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Home My WebLink AboutCity of Tamarac Resolution R-97-177Temp. Reso. #7922 Page 1 July 2, 1997 CITY OF TAMARAC, FLORIDA RESOLUTION NO. R-97-1-1 7 A RESOLUTION OF THE CITY COMMISSION OF THE CITY OF TAMARAC, FLORIDA, APPROVING THE PROPOSAL FROM INFRASTRUCTURE MANAGEMENT SERVICES (IMS) IN THE AMOUNT NOT TO EXCEED $68,000 TO RE- EVALUATE THE CITY STREETS IN ORDER OF THEIR REHABILITATION PRIORITY; PROVIDING FOR CONFLICTS; PROVIDING FOR SEVERABILITY; AND PROVIDING FOR AN EFFECTIVE DATE. WHEREAS, The City of Tamarac desires to re-evaluate the streets and rank them in order of their rehabilitation priority prior to initiating a comprehensive Street Improvement Program; and WHEREAS, Florida Statute 287,055 allows a public agency to choose a qualified firm to perform professional services without having to go out for bids; and WHEREAS, The City staff invited proposals from four (4) qualified consultants and their quotes are summarized as follows: 1. Infrastructure Management Services (IMS) $ 68,000 2. Kimberly -Horn & Associates, Inc. $141,925 3. Carr Smith & Associates Not to exceed $80,000 4. William Hatfield & Stoner, Inc. Not to exceed $85,000 WHEREAS, The Director of Public Works and Stormwater Engineer reviewed all four (4) proposals; and Temp. Reso. #7922 Page 2 July 2, 1997 WHEREAS, The Director of Public Works and Stormwater Engineer determined that the proposal from Infrastructure Management Services best served the needs of the City due to non-destructive testing and structural analysis at the lowest cost; and WHEREAS, The Director of Public Works and Stormwater Engineer recommend that the proposal from Infrastructure Management Services be approved; and WHEREAS, The City Commission of the City of Tamarac, Florida, deems it to be in the best interest of the citizens and residents of the City of Tamarac to approve the proposal from Infrastructure Management Services in the amount not to exceed $68,000. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COMMISSION OF THE CITY OF TAMARAC, FLORIDA: SECIION : That the foregoing "WHEREAS" clauses are hereby ratified and confirmed as being true and correct and are hereby made a specific part of this Resolution upon adoption hereof. $ACTION 2: That the proposal from Infrastructure Management Services in the amount not to exceed $68,000 is HEREBY APPROVED. SECTIQJV 3: That Infrastructure Management Services shall abide by all City requirements for providing services to the City. SECTION 4: All Resolutions or parts of Resolutions in conflict herewith are hereby repealed to the extent of such conflict. 1 1 Temp. Reso. #7922 Page 3 July 2, 1997 SECTION 5: If any provision of this Resolution or the application thereof to any person or circumstance is held invalid, such invalidity shall not affect other provisions or applications of this Resolution that can be given effect without the invalid provision or application, and to this end the provisions of this Resolution are declared to be severable. SECTION 6: This Resolution shall become effective immediately upon its passage and adoption. PASSED, ADOPTED AND APPROVED this "A3 day of 1997. ATTEST: CAROL A. EVANS CITY CLERK I HEREBY CERTIFY that I approved this RESOLUTIO"s to forte MITCI#E� CITY A agenda meeting 7/23/97-bi KRAFT RNEY JOE SCHREIBER MAYOR RECORD OF COMMISSIO VOTE MAYOR SCHREIBER DIST 1: COMM. MGKAYE DIST 2: WM MIS HKIN DIST 3: COMM. SULTANOF liurx— DIST 4:.,..COMM. ROBERTS it — Arlington Heights, It Toronto, Ont. Atlanta, GA Corona, CA Orlando, FL Plano, TX New Westminster, B.C. Vittorio, B.C. Im �IpPY11t'Y1( Si'mc7 ; PROPOSAL TO CITY OF TAMARAC, FLORIDA FOR COMPREHENSIVE PAVEMENT MANAGEMENT SYSTEM IMS PROPOSAL NO. 03-8254 DATED: JUNE 9, 1997 SUBMITTED BY: IMS INFRASTRUCTURE MANAGEMENT SERVICES, INC. 5850 LAKEHURST DRIVE SUITE 150-33 ORLANDO, FLORIDA 32819 407-351-4343 • 5850 Lakehurst Drive 0 Suite 150.33 0 Orlando, FL 32819 0 Phone (407) 351-4343 ■ Fax (407) 351 51 ?—p 9.9`1-►`1 rl C� Arlington Heights, IL Toronto, Ont. Adonto, GA Corona, CA Orlando, FL Plano, TX New Westminster, B.