692M15-20-R-00021.pdf

SOLICITATION, OFFER AND AWARD

3. SOLICITATION TYPE1. CONTRACT NO. 2. SOLICITATION NUMBER

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(Date)(Hour) local timeuntildepository located in copies for furnishing the supplies or services in the Schedule will be received at the place specified in Item 7, or if hand carried, in the

SOLICITATION

8. Sealed offers in original and

PART IV - REPRESENTATIONS AND INSTRUCTIONS

OTHER STATEMENTS OF OFFERORS

EVALUATION FACTORS FOR AWARD

INSTR., CONDS., AND NOTICES TO OFFERORS

REPRESENTATIONS, CERTIFICATIONS AND

LIST OF ATTACHMENTS

CONTRACT CLAUSES

PART III - LIST OF DOCUMENTS, EXHIBITS AND OTHER ATTACH.

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by the offeror) from the date for receipt of offers specified above , to furnish any or all items upon which prices are offered at the price set opposite each item , delivered at

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OFFER (Must be fully completed by offeror)

IMPORTANT - Award will be made on this Form, or by other authorized official written notice.

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AWARD (To be completed by CONTRACT AUTHORITY)

CODE

AAQ610-AFN

AAQ-610 Grants & R&D FAA William J. Hughes Technical Center Building 300, Fourth Floor Atlantic City International Airport Atlantic City NJ 08405

1700 ES

Karen T. Mercer 609 karen.mercer@faa.gov

485-6747

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692M15-20-R-00021

Period of Performance: Three (3) years from date of award

The FAA will utilize contractor support for this source evaluation. The contractor support will have access to technical and cost proposals. Contractor employee(s) may assist with proposal compliance checks, gather past performance information, attend meetings with Offerors, and assist in the preparation of acquisition related documents . The contractor employee(s) have signed Non-Disclosure Agreements and will sign Conflict of Interest statements for this procurement. While these contractors support the evaluation process, the exclusive responsibility for source selection decision remains with the FAA.

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Section B - Supplies or Services/Prices

This is an Indefinite Delivery/Indefinite Quantity (IDIQ) contract with a period of performance of thirty-sixth months/3 years. This will be a hybrid contract with Contract Line Item Numbers (CLINs) as identified below.

CLIN 1- Labor:

Time and Materials (T&M) for labor to complete the research and development technical support as set forth in Section C; Scope of Work. On-site and Off-site indicators are on Attachment A – Pricing Spreadsheet.

CLIN 2- Materials:

This is a Cost Reimbursable with no fee CLIN. All materials purchased for the performance of this contract are reimbursable under this CLIN. Materials not otherwise listed in the Statement of Work or elsewhere in this document must be approved by the COR prior to any purchase by the Contractor. Any General and Administrative Expense (G&A) percentage to be charged must be included in the price proposal. An estimated Not to Exceed (NTE) value is entered in the attached pricing spreadsheet (Attachment A) for proposal purposes.

CLIN 3: Travel:

This is a Cost Reimbursable with no fee CLIN. Any General and Administrative Expense (G&A) percentage to be charged must be included in the price proposal. An estimated Not to Exceed (NTE) value is entered in the attached pricing spreadsheet (Attachment A) for proposal purposes.

Attachment B includes the labor category descriptions and requirements.

CONTRACT MINIMUM AND MAXIMUM

Minimum award amount for the total contract is $150,000.00. The Government has no obligation to issue Delivery/Task Orders to the Contractor beyond the minimum ordering obligation specified.

The total estimated effort for performance on this contract is from the date of award to 36 months/3 years. The aggregate value of all orders placed against this contract will not exceed $9,603,152.

The remainder of this page has been intentionally left blank.

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Section C – Description/Specifications

Statement of Work

Introduction

This Statement of Work (SOW) sets forth the requirements for engineering consulting services for the FAA William J.

Hughes Technical Center's Airport Pavement Research and Development (R&D) Section. The Section is responsible for conducting research, tests, and demonstration efforts related to Advisory Circular (AC) standards and specifications of;

airport pavement design, construction, pavement maintenance and rehabilitation, and airport pavement material testing.

The Section operates the National Airport Pavement Test Facility (NAPTF) and the National Airport Pavement and Materials Research Center (NAPMRC). The NAPTF is the world’s largest enclosed full-scale pavement test facility dedicated solely to airport pavement research providing high quality accelerated test data from rigid and flexible pavement subjected to simulated aircraft traffic. The NAPMRC is home to the world’s largest Heavy Vehicle Simulator – Airfields (HVS-A) providing accelerated pavement test data from rigid and flexible pavements subjected to simulated aircraft traffic.

The following task areas are supported on this contract.

