. Contract with Braun Testing for Road Ratings I l 1 ID
CITY OF 0••••■■■ ••
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CHANHASSEN
.; ,''' 690 COULTER DRIVE • P.O. BOX 147 • CHANHASSEN, MINNESOTA 55317
(612) 937-1900
MEMORANDUM
IITO: Don Ashworth, City Manager
1 FROM: Gary Warren, City Enginee
DATE: July 6 , 1988
I SUBJ: Approval of Contract with Braun Testing for Road Ratings
File No. PW131
IWe presently have a number of road sections in the City of
Chanhassen which have aged to the point where normal routine
1 patching maintenance and sealcoating is no longer an effective
maintenance tool. The primary challenge is to identify the
proper restoration measures which are necessary for these failing
roads. Some roads can be rebuilt through the use of bituminous
I overlays while others need to be completely replaced and proper
subgrade correction measures taken.
I In common use is a tool to non-destructively test the roadway
sections to come up with repair recommendations . This is called
a "road rater" . This piece of equipment basically generates a
I load force by hydraulically oscillating a 2,000 pound lead mass
up and down on the road surface. Through sophisticated electro-
nic sensing techniques, a pavement deflection is measured which
in simple terms converts to the strength of the roadway. This is
I a useful tool utilized by a number of cities on a regular basis
as a part of their routine pavement management program.
I For our purposes, there are basically five roadways which have
deteriorated to this category and which need to be addressed.
They are as follows:
I 1. Frontier Trail from Highland to Chan Vista
2. Minnewashta Parkway
3. Audubon Road from Lyman Boulevard to Trunk Highway 5
1 4. Chanhassen Estates
5 . Horseshoe Curve
I Testing of these road sections would amount to little over 4
miles of roadway.
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Don Ashworth
July 6 , 1988
Page 2
As stated in the attached proposal from Braun Pavement
Technologies, the cost for doing this work is estimated at $420
per mile and $150 per hour for mobilization. These costs would
be funded through the respective projects that they will relate
to such as the Audubon Road Improvement Project, the Frontier
Trail Improvement Project ( if authorized) , State Aid Fund and the
Street Maintenance Fund. It is therefore recommended that the
June 17 , 1988 Pavement Analysis Proposal from Braun Pavement
Technologies be accepted and the road sections tested as noted
above.
Attachments: 1 . Proposal
2 . Map
3 . Road Rater Description
MANAGER' S RECOMMENDATION
Frontier Trail costs should temporarily be charged to street
maintenance (1988) . If a feasibility study is found necessary
and the project later ordered, this cost can be charged to the
project at time of assessment.
I should also note that, at the time of initiating the sealcoat 1
program (1983/84) , all streets currently being recommended for
testing were presented as streets which likely could not be main-
tained at normal standards through a sealcoat program. As 80% to
90% of all of our roadways could be saved if a regular main-
tenance program was initiated, it was staff' s recommendation
(Council endorsed) that we insure that the majority of our
streets be saved. When the streets listed above are brought up
to City standards (probably assessed) , they would be included in
the five year maintenance cycle.
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I An expansion of ' 5., •
MIDWEST PAVEMENT MANAGEMENT, INC. IL , ,1 # „ Quality Services Since 1957
�
1404 Concordia Avenue, St. Paul, MN 55104—612 / 644-2996 PAVEMENT TECHNOLOGIES CG.Kruse.PE. President
' Incorporates Eugene L.Skok.Jr Ph D
Director of Research
Errand Lukanen.P E.
Director of Engineering
Robert L.Orthmeyer P.E.
General Manager
June 17, 1988
Mr. Gary Warren CITY OF CHAIHASSEn
' Director City of Chanhassen
690 Coulter Drive WEED
Box 147 11015
uChanhassen, MN 55317 JUN 2 2 1988
ENGINEERING DEPT.
RE: Quote for doing 4 miles of pavement analysis
Dear Gary;
' Enclosed is a sample of one of our Road Rater reports as well as
a quote for doing the road rating and pavement analysis work we
discussed on Tuesday, June 14, 1988. Scaling off the map you
provided indicates approximately 4 miles of roadway to be tested.
The testing would be conducted at 100 ft intervals in both
directions on all of the roadways. The report would include
analysis and recommendations which will indicate the effective
subgrade R-value, the effective EGE, and the recommended overlay
thickness. In the event that an overlay is not practical, a
reconstruction section will be recommended. The cost for doing
this work is estimated at $420 per mile and $150 per hour for
mobilization. It is estimated that approximately 3 hours of
mobilization will be involved to do the testing. Therefore, to
perform the testing on all of the miles of street indicated and
provide a report will be approximately $2, 130. 00. Therefore, it
would be more economical on a per mile basis to perform more
' testing at one time as opposed to small amounts several times.
The sample report which I have included was done for the City of
Golden Valley, MN in 1988 . You would receive a _similar report
for any of the miles that we test in your city.
