Draft PWS - Comprehensive Pavement Data Collection.pdf

PERFORMANCE WORK STATEMENT

FOR

COMPREHENSIVE PAVEMENT DATA COLLECTION – PILOT PROJECT

AT

KEESLER AIR FORCE BASE, MS

26 March 2024

General

Pilot project for 100 percent inspection, comprehensive distress identification and analysis, and supplemental non-destructive data collection for all primary and secondary ranked airfield pavements at Keesler AFB, MS as indicated by Attachment 1.

This Performance Work Statement (PWS) defines requirements associated with the project. In carrying out the work assignment issued in this contract, the Contractor shall furnish the personnel, services, equipment, materials, and other requirements necessary for, or incidental to, the performance of work set forth herein.

Individuals who possess the qualifications established in Paragraph 3.6, Qualifications of Personnel, shall perform primary technical services.

1.0 SCOPE

The scope of this effort shall cover all necessary engineering, GIS, software, technology and related services, including Quality Control, required to collect, store, deliver, and analyze pavement distress data, various pavement attributes, pavement images, and data from all other specified sources. This data and image collection and analysis is primarily intended to provide comprehensive information needed to assess current pavement properties, conditions, and to assist in United States Air Force Pavement Management objectives and identification of Asset Management requirements.

2.0 APPLICABLE DOCUMENTS

The publications listed in Table 1 are the processes, standards, and guidance that shall be followed in performance of the tasks under this PWS. Other guidance that shall be followed is contained in the body of the PWS.

Reference Date Title

ASTM D5340-20

Current Version Standard Test Method for Airport Pavement Condition Index Evaluations

AFMAN 32-1041 Oct-19 Pavement Evaluation Program UFC 3-260-01 Apr-19 Airfield and Heliport Planning and Design UFC 3-260-02 Jun-01 Pavement Design for Airfields UFC 3-260-03 Sep-23 Airfield Pavement Evaluation.

Table 1: References

The Contracting Officer Representative (COR) will provide the contractor with previous PCI reports, APE comprehensive evaluation reports, and any supplemental guidance requested within fourteen (14) business days after TO award. In addition, the COR will provide any CAD or GIS data available from these previous reports. The installation Point of Contact (POC) will be provided so the contractor can request the common installation picture (CIP), construction history updates, Real Property Records and other pertinent data prior to the start of field work.

The contractor must contact the COR if the installation POC is not providing the information needed within fourteen (14) business days after original request. The COR will then assist with obtaining the information from the installation.

3.0 CONTRACT MANAGEMENT, PLANNING, AND REPORTING SERVICES

Conduct project planning activities, including assisting in the development, implementation, and maintenance of project schedules, events, status of resources, report(s) on the activities, and progress toward accomplishing project objectives more specifically identified in the subparagraphs below.

3.1 Meeting and Teleconference Support

The contractor shall attend and/or support meetings and teleconferences as required by the Contracting Officer (CO) and/or the COR. The purpose of the meetings includes contract discussions, progress reviews, project status, and feedback from the government on the review of draft data deliveries. The meetings shall generally occur bi-weekly throughout the scheduled period of performance. However, the CO reserves the right to schedule additional meetings as deemed necessary for the purpose of relaying specific concerns associated with adherence to the project schedule or the quality of required data deliveries.

3.2 Notification Requirements

The contractor shall notify the CO and COR of critical issues that may affect the contract performance and/or human health and the environment. On critical issues, verbal notification is to be made immediately, followed by written notification within three (3) business days of verbal notification.

3.3 Project Planning Chart (PPC)/Worksite Coordination

No later than seven (7) business days after contract award, the contractor shall submit a PPC (CDRL 001) of the entire project which will include a proposed field work schedule to the AFCEC COR for coordination with the installation and MAJCOM/AFIMSC Detachment(s) staffs, if applicable. Once the COR has notified the contractor that the schedule has been approved by the installation, the contractor will follow up with the installation Point of Contact (POC) to coordinate any entry requirements, approvals, or permits prior to arrival at the site for field work.