(. Victoria, B.C. • • Imp iriras!rut!ur `,'.arcanener; Sr.:,�c June 6, 1997 Raj Verma Public Works Director City of Tamarac 6011 Nab Hill Road Tamarac, FL 33321-2401 RE: PROPOSAL FOR A CITY-WIDE COMPREHENSIVE PAVEMENT EVALUATION AND PAVEMENT MANAGEMENT PROGRAM SOFTWARE Dear Mr. Verma: I am pleased to a f f e r this proposal on behalf of IMS Infrastructure Management Services, Inc., for a comprehensive and objective network -wide pavement evaluation, on Tamarac Is 140 paved centerline miles of streets, and a state-of-the-art Comprehensive Pavement Management software program, to meet Tamarac's specific needs. The IMS Comprehensive Pavement Management Program software will provide the City of Tamarac with an effective tool to manage street maintenance funds and activities for one (1) to five (5) year periods. The following portions of this proposal include: PROPOSED SCOPE OF WORK: TECHNICAL ELEMENTS OF THE PROGRAM ANALYSIS OF PAVEMENT DATA PAVEMENT MANAGEMENT SOFTWARE NETWORK DESCRIPTION PROPOSED SCHEDULE AND COMPENSATION: 58SO Lokehurst Drive o Suite 1 SO-33 ■ Orlando, FL 32819 ■ Phone (407) 351-4343 ■ Fax (407) 351-M 51ZD ;� � -/ ' / - r l i PROPOSED SCOPE OF WORK: TECHNICAL ELEMENTS OF THE PROGRAM: 1) A Surface Distress Condition Survey, using the Laser Road Surface Tester (RST). Eleven (11) lasers are used to collect detailed information on cracking, roughness, rutting and texture. Street Inventory stationing (test limits) is typically block -to -black in urban areas. The block -to --block testing permits easier linkages to GIS graphical software. 2) An Environmental Survey that identifies areas within your street network where present or future drainage problems may affect pavement life. The IMS field crew rates the drainage capabilities of the pavement, shoulders and overall site, for each pavement section inventoried. 3) A non-destructive Structural Survey, using the Dynaflect. IMS performs a multi -sensor, layered deflection analysis to determine the structural ability of each pavement test section to withstand expected traffic. This includes the interaction of the pavement, base, and subgrade layers, This testing is not performed on brick or unpaved streets. 4) Training of designated city staff is in three (3) phases. Phase 1 training involves the operation of the software and is provided at the time of software delivery. Phase 2 training involves the interpretation of the data, and is performed approximately two weeks later, Phase 3 training involves a follow-up refresher and can be performed anytime within the first year of operation. The most requested time for this phase is just prior to the generation of budgets for the next fiscal year. 5) Optional Software Maintenance Contract begins 12 months after initial software delivery, This contracts IMS to provide the City of Tamarac, with all new software version upgrades and unlimited technical support. The IMS Comprehensive Pavement Management Program software has been developed to provide the most in-depth analysis of pavement condition information, traffic and strategies, to optimize pavement maintenance funds. This stand-alone or network modular software is DOS -based and runs under DOS or Windows, on IBM --compatible PC's. 0 STATIONING: IMS recommends that pavement data be collected and inventoried (stationing) on a block -to -black basis. This is the most appropriate method for easy identification of a street segment and most appropriate if plans call for linking this database to a Geographical Information System (GIS). On streets with one travel lane in each direction, IMS proposes to collect data in one direction only. The purpose of this approach is twofold: (1) it minimizes the cost of data collection, and (2) it is appropriate because any rehabilitation strategy, to be applied, would be performed across the street's entire width. Parking lanes are not tested. On streets with more than one travel lane in each direction, IMS proposes to collect data in both directions, in the lane experiencing the majority of truck traffic. The purpose of this approach is twofold: (1) it minimizes the cost of data collection, and (2) it is appropriate because it considers the worst case scenario (truck/bus lane), since trucks and busses have a much greater affect on pavement condition, than cars. r - C_.. S7PI777 DINGR.a �1 a J kDie A I i yeo/7n�C cp\05 � T ,4 nS r`rj r e SAMPLE OUTPUT ,Icr.ccemenr Services MGCUL= — NVE:VTCRY LISTING ZDNEryryCCrv4 ;RED- rvryy 'RCM rC _ DIR LANE ~ Mai! -�� —~~~—~_~.,, 0 CMAIN S- WAPL CT N ..,.y.