Airport Pavement R&D Section Task Areas:

1. Airport Pavement R&D Design

2. Airport Pavement Design for Test Pavements

3. Construction Management Services

4. Airport Pavement Materials

5. Airport Pavement Evaluation

6. Airport Pavement Management Systems

7. National Airport Pavement Test Facility (NAPTF) and National Airport Pavement Materials Research Center

(NAPMRC)

8. Post Traffic Testing

9. Surveying, Mapping and Stakeout

Airport Products Task areas:

1. Software and Database Support

2. Document Editing and Processing

Airport Pavement R&D Section Task Areas:

1. Airport Pavement R&D Design - Airport pavement design techniques have evolved from the highway design theory developed in the 1920's and were extrapolated in the 1940's and 1950's for application to aviation. In response to the dramatic changes associated with new generation aircraft introduced within the last 25 years, the FAA developed new, computer-based design and evaluation procedures named FAARFIELD. Research efforts in this task area will focus on the further development of advanced, computer-based pavement design procedures that can be applied to the design of both flexible and rigid pavements, including overlay designs. Research in this area focuses on transferring results from NAPTF, NAPMRC, laboratory and field tests to practical design procedures. Improved design procedures must accommodate complex, multiple landing gear configurations, extremely heavy gear loads and high tire pressures. In addition, research will also be conducted to develop performance-based design criteria for airport pavements under various climatic conditions. New design procedures will consider both structural and functional components of airport pavement life, which will allow pavements to be designed to provide extended service life of up to 40 years. New design software will incorporate artificial intelligence (AI) techniques including artificial neural networks (ANNs) to improve accuracy and speed of complex solutions. Research will be conducted to improve integration of pavement design and evaluation software with airport construction, maintenance and management standards. This area also supports the development of improved technical methods for evaluating and reporting airport pavement strength such as the Aircraft Classification Rating (ACR) - Pavement Classification Rating (PCR) system.

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The Contractor will provide expert support to the FAA in areas including the following:

A. FAARFIELD Development and Support. In 2020, the FAA will release a new version of its pavement thickness design software, FAARFIELD (version 2.0). FAARFIELD 2.0 was developed in the Visual Studio.NET programming environment using Visual Basic. The program incorporates computational libraries including: LEAF (for computing layered elastic responses); FAASR3D (for computing three-dimensional finite element responses); FAAMesh (for generating input to FAASR3D); and ICAO-ACR (for computing ACR values following proposed ICAO Annex 14 standard procedures). Key new features of FAARFIELD 2.0 include:

• Redesigned graphical user interface (GUI).

• Explorer-based navigation and improved screen flow.

• Unified file system based on the Extended Markup Language (XML) data standard.

• Replacement of all obsolete FORTRAN subprograms with .NET-compliant libraries.

• Ability to create, edit and store user-defined aircraft visually via the GUI.

• Ability to create, save and retrieve aircraft traffic mixes.

• Revised and updated aircraft library.

• Aircraft library is stored in read-only files to facilitate periodic updates without need for program recompile.

• Support for ACR-PCR computations and PCR report generation.

• Ability to interface with other FAA software programs, e.g., FAA PAVEAIR.

The FAA plans further improvements to the FAARFIELD software. The FAA requires Contractor support for FAARFIELD developments including but not limited to the following:

a. Improve the computational speed of FAASR3D, by implementing strategies including: optimize array sizes and dimensions; replace the current linear equation solver; improve nonlinear solution procedures; exploit the object-oriented features of Visual Basic.NET; use function overloading where appropriate; review the solution process to reduce overhead. FAASR3D is written in Visual Basic, but is based on an older FORTRAN program and still retains much of its architecture. Therefore, knowledge of FORTRAN in addition to .NET programming languages such as Visual Basic is an asset.

b. Replace the legacy method of computing pass-to-coverage (P/C) ratios for internal library aircraft with that used for external (user-defined) aircraft. The legacy method in FAARFIELD stores aircraft definitions according to gear categories identified by letters (S, F, N, etc.). The replacement method is general and allows any arrangement of wheels, including arbitrary configurations not conforming to standard letter categories.

c. Develop and improve existing design models based on engineering analysis of full-scale test data from the NAPTF and NAPMRC. Design models in FAARFIELD include structural response models (LEAF and FAASR3D), traffic models (statistical distribution of design aircraft traffic), and empirical failure models (prediction of fatigue and structural deterioration).

d. Implement design for frost protection and permafrost conditions following provisions of FAA Advisory Circular 150/5320-6.

e. Implement design for variable section runway (1% traffic) following provisions of FAA Advisory Circular 150/5320-6F, Appendix E.

f. Update aircraft libraries and material libraries as directed by the FAA Contracting Officer’s Representative (COR).

g. Prepare help files and other program documentation as directed by the COR.

h. Implement design for top-down cracking in rigid pavements. Because direct computation of stresses contributing to top-down cracking failure requires multiple-slab finite element models and is highly computationally intensive, the most promising approach to incorporating multiple rigid failure modes in FAARFIELD involves using artificial neural networks (ANNs). The intention of the FAA is to train ANNs for specific aircraft types, using stress responses computed by the FEAFAA program.