This coordination will include providing team information for installation access and the airfield entry authorization letters. Entry requirements typically require a minimum of 30 business days to process for CONUS installations. The contractor shall coordinate photography of any kind through the installation POC. When required by the installation POC, the contractor must coordinate a photo authorization letter at least fourteen (14) calendar days before starting field work. Data cannot be captured until the specific PPC and the Quality Control Plan are approved by the U.S. Government (USG).

3.4 Airfield Driving and Flight Safety

If proposed plan of contract execution includes vehicle collected data, the contractor shall be responsible for coordination with the installation’s Airfield Manager for completion of necessary airfield driving training/certification requirements and to obtain usage of a radio for communication with the tower. The contractor shall be responsible for proper radio communication with tower, abiding by all applicable speed limits, and shall “give way” to all taxiing/landing aircraft. The contractor’s QC plan should address insuring data quality while accounting for the possibility of interruption during data collection. If it is determined that NOTAMs are required to close portions of the airfield for specific periods of time to support testing activities, the contractor shall be responsible for coordinating these closures with the Airfield Manager to mitigate impact to aircraft operations.

3.5 Quality Assurance (QA) / Quality Control (QC) Requirements

No later than seven (7) business days after the contract award, the contractor shall submit a QC Plan (CDRL 002) that provides extensive details of their quality control methods, procedures, and protocols. The QC Plan shall be integrated with the required SOPs, and their requirements, identified in this Project. This QC Plan shall require the Contractor to assure that data is collected accurately, and that data quantification reflects actual pavement condition, within the requirements in this Project. The Contractor’s personnel shall work with USG to analyze and review the data and immediately reschedule data/image capture that are found to be invalid, based on the proposed Method of Surveillance associated with the USG’s internal QA processes outlined in Section 5.0 of this PWS. It is expected that the contractor will fully cooperate with the USG with respect to the QA/QC requirements. This implies that the necessary efforts by the contractor to repair, recapture, or in some manner correct all issues that arise, in a mutually agreed upon solution and in an agreed upon timeframe. The contractor is expected to formally submit a proposed solution within 72 hours of notice of deficiency. The USG reserves the right to require additional procedures, methods, protocols, data items, reporting measures or any reasonably appropriate modifications to the contractor’s QC plan when issues arise that could jeopardize successful capture and delivery of these Project requirements. In addition to the QA/QC requirements identified throughout this Project, the contractor’s QC plan shall also address, but is not limited to, the following items:

3.5.1. Equipment Calibrations & Camera Maintenance

3.5.1.1. All equipment calibrations and camera maintenance are to be performed in accordance with specific manufacturer recommendations.

3.5.1.2 Equipment calibrations refer to anything that requires proper/regular calibration to ensure that it is in proper working order and shall produce expected, acceptable results.

3.5.1.3. Calibrations shall be repeated as needed, per manufacturer recommendations, or as defined further in following sections.

3.5.1.4. All calibrations procedures performed during this Project, along with the recorded calibration data, are to be documented (i.e., results from tests are recorded and any corrective action taken shall be explained in detail) and reported to the USG (CDRL 003).

3.5.2 Inertial Navigation System, LRS, GIS

3.5.2.1 The QC Plan shall define the quality assurance methods and procedures in place to ensure that both georeferenced, and location referenced, data and images are located within proposed precision and accuracies.

3.5.3 Manual Distress Rater and Review of Automated Distress Ratings

3.5.3.1 The QC Plan shall include the requirements outlined in this section.

3.5.3.2 When manual rating of various pavement distresses/conditions are provided, or when distress rating review of automated distress identifications are provided, the Contractor shall provide a data quantification rating/review process which shall include a rater training plan.

3.5.3.3 The data quantification rating/review process shall assure rater accuracy and consistency.

3.5.3.3.1 For manual rating, the data collection and quantification process should be applied in the same manner by all raters using the process. The plan must address the methods to demonstrate and monitor rater consistency throughout the entire data collection and quantification process.

3.5.3.3.2 For review of automated rating, the plan must address how reviewers provide consistency via the methods and procedures in place to validate automated ratings.

3.5.3.4 The data quantification rating process must be approved by the USG prior to implementation.

3.5.4 Pavement Data and Image Capture

3.5.4.1 The QC Plan shall define the methods and procedures in place to ensure appropriate pavement data and pavement image capture.