� O0 MaPL Si MAP! r CT MAIN ST N I if. '-r� - i • • • Surface Condition Laser Survey IMS uses the Video--Enhanced,11-Laser Road Surface Tester (RST) for pavement surface distress data collection, because it is accurate, repeatable, and fast. This state-of-the-art equipment uses laser technology to objectively identify and measure surface distresses such as: roughness (longitudnal profile), rut depth (transverse profile), texture and cracking (including block and alligator patterns). IMS has a fleet of three Laser RST vehicles. Each collects pavement surface data at speeds of from 5to 55 mph, without loss of data quality. In cities, a Laser .RST crew can average30 miles per day and collect a wide range of data to including: street inventory, distances, direction, right-of- way (ROW) items, pot holes, utility cuts, curb reveal, etc. VIDEO CAMERA CHARACTER 2 MONITORS GENERATOR VCR VIDEO CAMERAS SPC UNIT LASER ELECTRONICS ;� COMPUTER WITH KEYBOARD, DISPLAY AND PRINTER DISTANCE TRANSDUCER AC Drainage Condition Survey ACCELEROMETER INCLINOMETER RATE GYRO UNIT LASER SUPPORT BEAM METER At the same time, IMS field crews perform a drainage survey to include: pavement, shoulder and overall site drainage conditions. Drainage conditions are factored into the pavement analysis, as it seriously affects pavement life. 1-3 rf4 si Roughness The presence of roughness (longitudinal profile) is the condit-on that triggers the greatest number of complaints from the public. IMS measures the actual roughness, obtaining the International Roughness Index (IRI) and uses this measurement in the analysis process. Roughness can be related to the safety of the driving Public since drivers will alter their driving habits when a road's roughness exceeds a certain level. Rutting Rutting present within a roadway can be related to safety, as excessive rutting becomes a serious hazard during rainstorms, due to the potential for ponding and hydroplaning. The maximum rut depth, in the wheel path, will be collected every 4 inches and averaged for each street segment tested. Cracking _ Individual cracks are counted and recorded by number and size (grouped into four width categories and two depth categories). This information can be used to trigger maintenance activities such as crack sealing. In addition, crack density information for the extent of alligatoring and block cracking is recorded. Texture Texture measurements taken in the wheel paths and mid -lane permit identification of aggregate loss, raveling and flushing in bituminous pavements, and polishing and aggregate loss in concrete pavements. These items, in particular polishing and flushing, are safety related. Environmental Survey Concurrent with the surface condition survey, environmental data is visually collected to reflect drainage conditions within each test segment. The data collected relates to pavement, shoulder and site drainage capabilities. These factors have a substantial effect on pavement performance and are an integral part of the IMS Pavement Management Program. t2-�`7 '"''7 • Subsurface Condition Deflection Survey IMS will conduct a non-destructive deflection survey on the client's street network, using a 5-sensor Dynaflect. The Dynaflect has a proven track record and is considered a standard throughout the U.S., for city and county street networks. IMS has owned and operated these units for over 20 years. We now have three (3) units. IMS recommends the use of a Dynaflect over a Falling Weight Deflectometer (FWD), because the force wheels used on the Dynaflect impart a lower load on the pavement than the FWD. FWD's were designed for much thicker airport and interstate pavements, and could possibly cause damage to the thinner asphalt pavements of local streets. With deflection data, the IMS software is able to analyze the benefits of a full range of rehabilitation alternatives. Deflection data makes it possible to accurately determine where a pavement segment is in its life cycle, and thus be able to predict the future performance of a pavement segmemt. 4 . DEFLECT rjrj 8A51 U ""Z N'1 W2 w 3 W4 v5 aC� CM0 i ! 5C 1 SC t - w'1- w2 2Ci= wa_w5 ?55P�* �041 H�.w2.w3�w4�w5 �I Multi -sensor deflection analysis makes it possible to both identify the condition of the various underlying layers and determine the overall pavement condition. One deflection test is taken on each test section (block) inventoried, in the outside wheel path. Each of the 5 geophone readings is recorded for direct input into the IMS software. The IMS software calculates the Dynaflect Maximum Deflection (DMD), Surface Curvature Index (SCI), Base Curvature Index (BCI), and Percent Spreadability (ASP), and uses this information in the analysis process. „C , q -�-i'7-1 • GEnERAL OESCRIPTIOn The Dynaflect is an electro- mechanical system for measuring the dynamic deflection