle Operator 1 3 ~ 10 ~0
5
* PRODUCTIVE -ACTIVE FIELD WORK
City of Chula Vista
Page 8
June 12, 1986
8. The major difference between performing a network level inventory and
investigation vs. project level is based on the rationale that not every
street within the annexed area needs to be evaluated based on 200'
sections. Therefore, the natural question arises; what should be and
what should not be performed at the project level? The only way to
identify this is with a network level investigation capable of analyzing
both surface and subsurface conditions. This factor, plus the proposed
program's ability to establish a base inventory, develop priorities,
determine condition and identify future rehabilitation needs is the
basis of our recommendation to have the initial program performed at the
comprehensive network level.
Surface distress is not the only basis for identifying those areas in
need of a more detailed analysis. Uniformity of pavement, sub-surface
condition, vehicular loadln~ and drainage all affect the decision making
process. It is not necessary to conduct a project level investigation
prior to implementing all rehabilitation strategies and in fact may only
be needed in a relatively small percentage of the street network.
It should also be pointed out that network level studies have greater
benefit whe~ conducted on a City's entire street network. Project level
investigations can be argued for projects the size of the Montgomery
annexation Based on the limited funds avaiable for this project, and
our successes with other municipalities using these techniques, the
proposed comprehensive network level investigation will provided the
greatest benefit to the City.
9. As stated earlier, we would not recommend a project level study on all
streets. Based on your assumptions, it is of interest to note that the
a~terials/collectors show the greatest sign of distress and that in some
cases distressed areas are evident on only a single lane or half of the
street. Based on this information and the fact that most distressed
areas on the other streets appear to be approximately 200' or greater
reinforces our recommendation of performing a pavement management
program with field data collection as proposed in alternative #2. This
would provide for individual analysis per lane block on arterials and
collector streets. Residential streets would he evaluated on a
centerline or two-lane block basis. Short blocks ave treated as
individual sections. Blocks having substantial distance between
intersections would be subdivided so that no section exceeds 660' in
length.
Although the software program includes a method of analysis that allows
our projections to be accurate for a period of 10 years, we agree with
the City's thoughts of delaying any required project level analysis to a
time frame closer to the actual scheduled rehabilitatio~
City of Chula ¥tsta
Page 9
June 12, 1986
10. Based on our previous discussions, our proposal of March 27, 1986, and
your questions of June ~, 1986, we recommend a comprehensive network
level Pavement Management Program as identified in alterative #2 of our
propose1. This investigation would consist of approximately 800 test
sections based on the information provided by the City and the
assumption that there is approximately 9 blocks or test sections per
mile. Based on this information, IMS is prepared to offer a not-to-
exceed price schedule as indicated below:
LANE MILES BLOCK/MILE FREQUk~ICY TEST SECTIONS
ARTERIAL/COLLECTOR 62.~ 9 1/LN BLOCK 562
& FAU
OTHER 53.0 9 1/DUAL LN BLK 239
TOTALS 115 . 4 800
FIELD TESTING
RST Surface Condition Survey 800 TESTS ~ $15.00 $12,000
Deflection Testing (Dynafleet) 800 TESTS @ 10.00 8,000
PAVEmeNT MANAGEMENT SOFTWARE PROGRAM $20,000 *
WITH RELATED TRAINING
MANUAL SURFACE STUDY TRAINING 3,000
SUB TOTAL $~3,000
COMPUTER HARDWARE & SOFTWARE
Expanded RAM Capacity to 512k $150
dBASE III or dBASE III Plus 400
SUB TOTAL $550
SOT TO EXCEED TOTAL
City of Chula Vista
Page 11
June 12, 1986
Management Program for not only the Montgomery annexation but for all
streets within the City's maintenance jurisdiction in the future. It
has a proven track record, with over 10 years of practical experience
and is the bench mark for which others strive to achieve.
I trust our response to your questions has helped elart/hj the IMS approach to
Comprehensive Pavement Management. I look forward to meeting with you at 4:00
p.m. on Wednesday, June 18, to further discuss the proposed Pavement Management
System.
Very truly yours,
IMS INFRASTRUCTURE MANAGEMENT SERVICES
Donald L. Hardt
Director of Business Development
DLH/kjr
Ref: 01-8056A00