FEAFAA runs the FAASR3D library, but has the capability of computing responses for up to 9-slab systems, including variable slab sizes, joint stiffness, and slab curling. The FAA requires

692M15-20-R-00021; Airport Pavement Support 5 of 68 programming upgrades to the FEAFAA program to support the accurate development of ANNs for the next generation of FAARFIELD.

i. Develop remaining life prediction models. The FAA sponsored the development of an advanced pavement analysis tool called PANDA-AP (Pavement Analysis using Non-linear Damage Approach for Airports). PANDA-AP uses nonlinear material properties to predict cumulative damage to individual layers (asphalt and unbound materials) within the pavement structure. In conjunction with FAARFIELD, this method can be used to improve remaining life prediction for existing pavement structures. Research in this area will focus on integration of the PANDA-AP models within the FAARFIELD software, leading to more realistic life prediction capabilities based on multiple performance criteria (such as rutting and fatigue cracking).

j. Develop technical criteria for occasional aircraft overloads. The FAA previously conducted full-scale overload tests at the NAPTF, which demonstrated the feasibility of an allowable overload criterion for flexible pavements based on limiting vertical strain at the top of the subgrade. The FAA will conduct a second, more limited, set of full-scale tests to confirm these results. New research will focus on transferring these validated test results to the FAARFIELD PCR function. A new procedure will determine allowable overloads based on the proposed limiting strain criterion, and will estimate the fraction of pavement life (cumulative damage factor, CDF) consumed due to the overload.

k. Develop new cost effectiveness analysis procedures. FAA Advisory Circular 150/5320-6F recommends performing a cost effectiveness analysis when considering alternative pavement designs.

New features in FAARFIELD will allow users to access the online AirCOST program within the FAA PAVEAIR pavement management system (PMS) to perform cost effectiveness analysis computations. Related improvements will include support for online sign-ins to FAA PAVEAIR accounts via the FAARFIELD GUI, and support for data transfer between FAA programs through a web API (see Software and Database Support). In the future, the web interface may be used to facilitate automatic software version or aircraft library updates.

l. Perform general program maintenance, version upgrades and bug fixes.

B. Extended Airport Pavement Life Design Methods. The FAA is developing new design methods to extend the expected life of large hub runway construction from the current standard of 20 years to 40 years. Research to date has concentrated on three areas: (1) data collection; (2) development of a comprehensive database (PA40); and (3) development of new performance models incorporating both structural and non-structural aspects of pavement life. To date, the FAA has collected construction, maintenance and performance data for 28 runways at 22 airports in the US. The covered airports are large- and medium-hub facilities, representing a mixture of older runways (in service for 20 or more years with a documented performance history) and more recent construction meeting AIP standards, and they are approximately evenly divided between flexible and rigid pavements. Collected data in the PA40 database generally fall into three categories:

• Data provided by the airports to the FAA. Examples are: pavement management system (PMS) databases including pavement condition index (PCI) data; construction and work history; cost data;

design reports including design traffic; friction test data and rubber removal history; traffic data.

• Data obtained in the field by the FAA and its Contractors. Types of data include: PCI data; Heavy Weight deflectometer (HWD) data; longitudinal profile data; groove profile data; surface texture data; and pavement imagery. In addition, some airports have allowed the FAA to remove asphalt and concrete material samples for laboratory characterization.

• Data obtained from FAA or third party databases, including historical runway usage data (from MITRE Corp. threaded track data reports), and detailed historical weather data.

The FAA will make use of advanced “big data” analytical techniques, such as Hadoop clusters, to identify the significant data trends affecting long-term performance. The FAA requires Contractor support for extended airport pavement life design methods, including but not limited to the following:

a. Data Collection and Upload. The FAA will acquire new data in all of the areas listed above. Data acquisition efforts will focus on adding missing data types or filling existing gaps in data, and updating data fields. The Contractor will perform field data collection on specific runways that are part of the PA40 database. The Contractor may be required to interact with airport authorities to coordinate site visits and obtain new and updated data. After each site visit, the Contractor will prepare a comprehensive field data summary report. New data, whether obtained from airports, from field data collection activities, or from laboratory testing, must be promptly reduced, processed and uploaded to the appropriate tables in PA40.

b. Traffic and Weather Data Updates. Runway usage and weather data require periodic updating. As

692M15-20-R-00021; Airport Pavement Support 6 of 68 updates to the traffic data become available, the Contractor will acquire these updates, either from the FAA Software and Systems Branch ANF-E27, or directly from the MITRE Corporation, and will append the new data to the tables in PA40. Similarly, the Contractor will continue to process and upload current climate data to PA40.

c. Performance Model Development. The variety and complexity of the PA40 data set make it suitable for analysis using machine learning or other “big data” analytical methods. Previous analyses of the PA40 dataset found that conventional paired-variable regression techniques were inadequate to establish robust statistical correlations between pavement performance indexes and specific input variables. To make best use of the data therefore requires a machine learning approach. The data in PA40 will be analyzed with a view toward selection of appropriate performance indexes and development of new performance prediction models that can supplement existing deterministic structural failure models in FAARFIELD. The resulting design models and procedures will be applicable to both flexible and rigid pavements for extended design periods up to 40 years.