3.5.4.2 If a Data Collection Vehicle (DCV) is utilized for image capture, the pavement view camera image shall be measured and verified to determine the actual footprint (width) of the image prior to data collection. That footprint image must be maintained for the duration of the project. If field data collection occurs over multiple days, the Contractor shall be required to verify daily that the DCV(s) image footprint is the same as the previous day.

3.5.5 The Contractor’s submittals shall require USG-completed QA reviews and acceptance of deliverables for invoice approvals.

3.5.5.1 The Contractor shall be advised if the submitted deliverables are accepted.

3.5.5.2 If some percentage of a deliverable is not accepted, the USG shall advise the Contractor of the specific problems, and the expected problem resolution. Once advised of such a need to resolve a problem, the Contractor is expected to resolve problem, at no additional cost to the USG, within thirty (30) calendar days.

3.6 Contractor Manpower Reporting

The contractor shall report ALL contractor labor hours (including subcontractor labor hours) required for performance of services provided under this contract via a secure data collection site. The contractor is required to completely fill in all required data fields using the following web address: Systems Award Maintenance (SAM) https://www.sam.gov/SAM/

Reporting inputs will be for the labor executed during the period of performance during each Government fiscal year (FY), which runs October 1 through September 30. While inputs may be reported any time during the FY, all data shall be reported no later than October 31 of each calendar year, beginning with 2024. Contractors may direct questions to the help desk at:

Systems Award Maintenance (SAM) https://www.sam.gov/SAM/

3.7 Qualifications of Personnel

The following minimum personnel requirements must be met at the time the proposal is submitted. These minimum personnel requirements are to be met by separate individuals of the prime Contractor, with the exception of 3.6.1 and 3.6.2 which may be met by the same person.

Submit resumes of individuals satisfying minimum personnel requirements, with required experience reflected as requested (CDRL 004).

3.7.1 At least one (1) principal of the prime Contractor shall be professionally competent in pavement data collection methods (visual, automated methods, road profilers, etc.) and in pavement data collection, analysis, and quality control and assurance.

3.7.2 At least one (1) Pavement Data Collection and Analysis Quality Assurance Manager who has five (5) years of experience in pavement data collection and quality assurance.

3.7.3 At least one (1) GIS Analyst shall have a minimum of five (5) years of GIS experience.

4.0 TECHNICAL REQUIREMENTS

4.1 Scope of Technical Service Element:

4.1.1 The scope of this technical element shall cover all necessary engineering, GIS, software, technology and related services, including Quality Assurance and Quality Control, required to collect, deliver/display, and analyze pavement distress data, various pavement attributes, pavement images, and data from all other specified sources. This data and image collection and analysis is primarily intended to provide comprehensive information needed to assess current pavement properties, conditions, and to assist in United States Air Force Pavement Management objectives and identification of Asset Management requirements.

4.1.2 Comprehensive condition data will be collected for all runway, taxiway, and apron pavements (100% area coverage) associated with the airfield network that were ranked as primary or secondary pavements in the last Pavement Condition Index Survey Report (2022). The approximate analysis square footage of pavement included in the study is 3,640,000 SF.

4.1.2.1 Parked aircraft will not be required to move from their respective parking locations for the purpose of collecting data. The contractor shall coordinate with airfield manager at the start of data collection and at the beginning of each day thereafter (at a minimum) during the data collection https://www.sam.gov/SAM/ https://www.sam.gov/SAM/ phase to understand the anticipated flight schedule and attempt to complete data collection in occupied locations following aircraft departure but shall not be penalized for failing to collect data in all aircraft occupied spaces.

4.2 Technical Details:

4.2.1 The Contractor shall submit a Technical Detail Response table that lists the equipment, associated specifications, and features which provides sufficient detail indicating how the equipment shall meet or exceed the requirements outlined in this section. The suggested table format is below.

4.2.2 Equipment, Technology, and Software Tool Requirements

4.2.2.1 Navigation System

4.2.2.1.1 The Contractor shall identify all equipment and technical details included in the data-collection system that shall provide accurate and synchronized spatial location reference for the data-collection system.

4.2.2.1.2. This includes all devices and technology such as real-time kinematic Global Positioning System (GPS) technology, inertial measurement units (accelerometers, gyroscopes), distance measuring instruments, etc. required to provide airfield geometry (longitudinal profile, transverse grades), pavement elevations, latitude/longitude coordinates, pavement images, pavement distress measures, etc.