of a sur- face or structure caused by an oscillatory load. Measurements are independent of a fixed surface reference. The deflections measured on flexi- ble pavements by the Dynaflect system have been correlated to those obtained by the Benkleman Beam by a number of research groups in highway departments and universities. In addition to be- ing able to make deflection measurements, the shape of the 0- deflection basin can be readily determined. Accurate deflection measure- ments have been made on rigid pavements as thick as 24”. The ex- tent of the deflection basin in rigid structures can easily be defined with the Dynaflect system. The Dynaflect system, Figures 1 and 2, is designed to operate behind any vehicle that has a trailer hitch and a 12 volt battery system. The Dynaflect unit is a self-contained trailer with a control box so that the operation can be Performed by one man. Deflection measurements can easily be made on any surface that is accessible to the tow vehicle and the trailer. Thus, the Dynaflect system is more of a universal tool than any of the previously used systems. The lightweight design and the mode of operation make the Dynaflect system a practical tool for use in all phases of roadway or airport runway construction, as well as a maintenance tool to evaluate ex- isting pavements to determine the overlay requirements or other Preventative maintenance needs. I �I J • E FORCE GMERATOR The cyclic force generator utilizes a pair of unbalanced fly -wheels, rotating in opposite directions at a speed of 480 rpm, or 8 cycles per second. The vertical component of the acceleration of the unbalanced mass produces the cyclic force. The horizontal components cancel by virtue of the counter -rotation. The deflections are sensed at a series of points on the ground, located as shown in Figure 5. The first sensor (under unit be- tween force wheels) senses the mean of the deflections at a pair of points in line with the axis of the force applying wheels, as close as The amount of fly -wheel unbalance is precisely chosen to produce a 1000 pound peak to peak variation of force during each rotation of the fly -wheels at the proper speed. A tachometer indicator is provided in the control unit, together with a speed adjustment, to insure opera- tion at the correct rate of 8 cycles per second. practicable to the wheels them, selves. The remaining sensors each sense the deflection occur- ring directly beneath their re- spective locations along the center line of the trailer. Each sen- sor is equipped with a suitable base to enable it to make proper contact with irregular surfaces. 2 5-7-171 m al .2o 0 BAS-i- W3 w 4 w 5 E C I DMD S c I E3CI= s p I c 0 f CN .50 PAVEMENT TYPES FLEXIBLE OMD <=.75 STAHlLJ7FD DMD >.75 FLEXIBLE DMD >=.75 STAB DMD <.75 RIGID Uj`/ Vl I I • • C� imp ANALYSIS: The analyses, -incorporated -in the IMS Pavement Management Program, are based on many years of research and monitorina of actual pavement performance. The analyses embody sound engineering principles and have been in use for a sufficient number of years, to permit correlation of prediction to actual results. In short, the IMS approach to pavement management is proven, in terms of determining present condition and projecting future performance. IMS uses an integrated analysis approach, incorporating surface condition, subsurface condition, traffic, regional climate, and drainage, to provide the MOST comprehensive approach to pavement analysis, and to ensure the highest level of confidence in the program output. Drairace Traf"iC Structural Sumac: Ccnditicn Conditicrl The overall purpose and result is better decision making by IMS clients. decision making priorities, budget, needs and optimization 1 pavement performance fi pavement analysis pavement condition data collection K Cl' i-l�7 0 IMS COMPREHENSIVE PAVEMENT MANAGEMENT SOFTWARE MODULES: The Management Module allows for the setting of annual budgets or desired levels of serviceability. The program performs optimization through a cast -to -benefit analysis for every street segment in the database, based on strategy costs, pavement condition, area and added years of benefit from an improvement. This module allows the client to use MUST DO's, MUST NOT DO's and MUST NEVER DO's, for adding, deleting or moving street segments from one fiscal year to another. The Streets Module permits streets to be split into sub -streets, based on existing condition variations, rehabilitation project limits, or for other