C. Reflection Cracking Model for HMA Overlay Design. FAARFIELD currently lacks a usable model of reflection cracking for hot-mix asphalt (HMA) overlay design. The Contractor will develop such a model. The FAA has performed (to date) six series of temperature- and displacement-controlled full-scale tests on representative overlay pavements using the NAPTF reflection cracking rig, and has constructed outdoor overlay test pavements at NAPMRC. Over the next several years, some of the NAPMRC outdoor overlay test pavements will receive traffic from the FAA’s heavy vehicle simulator. In addition, the FAA has developed advanced analytical models (including finite element models) of crack growth in the reflection cracking full-scale test at the NAPTF. The developed models go beyond linear elastic analysis, and use the principles of fracture mechanics to determine the parameters of a crack growth law in a viscoelastic medium (asphalt) under cyclic displacements. At this time, parameters for Mode 1 (displacements perpendicular to the crack plane) only have been determined, and analysis for Modes 2 and 3 (in-plane and out-of-plane shear modes, respectively) is in progress with the combination of FEM analysis and the filed trafficking testing observations.

D. Stabilized Base Design Criteria. The FAA is updating its requirements for stabilized base courses for airport pavements handling aircraft in excess of 100,000 pounds. Current FAA criteria in FAA Advisory Circular 150/5320-6F specify minimum CBR criteria for considering materials as stabilized base, and for high-quality subbases placed under stabilized bases. Because the CBR procedures on which the FAA based its existing strength criteria are no longer used for thickness design, the FAA must now consider equivalent minimum criteria (such as modulus of elasticity). A technical report in preparation by the FAA summarizes the evolution of the stabilized base requirement, and covers previous research by the FAA NAPTF and other agencies (e.g., U.S. Army Corps of Engineers). Under this task area, the Contractor will provide expert support to:

• Propose suitable new (non-CBR) criteria for materials to be considered the performance equivalent of stabilized base.

• Design and provide oversight of and laboratory studies to characterize various materials for the engineering analysis in Section 4. Airport Pavement Materials, and to assess the value of particular tests for use in performance prediction. This laboratory study should be carried out in parallel with the engineering analysis in Section 4. Airport Pavement Materials. Laboratory tests when possible be performed at the FAA’s NextGen Pavement Materials Laboratory.

E. Pavement Strength Reporting Methods (ACR-PCR). The Contractor in cooperation with the FAA will continue to provide technical support for the Aircraft Classification Rating – Pavement Classification Rating (ACR-PCR) system specified under ICAO, Annex 14 to the Convention on Civil Aviation.

F. Data Analysis. The FAA requires engineering analysis of data obtained from full-scale pavement tests, field instrumentation projects and laboratory tests. The results of such analyses will be transferred to design models, including FAARFIELD, and may be used to support FAA Advisory Circulars, ICAO standards, or other official guidance. Engineering analysis includes modeling and interpretation of data, use of statistical analysis to understand trends, and application of engineering principles to provide insight into the behavior of test pavements. This area includes preparing comprehensive and professional technical reports (see Document Editing and Processing, below).

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2. Airport Pavement Design for Test Pavements - The Contractor will provide planning and design documentations of full-scale test pavement items in support of the NAPTF and the NAPMRC. Test pavement construction plans and specifications may be utilized in solicitations by the FAA. The objectives are to:

A. Develop and Maintain a Project Schedule: The FAA requires the Contractor to develop and maintain a baseline Project Schedule, using Microsoft Project. The Project Schedule must include all tasks to be performed. At a minimum, the schedule must include the design milestones, construction activities, and final as-built and report requirements. The Project Schedule must be of a sufficient level of detail to be used as a forward planning tool as well as a project-monitoring tool during construction activities.

B. Develop and Prepare Full-scale Test Pavement Design Drawings: The Contractor must provide support to planning and design of full-scale test pavement construction projects. Design drawings must be developed and utilized for the demolition of existing test pavements and construction of full-scale test pavement items. The FAA requires the development of design drawings and specifications for bidding purposes. The design process must include 30%, 60%, 95%, and 100% submissions for FAA review. Submission will be hardcopy ANSI size D. The 60%, 95%, and 100% design submissions must include engineering cost estimates for construction. Final electronic drawings must be submitted in the approved design software format (currently AutoCAD Civil 3D 2016) and in PDF format. One hardcopy (ANSI size D) of the final 100 % design drawings must be submitted and accepted in writing by the FAA. Redline drawings will be maintained and amended as necessary through the bidding and construction process. The Contractor will be responsible for developing a final set of as-built drawings to be submitted to the FAA at the completion of construction.