4.2.2.1.3 This plan shall identify how the Contractor shall deal with GPS signal loss and satellite outages.

4.1.2.2.4. This plan shall identify how the Contractor shall deal with driver induced bias (if applicable).

Requirement Proposed 3D Equipment (List Sensors, etc.) 3D Equipment Specifications and Features (Provide All Informative Details)

Distance Measurement Instrument (DMI)

Global Positioning System (GPS)

Inertial Navigation System

Longitudinal Profile

Pavement Images

Crack/ Distress Identification

Airfield Geometry / Grade

4.1.2.2.5. The Contractor shall collect the most accurate GPS coordinates possible, with the X and Y coordinates reported in decimal degrees to six (6) decimal places. Z coordinates shall be reported in feet to two (2) decimal places. i.e. 4.12 feet.

4.1.2.2.6 All accuracies which are expected to be achieved by the proposed devices/equipment shall be defined, in appropriate places throughout the plan document and then summarized in the “Technical Detail Response” table. The plan shall also identify the accuracies for the data output by these devices/equipment when acquisition of the output data relies on multiple devices with different accuracies. This shall include both real-time data capture accuracies and post-processed data accuracies.

4.2.2.2 Synchronization of Data and Images with Global Positioning System (GPS); and Geographic Information System (GIS).

4.2.2.2.1. The Contractor shall provide details for all aspects of data/image collection and reporting with respect to location reference and data/image synchronization.

4.2.2.2.2. All required deliverable data and pavement images shall include all necessary location references per this section. This plan shall identify the technical details, procedures and methodology demonstrating how the field collected data and pavement imagery shall be captured, linked/synchronized and referenced to GPS using GIS technology (standard ESRI Arc GIS v10.7 or later file geodatabase.). All databases, tables, and documents that reference within the airfield should include Network ID, Section ID, Branch, RPUID, Rank, surface type, branch use (runway, apron, taxiway), Facility ID, and for rigid pavement distresses, Slab ID or Joint ID as defined in Section 4.2.2.2.3.

4.2.2.2.3. For rigid pavements within the pavement network, all individual pavement slabs and joints will be geospatially identified and assigned a unique identifier amounting to an asset key for that particular slab or joint. In this way, each distress identified within a rigid pavement can be catalogued to an individual slab or joint. Attributes assigned to each Slab ID shall include the latitude/longitude coordinates of all corners. Attributes assigned to each Joint ID shall include the latitude/longitude coordinates of the linear start/end points of the joint between two contiguous slabs. Naming convention for Slab IDs or Joint IDs shall include the letter “S” or “J” followed by a unique number defined based on the order in which the joints are catalogued (e.g., S01, J20).

4.2.2.2.4 The plan shall identify what data/images are synchronized in real time during data/image capture and what data/images are synchronized in a post processed method.

This shall be identified for all data/image collection requirements.

4.2.2.2.5 The plan shall identify the procedures and methodologies for identifying data/image start and stop locations, lead-ins/lead-outs and under runs/over runs. These procedures and methodologies must receive approval from USG before use to submit data or images.

4.2.2.2.6 The plan shall identify expected positional accuracies for the synchronized locations either in this section or in the Navigation Section.

4.2.2.2.7. The Contractor shall be required to provide a Software Data Processing and Management Tool that allows the contractor and USG to perform QA/QC on the data/image synchronization as well as to use this viewing tool for later data reporting and analysis.

4.2.2.3 Pavement Data and Image Capture Requirements

4.2.2.3.1. The Contractor shall provide details for all aspects of downward pavement data and image collection and reporting. Appropriate compression technology should be used to reduce data and image storage capacity requirements.

4.2.2.3.2. The system shall capture clear, high resolution digital pavement images in JPEG format, that represent the entire airfield pavement area described in Section 4.1.1.

4.2.2.3.3. The imaging system shall be configured to allow for the optimum contrast and visibility of cracks and other distresses via laser lighting to eliminate shadows and variations in ambient lighting.