reasons. The Traffic Module allows for the entry or editing of traffic counts. This can be done on any of 3 levels: (1) for an entire classification, (2) for a whole street or (3) by individual or groups of blocks. The Strategy Module allows for the selection of various maintenance, rehabilitation and reconstruction strategies, unique to each client, for evaluation and analysis by the program. The client can select various strategies for the types of streets in the system, based on traffic volume, pavement type and other factors. The cost of each strategy is used in the cost/benefit analysis. Editing can be done at any time. The Street Editor Module allows for the changing of street names or zones (Districts) . This can be done either by the street segment or with a Global Replace. The Construction Cost Records Module allows for the updating of the database with new condition information, following improvement activities, or the entry of older historical data. The Utilities Module allows you to browse, edit or export data, clean up the database and reindex. The Report Module allows for the viewing, printing or file transferring of all of the basic reports and any client -created custom report. All reports can be filtered and/or ordered to meet specific clients needs. ': , I I) I . i 0 PAVEMENT MANAGEMENT REPORTS: 1) Inventory - Separate street and block -by -block listings, with a physical description, including test limits, length, width, area, traffic, classification, etc. 2) Detailed Condition - A listing of each street with detailed surface and subsurface condition data, by the block. 3) Overview Condition - A listing of each street with an overview of surface, structural and overall pavement condition. 4) Contributing Factors -- A listing of each test section with indications of major or minor problems with drainage, shoulder condition, cracking, rutting and ride quality. 5) Priority - A grouping of streets in your network by condition, (Excellent 85-100, Good 80-84, Fair 70-79, Poor 60-69, Very Poor 40-59, and Failed below 40). 6) Pavement Improvement - A listing of each street with its present condition and the improvement condition associated with each rehabilitation strategy being evaluated. This report identifies strategies that are inadequate and those that are too extreme, so limited maintenance funds are not wasted. 7) Investment/Benefit Ratio - A listing of each street with the cost to benefit ratio, identified for each strategy by year, for the current year and each of the next 5 years. This report identifies the best year to employ any of the strategies being considered for each and every street. 8) User Benefit - A ranking of all streets evaluated, weighted by traffic volume. 9) Management - A 1 to 5 year street management plan, with either a budget level or service level approach. Each management plan includes a schedule of streets to be improved by year, with the project limits, recommended strategy, project cost, and annual plan cost. Schedule adjustments are identified with MUST DO's, MUST NOT DO's, and MUST NEVER DO's. A multitude of "WHAT IF" management plans can be generated and saved. 10) Construction History - A group of various reports meant for keeping track of pavement improvements made, with the ability to track project costs. The different reports track various information in different levels of detail. 11) Custom Reports - Client constructed reports, to include almost any grouping of information in the database. As with all of the above basic reports, the client can apply various filters and/or orders to meet specific client needs. r-. �rj )..i,( • • rI NETWORK DESCRIPTION: The estimated city-wide network centerline miles is 140 Estimated test segment frequency @ 11 segments (blocks)/ mile Testing of residential streets (100 miles in one direction) Estimated residential segments = 1,100 (100 x 1 x 11) Testing of collector streets (40 miles one lane in both directions) Estimated collector segments = 880 (40 x 2 x 11) Miscellaneous street segments, due to pavement changes, etc = 20 Total estimated city-wide inventory street segments = 2,000 (1,100 residential + 880 collector + 20 miscellaneous) On multi -lane collector streets, testing is typically performed in the lane subjected to the majority of truck/bus traffic. This approach has several benefits. It minimizes the costs of data collection to the city, uses adequate pavement data in the analysis, and looks at the worst case scenario (truck