C. Develop and Prepare Full-scale Test Pavement Construction Specifications: The FAA requires the development of design drawings and specifications for bidding purposes. The design process must include 30%, 60%, 95%, and 100% submissions for FAA review. A set of test pavement demolition and construction specifications using the current FAA Advisory Circular 150-5370-10 Standards for Specifying Construction of Airports as a guidance document must be developed. Specifications must include all aspects of the demolition and construction, schedule, quality control, and quality assurance aspects of construction. Where no advisory circular exists for a particular aspect of a test pavement demolition or construction, the Contractor will develop the necessary specifications. Final specifications must be submitted electronically to the FAA in both Microsoft Office Word 2016 and PDF formats. One hard copy (8.5” x 11”) of the final 100 % design specifications must be submitted and accepted in writing by the FAA. Specification must be maintained and amended as necessary throughout the bid and construction process.

D. Identify and Recommend Full-scale Test Pavement Materials Selection: Suitable sources of materials for the construction of the full-scale test pavements must be identified. This will include the selection of material to meet subgrade design values, aggregates for subbase and base course materials; aggregates to meet concrete and/or asphalt mix designs to include selection of cementitious and non-cementitious materials, admixtures, and binder (if necessary). All material must meet the current FAA Advisory Circular 150-5370-10 Standards for Specifying Construction of Airports to the greatest extent possible when specified (non-standard materials may be used in certain test sections depending on the objectives). Final material selections must be submitted electronically to the FAA in PDF submittal format. All material selected for test pavement construction must be approved in writing by the FAA.

E. Develop a Material Characterization Plan for Construction: The Contractor will develop a comprehensive material characterization plan for each test pavement construction project to include all materials to be constructed. The Material Characterization Plan must include at a minimum; description of test, labor category (e.g., civil engineer 2, pavement technician 2) required to collect samples or perform the test(s), quantity of tests, test locations, and reasons for the test(s) for all materials. The Material Characterization Plan must include raw material sampling and laboratory testing; testing of in-place materials with Nondestructive Testing technologies such as PSPA, D-PSPA, Geogage, LWD, Dynamic Cone Penetrometer (DCP); sampling and laboratory testing on in-place materials. The Contractor will identify test protocols, sample quantity and sizes, and sampling lot sizes and quantities. During construction the Contractor will be responsible for executing and monitoring of the Material Characterization Plan. The Contractor will be responsible for coordinating with the FAA’s NextGen Pavement Materials Laboratory and follow the protocols set by the laboratory to ensure timely sampling, testing and reporting of results. For tests that cannot be performed at the NextGen lab, the Contractor will get the materials tested at a

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AMRL/CCRL/ASTM certified laboratory The Contractor will include the results of the Material Characterization Plan in the Comprehensive Construction Report (see section 3. Construction Management Services)

3. Construction Management Services – The Contractor will provide complete construction management, inspection, quality assurance, technical and administrative services for the management and administration of the construction of test pavements, as well as oversight of all activities taken by outside entities in connection with the project.

The scope of services will include services related to the following aspects of constructing the test pavements:

A. Bid Support: Bid support will be provided to the FAA during the bidding period, including but not limited to compiling and organizing the information and documentation required to be kept on file and/or submitted to the FAA. The Contractor will be required to answer bidders’ requests for information (RFI’s) and correct errors and omissions during the bid process.

B. Construction Contract Management, Inspection and Quality Assurance: The Contractor will act as the Engineer (as defined by FAA Advisory Circular 150/5370-10) for construction of test pavements. The Contractor will respond to RFI’s, request for variance, assist the FAA with documentation required for change orders (e.g., engineering estimates, drawings changes, specification changes, schedule impacts). The Contractor will be responsible for the monuments and survey monument installation and recording activities as required by the work (See section 9. Surveying, Mapping and Stakeout). In addition to acting as Engineer, the Contractor will provide a Resident Project Representative (as defined by the latest version of FAA Advisory Circular 150/5370-10) to act on behalf of the FAA. The FAA will retain contract authority throughout the construction process. Therefore, the Contractor is prohibited from making changes to the construction contract. Day-to-day, ongoing management, administration and inspection services are required to ensure test pavements are constructed in accordance with the contract documents. Inspection services will be provided during construction working hours. Assume that some work will be required during nights and weekends. Any work to be performed outside of regular working hours requires approval in advance from the FAA Contracting Officer. Compiling and organizing the information and documentation required to be kept on file and/or submitted to the FAA is required. The Contractor must provide weekly updates to the FAA regarding the ongoing and upcoming activities that impact, or may impact, the use of the project areas. The Contractor must be responsible for creating and maintaining documents and logs of activities, (e.g., daily construction activity reports, weekly meeting agendas and meeting minutes, photos for presentations and reports), related to the construction of the projects in accordance with generally accepted practices for the administration of construction contracts.