4.2.2.3.4 The resolution of the pavement images should be sufficient, under optimal conditions, to identify cracks of 0.04-inch (1 mm) width in all directions when traveling at survey speeds, or to the lowest measure that can be practically or reasonably be achieved with 3D technology. The Contractor shall document both the ideal condition minimum crack width measurement and the reasonable minimum crack width measurement in the “Technical Detail Response” table. The Contractor shall process these images in a manner that shall synchronize, properly overlap, and fuse or stich together these images into one uninterrupted continuous pavement image of the airfield primary pavement surfaces. The contractor may use a semi-automated solution to quantify pavement cracking, or rate the pavement distresses, with manual input for quality control, according to ASTM D5340-20.

4.2.2.3.5. The Contractor shall generate color-coded digital line work and grids representing the various distress types and severity.

4.2.2.3.6 For QA/QC purposes, all pavement distress data and pavement management data shall be synchronized and linked to the pavement images via the Software Viewing Tool identified in this Technical Service Element.

4.2.2.3.7 Pavement images shall not be collected during periods when the visibility of cracking and other distress forms are continuously obstructed. This includes, but is not limited to, water on the pavement surface and either sand or mud on the pavement surface, etc.

4.2.2.3.8 Pavement Condition Measures: All pavement condition measures shall be reported in the appropriate data shell for that measure within the Software Viewing Tool and/or Software Data Management and Processing Tools. The items that follow provide additional information relative to providing the data.

4.2.3 Distress Measures:

4.2.3.1 Each detected or assigned distress will be designated a unique Distress ID, which shall consist of a combination of asset tags corresponding with the Pavement Network ID, RPUID, and Section ID, followed by the applicable distress code/identifier (ASTM D 5340-20), and a sequential number assigned based on the order in which a particular distress is catalogued within the network (i.e., first distress encountered receives number one (1), second distress catalogued receives a sequential number of two (2), etc.). An example Distress ID corresponding to a distress located within a flexible pavement section is shown below.

4.2.3.2. Distresses in rigid pavements will be catalogued similarly but will incorporate an additional asset tag corresponding to the slab (or joint) in which the distress is located, as previously defined. An example Distress ID corresponding to a distress located within a rigid pavement section is shown below.

4.2.3.3. The below tables provide a summary of the distresses of interest and Attributes that shall be assigned to each Distress ID for rigid and flexible pavements.

Asphalt Pavement Distress Types Composite Pavement Distress Types & Measures of Interest

Key Attributes to Assign to each Distress ID

Longitudinal/Transverse Cracking Longitudinal/Transverse Cracking

1) Linear Feet of Crack or Crack Segment, 2) Avg. Width of Crack or Crack Segment, 3) Lat/Long Coordinates of Start/End Location of Crack or Crack Segment, 4) Severity (ASTM D 5340-20)

Fatigue (Alligator) Cracking (gear path)

Fatigue (Alligator) Cracking (gear path)

1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet).

3) Total Linear Feet of Cracking within Boundaries used to define Crack Area, 4) Avg. Crack Width within Boundaries used to define Crack Area, 4) Severity (ASTM D 5340-20)

Block Cracking Block Cracking

1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet).

3) Total Linear Feet of Cracking within Boundaries used to define Crack Area, 4) Avg. Crack Width within Boundaries used to define Crack Area, 4) Severity (ASTM D 5340-20)

Slippage Cracking Slippage Cracking

1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet).

3) Total Linear Feet of Cracking within Boundaries used to define Crack Area, 4) Avg. Crack Width within Boundaries used to define Crack Area, 4) Severity (ASTM D 5340-20)

Patching Patching 1) Lat/Long Coordinates of Patch Corners, 2) Patch Area (Square Feet). 4) Severity (ASTM D 5340-20)

Depressions Depressions 1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet),

3) Maximum Depth (in.), 4) Severity (ASTM D 5340-20)

Weathering/Raveling Weathering/Raveling

1) Square Feet, 2) Lat/Long Coordinates (boundaries of polygon used to define distress area), 3) Severity (ASTM D 5340-20)

Rutting Rutting 1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet),

3) Maximum Depth (in.), 4) Severity (ASTM D 5340-20)

Bleeding/Flushing Bleeding/Flushing 1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet)

Oil Spillage Oil Spillage 1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet)

Shoving/Swell Shoving/Swell 1) Square Feet (Rectangular Area), 2) Lat/Long Coordinates (boundaries of rectangular area used to define square feet),

3) Maximum Height (in.), 4) Severity (ASTM D 5340-20)

FOD FOD 1) Lat/Long Coordinates of Centroid of FOD, 2) Maximum Length Dimension (in.)