lanes). City staff may identify the lane for testing on any particular collector street, for unique local reasons. Intersection to intersection stationing is recommended. It is more descriptive and greatly aids in the future linking of any pavement management database with geographical (GIS) software. Based on our experience, 11 test segments/centerline mile is usually adequate to allow for block -to -block stationing,, plus other necessary additional testing limits, such as changes in. pavement type, pavement width or curb conditions, and city limits. COST ELEMENTS: 1) Pavement surface testing (Inventory, Laser RST Surface Condition Survey, and Environmental Survey @ $}8-$0 per test section, and Non-destructive Dynaflect Structural Testing @ $10.00 per test section). 0/4 2) IMS Pavement Management Software Program, delivered and installed on a city -owned IBM-compatible PC, including both software and a 3-phased training program @ $15,000. 4) An al 5o a Ma' ance Sof re a d e s eb-hk,,ract @ 5 r yea , eginn1 year ter s twar nstalla on. • C� • PROPOSED SCHEDULE AND COMPENSATION: SCHEDULE: Based on existing and anticipated contract commitments for IMS services, we cannot commit to equipment and personnel availability before August 18, 1997. This is based on the location, scope, weather, and contractural requirements of other projects. It would not be professional of IMS to promise the start of services for the City of Tamarac, prior to that date. 7 ��.VwXMa.i�W4v .w> �.r'21µ ....:�.�Cs,w �.bi•!S u+^[ �'C�',l$ i WEEKS ACTIVITY 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Proj. Mtng. X Laser Test. X X Defl. Test. X X Processing Soft./Train. COMPENSATION: X X X X X -55 Laser RST Street Inventory and Pavement Surface Testing @ 5.3-61000 Dynaflect Structural Deflection Testing @ $20,000 IMS Comprehensive Pavement Mgt. Software & Training @ $15,000 Z TOTAL Ve-1 V10— * GB,an0. oo IMS' billing policy is to invoice monthly for progress payments. Payment terms are NET 30 DAYS. 1 rI �j rl 1 % I �J �J GENERALPROVISIONS lnswance IMS shall, during the term of the Agreement and until completion thereof, provide and maintain the following insurance coverage: Tyl2e gLI0SWMnQe Standard Workmen's Compensation and Employer's Liability including Occupational Disease Coverage Comprehensive General Liability Insurance Comprehensive Automobile Liability Insurance Umbrella Liability Coverage Minimum Limits „of_ liab,ili Statutory in conformance with the compensation laws of the State of $1 million each person; $1 million each occurrence $1 million each person; $1 million each occurrence $1 million Prior to the commencement of work, IMS will provide the City with a Certificate of Insurance evidencing the insurance is in full force, if requested. The said insurance will not be changed or canceled without at least ten (10) day notice to the City of EqUal Employment Opoortunity IMS is an Equal Opportunity Employer and agrees not to discriminate against any employee (or applicant for employment) because of race, religion, color, sex, or national origin. Such action 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. Non- ollusign Affidavit IMS Infrastructure Management Services warrants that no member of the firm's ownership, management, or staff has vested interest in any aspect, or department of the City. IMS further warrants it has not employed or retained any company or person, other than a bona fide employee working solely for IMS, to solicit or secure any contract with and that IMS has not paid or agreed to pay any company or person, other than a bona fide employee working solely for IMS, any fee, commission, percentage, brokerage fee, gifts, or any other consideration, contingent upon or resulting from the award or making of a contract with the City of Because the IMS program uses a comprehensive approach (surface data, structural data, drainage data and traffic) in its analysis, the recommended shelf life of the collected data is five ( 5 ) years. This longer data shelf life is possible due to the comprehensive nature of the data, and the extensive historical pavement performance database, IMS has accumulated over the last 22 years. The IMS Pavement Management Software Program would be customized to the specific characteristics of Tamarac's street network and use city -specific rehabilitation activities. Sincerel f Richard E. Krecic Regional Manager IMS Infrastructure Management Services, Inc. Federal ID. No. 36-3856440 Proposal No. 03-8254 0