C. Closeout of the Construction Contract: The Contractor will be responsible for the various activities and documentation required to close out the construction contract in accordance with the contract documents and the FAA.

D. Submission of a Comprehensive Construction Report: Upon completion of test pavement construction the

Contractor must prepare a comprehensive construction report. The report must be highly detailed such that anyone not present can understand exactly how the test pavement was constructed. The report must include all aspects of the construction process, such as means, methods, acceptance results, characterization results, any variances from the original design and must include a set of as-built drawings. The exact contents of the report must be submitted and approved by the FAA prior completion of construction.

4. Airport Pavement Materials – Full-scale and laboratory based research efforts in this task area will include:

developing methods to specify and utilize new and/or improved materials (including recycled materials) as substitutes for, or in conjunction with, the conventional materials used for pavement design and construction; identifying factors affecting the durability/resiliency of airport pavements construction materials, and construction techniques. Field data will be collected on a continuous basis from various operational airport pavements instrumented by the FAA. In-situ material characterization tests will be performed at in-service airport pavement construction sites, and laboratory tests will be performed on material samples collected from these sites, for evaluating long-term pavement performance and developing performance-related specifications for airport pavement materials. The results from these efforts will support the FAA in developing updated standards, specifications, and guidelines for use of conventional, eco-friendly, and advanced materials

692M15-20-R-00021; Airport Pavement Support 9 of 68 for airport pavements.

The Contractor will provide Subject Matter Expert(s), SMEs, to assist in development of new or improved laboratory test standards to advance the science required for performance based material specifications and tests for pavement materials specific to loading/stress conditions experienced at airports pavements.

5. Airport Pavement Evaluation – Airport pavement evaluation focuses on identifying and developing methods for assessing and predicting an airport pavement’s capacity to perform its primary functions, including but not limited to:

providing a surface that will not generate Foreign Object Damage (FOD), providing a smooth surface, providing a skid and hydroplaning resistant surface, and supporting the current and future fleet mix. Nondestructive testing (NDT) of airport pavement gives airport engineers information to perform airport pavement evaluation including: airport pavement management systems, structural pavement evaluation, and functional pavement evaluation. In addition, NDT has an increasing role in construction quality control and quality acceptance.

A priority of pavement evaluation is to introduce innovations that will increase speed and accuracy of evaluating airport pavement networks. NDT techniques have applications in many areas of FAA pavement related specifications and standards. The FAA requires assistance by a Contractor in developing or updating specifications for existing NDT devices, developing or updating new devices, developing or updating new techniques, developing or updating new methodologies, and evaluating the performance and applicability of new and innovative devices.

The research efforts in this task area will be used to: update FAA Advisory Circulars, update FAA software programs, and advance the state-of-the-practice use of NDT technologies and their applicability to support the Airport Pavement R&D goals.

The scope of the NDT research includes:

A. Structural pavement NDT and evaluation: The Contractor will evaluate both falling weight based NDT devices and non-falling weight based devices such as Ground Penetrating Radar, LIDAR, surface wave technologies (PSPA), pavement imaging for crack detection, MIT scan and etc. to improve airport pavement evaluation, maintenance, and rehabilitation techniques for integration into pavement design and pavement management systems. Structural pavement NDT and evaluation research will focus on estimating remaining airport pavement life of in-service airport pavements, particularly if operating aircraft type, weight, and/or number of operations increase. The Contractor must provide a procedure or a combination of procedures using different NDT technologies to assess remaining pavement life based on an inspection of the entire pavement network. The Contractor will collect data using new and existing NDT equipment at in-service airports and pavement construction experiments and provide evaluation, analysis, and reporting of results. The Contractor must use the FAA NDT equipment and provide a qualified engineer and technician familiar with the FAA NDT equipment to collect data at remote locations on a routine basis as directed by the FAA with a two week notice. Some travel may be required over the weekend and outside normal business hours.

The Contractor will provide support for advancement of FAA structural pavement NDT computer program BAKFAA. The Contractor must research the development of pavement deflection backcalculation programs, provide improvement recommendations and compare results with the current BAKFAA program. The Contractor will research improvements to BAKFAA such as: temperature corrections, improved graphic functions, dynamic backcalculation analysis, and improved optimization methods based on artificial intelligence technologies.

The Contractor must provide NDT support for construction cycles in and around the National Airport Pavement Test Facility (NAPTF) and the National Airport Pavement Materials Research Center (NAPMRC).

The Contractor will provide NDT data collection plans and schedules for each construction cycle or test cycle.