Joint Reflective Cracking

1) Linear Feet of Crack or Crack Segment, 2) Avg. Width of Crack or Crack Segment, 3) Lat/Long Coordinates of Start/End Location of Crack or Crack Segment, 4) Severity (ASTM D 5340-20)

4.2.3.4. These distress observations shall be configured and supplied to the USAF specification. In addition to these measures, various condition indices shall be generated from these measures and associated severity levels as defined in ASTM D5340-20. These condition indices shall include Pavement Condition Index (PCI). The following subsections include a more detailed discussion of certain aspects of the distress data collection.

4.2.3.4.1 Pavement Distress Cracking

a. The Contractor shall provide details for all aspects of cracking data collection and reporting.

b. The Contractor shall conform to ASTM D5340-20 or later versions, as required.

c. The Contractor shall identify if and when the proposed technology can identify cracks of 0.04 inch (1 mm). The Contractor shall identify the lowest theoretical measure possible, and the lowest measure that can be practically or reasonably achieved, with the 3D crack mapping technology.

d. All distresses shall be attributed and assigned to slabs or joints (rigid pavements), sections, branches, RPUIDs, and Networks based on GPS coordinates. Calculated indices shall be reported at the section level. The quantities and severities of individual distress types shall be as defined in ASTM D5340-20, Standard Test Method for Airfield Pavement Condition Index (PCI) Surveys. All cracks greater than 1 mm in thickness.

should be recorded at the section level in terms of Linear Feet and avg. width for the purpose of identifying quantity of crack sealing required. However, in some instances, the distresses should also be assigned attributes incorporating other units of measure such as square feet (block cracking, slippage cracking), or number of affected slabs (linear cracking, shattered slabs) for the purpose of computing the associated distress indices according to ASTM D5340-20. Reference Section 4.2.3.3 for the key attributes to be assigned to the cracking-related distresses.

4.2.3.4.2 Roughness

a. The Contractor shall identify the lowest allowable speed at which their DCV can accurately capture valid roughness measurements within this SOW.

b. Conformance to the ASTM E950-09 Standard Test Method for Measuring the Longitudinal Profile of Traveled Surfaces with an Accelerometer Established Inertial Profiling Reference, or its latest version, is expected. It is expected that roughness data shall be acquired using a Class II (minimum) laser-type inertial profiler supplied and calibrated using the Quarter Car Simulation approach via 3D system. If deviations or alternate methods for determination of longitudinal pavement profile are proposed, the Contractor must include a detailed description of the proposed technology or procedure, and the associated accuracy / tolerance that can reasonably be expected using the proposed method.

c. The contractor shall conform to the FAA AC 150/5380-9, Guidelines and Procedures for Measuring Airfield Pavement Roughness.

d. Profile data should be stored in Raw Data Files for every one (1) inch (minimum) of assessed runway, taxiway, and apron pavement, while the computed BBI values shall be summarized and retained only along the runway centerline profile, and for longitudinal runway profiles evenly spaced at 5-foot lateral offsets (left and right) for the full width of the runway, and with a defined survey interval (1/2 of minimum virtual straightedge length) of not more than 6 in. These values shall be made available to USG for further review via the Software Data Processing & Management Tool and/or Software Viewing Tool.

4.2.3.4.3 Settlement / Faulting

a. The Contractor shall provide details for all aspects of Faulting data collection and reporting.

b. The Contractor must be able to synchronize the pavement image with the profile data, and then identify the actual location of all joints for the jointed concrete pavement via pavement images. Real time fault data capture and reporting shall not be acceptable. The Contractor shall not be allowed to solely establish joint detection or location via algorithms such as ProVal or via a pre-defined nominal joint spacing variable such as 20 foot spacing. Joint location can be programmatically determined, but the final actual joint locations must be manually validated, prior to determining the faulting values.

c. The Contractor shall then post process the faulting data to determine the value of all faults at these actual defined joints, using a minimum faulting threshold of 0.25 inches.