I have enclosed a work request form which you can fill out and
indicate the number of miles that you want to be tested, if any.
' Once we receive the sheet indicating how many miles you want
tested, the testing could be done within one week. The report
would follow the testing by approximately two weeks.
' I want to thank you for spending time with me the other day and
giving us the opportunity to do work in the City of Chanhassen.
We feel that the Road Rater is an invaluable tool to municipal
engineers in helping in the design and rehabilitation of their
Pavement Management•Testing•Research �.
Also serving thru offices in Minneapolis,Hibbing,St.Cloud,and Rochester,MN/Bismarck,Minot,and Williston,ND/Billings and Bozeman.MT/Chicago,IL
._.-4ra+erw+a..waa.. :n:.mi.e c.... •:ir ,+..a;-a
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roadways. If you have any questions concerning our proposal or
the sample Road Rater report, please feel free to give me a call.
Sincerely, '
BRAUN PAVEMENT TECHNOLOGIES, INC.
Gv.gw z 1
David W. Janisch, P.E.
Senior Project Engineer
Encl: 1
DWJ/bw '
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BRilunTM
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II PROPOSED SCOPE OF SERVICES:
Surface City of Chanhassen: Bituminous
II1. Conduct deflection testing on the streets identified by
I the City Engineer. The deflection tests will be taken
at 100 foot intervals in each direction of travel,
resulting in a 50 foot staggered test pattern. The
tests will be taken in the outer wheelpaths.
I2. Evaluate the deflection data. The results of the
evaluation will include:
- subgrade soil strength in terms of effective R-value
- effective granular equivalent pavement thickness
- recommended overlay thickness
I3. Prepare a report which will contain a description of the
work, the results and recommendations. Tabulations of
I the deflection data and profile plots will be included
in the report. Two copies of the report will be
furnished. The deflection data can be also provided on
II IBM pc compatible floppy disk in either text format or
Lotus spreadsheet format if that would be useful.
Please notify us prior to conducting the analysis if you
wish a copy of your data on a floppy disk.
IINFORMATION NEEDED FOR ANALYSIS
II Additional information is needed to completely analyze the
deflection data. The information required is as follows:
- Thickness of the in-place asphalt
I - Traffic volumes, particularly truck volumes if known
- Subgrade classification (Plastic, Semi-Plastic, Non-
Plastic)
IBASIS OF PAYMENT
II Payment for the work described in the above Proposed Scope of
Services shall be based on centerline mile of two lane bituminous
surface city street tested. Rates would be: $420. 00 per
centerline mile plus $150. 00 per hour for mobilization.
I
IAuthorized by:
BRAUN PAVEMENT TEC NOLOGIES, INC. Accepted:
I
Erland O. Lukanen, P.E. By:
I Director of Engineering
Date:
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DEFLECTION TESTING USING THE ROAD RATER
The Model 2000 Road Rater is a trailer mounted device which uses an
electrohydraulic force generating mechanism that is capable of
applying a vibratory load of variable force and frequency to the
pavement.
The Road Rater generates the load force by hydraulically oscillating
a 2000 pound lead mass up and down. The force generated is
proportional to the amplitude of the oscillation. This applied
force is measured electronically by three load cells attached to the
load plate. The dynamic load generated follows a sinusoidal wave
form and its amplitude and frequency are varied to suit the pavement
and analysis procedure.
During the loading , the pavement deflections are measured at four
locations on the pavement by seismic geophones. One geophone is
located at the center of the load area, and the other three
geophones are located at 12, 24 and 36 inches from the center of the
load plate. The four geophones measure the deflections
simultaneously, resulting in a measurement of the shape of the
deflection basin.
With the use of elastic layer analysis, the strength of the
individual layers of a pavement can be determined from the
deflection basin shape characteristics. The weaker a pavement
structure is with respect to the subgrade, the steeper the
deflection basin will be.
The deflection values inversely represent the strength of the
specific area tested. This testing method is sensitive to the
- pavement temperature and to the time of year. However, factors have
been developed by the Minnesota Department of Transportation to
adjust the deflections to represent a springtime deflection of a
pavement with a mat temperature of 80 degrees F.
The testing is performed at a selected spacing to form a statistical
sample of the pavement strength. Variation in pavement strength
does occur between test points. Traffic volume, pavement thickness
and subgrade soil type information also is required to determine the
allowable spring axle loads for the pavement segment. If at any
time they are found to be different, the allowable spring axle load
should be recalculated..
The deflection tests provide extremely valuable information for
setting spring axle load limits and for design purposes. The
magnitude of the deflections will remain relatively constant
throughout the life of a pavement and will begin increasing only
when pavement distress develops . There are indications, however,
that the shape of the deflection basin will change within the normal
life of a pavement . Pavement condition, during its normal life,
should be rated by its roughness or rideability and the surface
condition. The surface condition of the pavement in the vicinity of
each test point is recorded at the time of the test, but the
roughness must be measured separately.