The Contractor will prepare FAA PAVEAIR databases for each construction or test cycle. At the completion of trafficking of each construction or test cycle the Contractor must provide evaluation, processing and analysis and reporting of NDT data.

B. Non-structural pavement NDT and evaluation: NDT includes methods and devices that provide information on non-structural (functional) pavement performance. The non-structural category includes profile roughness evaluation, and NDT related to skid-resistant and hydroplaning-resistant surfaces.

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Current roughness indexes developed in the highway engineering field are not appropriate for airfield pavements since they do not encompass the dynamic response of aircraft, airplane-pavement interaction, or human factors (i.e., the comfort level of pilot and passengers). The Boeing Bump Index (BBI) is useful, but was developed primarily to prevent damage to aircraft operating on runways with single-event bump roughness. The Contractor will support the development of a new roughness standard for in-service airport pavement. The Contractor will support the development of methodologies and procedures for conducting multiple bump event-based airport pavement surface roughness inspections, as well as development of technical criteria for acceptable, excessive, and unacceptable in-service pavement roughness.

The Contractor will collect data using new and existing NDT equipment at in-service airports and pavement construction projects or construction cycles and provide evaluation, analysis, and reporting of results for both roughness and texture as directed by FAA. Multiple pavement texture measuring devices will be evaluated and compared to each other to characterize skid resistance in multiple airfield climate and traffic conditions.

The Contractor must use the FAA NDT equipment and provide a qualified engineer and technician familiar with the FAA NDT equipment to collect data at remote locations on a routine basis as directed by the FAA with a two week notice. Some travel may be required over the weekend and outside normal business hours.

The Contractor will provide support for the development of FAA computer programs ProFAA and ProGroove. The Contractor must research the development of pavement roughness and texture programs and compare results with the current ProFAA and ProGroove programs. The Contractor will identify and recommend features of other programs for incorporation into ProFAA and ProGroove.

C. Outreach and Technical Dissemination: The Contractor must support the promotion and development of technical cooperation in civil aviation to develop modify, test and evaluate systems, procedures, facilities, data, and devices to meet the needs for safe and efficient systems in civil aviation. The Contractor must support the dissemination of NDT, NAPMRC, HWD Round-Up, and NAPTF Data. The Contractor must support NDT airport pavement research requests from FAA AAS-100, Airport Engineering Division. The Contractor must support the FAA’s agreements with outside agencies such as, but not limited to, the ones listed below:

• Italian Civil Aviation Authority (ENAC) of the Italian Republic

• China Civil Aviation Administration

• South Africa Council for Scientific and Industrial Research (CSIR)

• Federal Highway Administration (FHWA)

• Korea Airports Corporation (KAC)

• Rowan University

• Oklahoma State University

• France DGAC and STAC

• U.S. Army Engineer Research and Development Center (ERDC)

The support for this outreach and technical dissemination must include document review and preparation, data analysis and reporting, meeting attendance, and conference attendance. The Contractor will also host and participate in workshops or user’s group meetings for FAA software (e.g., BAKFAA, ProFAA, and ProGroove). The Contractor must research and identify possible meeting locations, coordinate venue liaison and lodging, and necessary document support as directed by the FAA. The Contractor must provide participant material documents in advance of scheduled meetings. The materials must include the purchase, reproduction and shipping of written materials or reproduction of electronic media such as USB flash drives and any necessary audio/visual equipment.

D. Purchase, maintain, upgrade, provide warranty support, and oversee operations of FAA owned NDT equipment.

The Contractor will aid in the purchase of future FAA owned NDT equipment as coordinated by the FAA.

The Contractor will provide and execute a maintenance plan for all current and future FAA owned NDT equipment (e.g., calibration of HWD annually). The Contractor will provide software and hardware upgrades and replacement of any failed software and hardware components. The Contractor will provide warranty support by arranging the purchase of any warranty and maintenance contracts for FAA owned NDT

692M15-20-R-00021; Airport Pavement Support 11 of 68 equipment. The Contractor must contact the vendors of the FAA owned equipment as needed. The Contractor will operate FAA owned NDT equipment as coordinated by the FAA. Current FAA owned NDT equipment includes:

• NDT Airport Pavement Vehicle and associated equipment (i.e. 2D/3D laser based imagine system)

• Cart Mounted and walk behind Ground Penetrating Radar (GPR)

• FAA Inertial Profiler

• MIT-SCAN-T2

• KUAB Heavy Weight Deflectometer (HWD)

• D-PSPA and PSPA

• Dynatest Lightweight Deflectometer (LWD)

• Humboldt Geogauge

• Profilograph

• ELAtextur

• Dipstick

• British Pendulum Tester (BPT)

The NDT Airport Pavement Vehicle has pavement imaging capability, air-coupled and ground-coupled GPR, longitudinal profiling equipment, Trimble auto-steer equipment, and Distance Measuring Instrument (DMI) equipment. All equipment must be integrated with Global Positioning System (GPS) capability. Specifically, the Contractor must provide the capability of identifying profile anomalies using GPS in real time while testing the pavement. In addition, the Contractor synchronize the data streams from pavement imaging, GPR, and longitudinal profiles to assess the pavement at the same location.

6. Airport Pavement Management Systems (APMS) Research - APMS research focuses on providing a pavement that will perform for its intended life. The Contractor must monitor and evaluate advances in APMS research. The Contractor will collect data using new and existing APMS equipment at in-service airports and pavement test sites, and provide evaluation, analysis, and reporting of results. The Contractor must support automated pavement condition survey practices at airports with both wheel-based and aerial vehicles. These activities include proof-of-concept demonstrations involving the use of various types of vehicle platforms, sensors, and procedures. The Contractor must use the FAA NDT airport pavement vehicle and provide a qualified engineer and technician familiar with the FAA NDT airport pavement vehicle to collect data at remote locations on a routine basis as directed by the FAA. Some travel may be required over the weekend and outside normal business hours. The Contractor must cooperate with industry partners to develop procedures and technical specifications for automated pavement condition survey practices to supplement traditional APMS inspections.

The Contractor must evaluate field performance of various materials (e.g., surface treatments, preventive maintenance products) for both flexible and rigid pavements.

The Contractor will provide support for the development of the FAA APMS computer program FAA PAVEAIR. The Contractor must monitor new developments in APMS programs and compare results of other APMS software with FAA PAVEAIR. The features of the other APMS programs must be identified and the Contractor will recommend the incorporation of additional features and improvements into FAA PAVEAIR. The FAA will consider improvements to FAA PAVEAIR, including: new graphic functions, automated data collection, support for pavement surface imagery data, improvements to prediction modeling, and an improved life cycle cost analysis (LCCA) module. Future versions of FAA PAVEAIR may incorporate data types not currently supported, including: traffic history (aircraft usage), climate and weather data, friction data, profile and roughness data, material characterization test data, and other NDT data. Some of these data types are currently supported in PA40, an expanded version of FAA PAVEAIR developed by the FAA to support extended airport pavement life research.

The Contractor must provide support for the AIP project repository database and website, including cooperation with AIP airports to establish procedures and methods to update inventory, work history, and inspection data on regular basis. The AIP repository website must provide sufficient information to FAA administrative personnel to monitor AIP airport latest inspection, M&R history, and future M&R cost estimate. The AIP repository database will enable the FAA to become the primary holder of airport pavement information for civil airports in the U.S.

7. National Airport Pavement Test Facility (NAPTF) and National Airport Pavement and Materials Research Center (NAPMRC) - The Airport Pavement R&D section’s NAPTF has been in operation since 1999 and NAPMRC

692M15-20-R-00021; Airport Pavement Support 12 of 68 since 2015. The main purpose of the test facilities is to collect pavement performance data under accelerated full-scale pavement tests. The duration of tests may vary from one year to more depending upon the research requirements. An inside full-scale Reflective Cracking Rig (at NAPTF) and Outdoor Reflective Cracking (at NAPMRC) test area have also been designed and constructed.

The efforts in this task area support the collection and analysis of full-scale accelerated pavement test data for airport pavements. The Contractor will be responsible for:

• Developing instrumentation plans to meet the test objectives;

• Preparing detailed test plans, including response testing and traffic testing plans;

• Performing detailed data analyses to fulfill the objectives of a Construction Cycle (CC);

• Preparing comprehensive and professional technical reports (see Document Editing and Processing below);

• Preparing content for FAA websites, and designing and populating searchable databases for each experiment or

Construction Cycle (CC at NAPTF) and Test Cycle (TC at NAPMRC);

• Preparing and maintaining all in-house data viewing and analysis software;

• Preparing and maintaining all data collection software.

• Preparing and populating database with data from CC and TC.

The above efforts are all in support of the airport pavement research goals as outlined in the Airport Pavement R&D section’s research plan available on the ATRD website. The above responsibilities apply to all NAPTF Construction Cycles, NAPMRC Test Cycles, and all Reflective Cracking tests.

NOTE: Operation and maintenance of the HVS-A is performed by Dynatest (manufacturer of HVS-A) and is under separate FAA contract.

8. Post Traffic Testing – The Contractor will be responsible for developing a post traffic pavement evaluation plan. The plan must be developed to characterize the component pavement layer properties and study the failure mechanisms within the pavement test items. Post-traffic plans must be developed for both NAPTF and NAPMRC Accelerated Pavement Testing (APT) programs. Typical plans must include opening trenches or test pits in failed pavement test items. During trenching operations the pavement layers are sampled for testing in the FAA NextGen Pavement Materials Laboratory.

Pavement layer profiles are measured and…