The assigned faulting at each joint between two contiguous slabs will be based on the magnitude of the maximum elevation differential along the length of the joint formed between the two slabs.

d. Faulting depth data shall be captured and reported to the nearest 0.04 inch (1 mm), or to the lowest measure that can be practically or reasonably achieved with the 3D system.

Also, the location of each faulted joint shall be provided with GPS coordinates associated with the joint and attributed to a network, RPUID, Branch ID, Section ID, and Joint ID.

e. The defined joint locations shall also be identified via some type of colored marking, on the submitted pavement images supplying the pavement distress data for QA/QC.

f. For Reporting purposes, the severity of each fault will be assigned based on criteria for runways, taxiways, and Aprons as defined in ASTM D5340-20. In counting settlement, a fault between two slabs will be counted as one slab exhibiting the distress, and the number of faulted slabs (and associated severities) attributed to each section shall be used in the computation of applicable condition indices.

4.2.3.4.4 Rutting and Depressions

a. The Contractor shall provide details for all aspects of rutting and depression data collection and reporting.

b. Rutting is to be defined as a surface depression in the wheel path and is computed in terms of square feet of surface area and the depth being defined as the average of the computed depth along the length of the rut. The rut or depression depth will be computed based on profile elevations (transverse to the direction of traffic for rutting) and an assumed 12-foot digital straightedge. The minimum rutting threshold will be 0.25 inches and the minimum depression threshold shall be 0.125 inches. Each rut or depression will be assigned a severity as defined in ASTM D5340-20, and shall be provided with GPS coordinates and attributed to a Network ID, RPUID, Branch ID, and Section ID. For individual ruts or depressions crossing the boundaries of multiple sections, a separate rut will be assigned to each section along with the appropriate area measurement within each specific section.

c. Rutting and depression depth shall be captured and reported in units of inches, to the nearest 0.04 of an inch (1 mm), or to the lowest measure that can be practically or reasonably achieved with the 3D system.

d. For reporting purposes, the computed rutting and depression data shall be summarized for each pavement section as a quantity (Sq. Ft.) corresponding to the applicable severity types for use in computation of condition indices.

4.2.3.4.5 Shoving, Swells, and Blowups

a. The Contractor shall provide details for all aspects of shoving, swells, blowups data collection and reporting.

b. Shoving, Swells, and Blowups are measured in square feet of surface area and with the heights being defined as the maximum height over the area of the distress. Distress height will be computed based on pavement profile elevations and an assumed 12-foot digital straightedge. The minimum swelling and shoving threshold shall be 0.75 inches, while the minimum threshold for blowups (rigid pavement) shall be 0.25 inches. Blowup, swell, or area of shoving will be assigned a severity as defined in ASTM D5340-20, and shall be provided with GPS coordinates and attributed to a Network ID, RPUID, Branch ID, Section ID, and Slab ID (rigid pavements only).

c. Swelling and Shoving depth height shall be captured and reported in units of inches, to the nearest 0.04 of an inch (1 mm), or to the lowest measure that can be practically or reasonably achieved with the 3D system.

d. For reporting purposes, the computed swell and shoving data shall be summarized for each pavement section as a quantity (Sq. Ft.) corresponding to the applicable severity types for use in computation of condition indices. Blowups shall be reported for each section in terms of number of affected slabs and the associated severity.

4.2.3.4.6 Raveling and Weathering

a. The Contractor shall provide details for all aspects of raveling and weathering data collection and reporting.

b. The Contractor shall identify if and when the proposed technology can identify weathering and raveling distress and associated severities as defined in ASTM D5340- 20, with distress quantities being captured and reported over one Square Yard increments for 100% of the assessed asphalt-surfaced airfield pavement area. The Contractor shall also describe method to avoid capturing and counting grooved AC pavements as a weathering or raveling distress.

c. For reporting purposes, the computed raveling and weathering distresses shall be summarized for each pavement section as a quantity (Sq. Ft.) corresponding to the applicable severity types and used in computation of the condition indices.

4.2.3.4.7 Misc. Rigid and Flexible Pavement Distresses

a. The Contractor shall identify if and when the proposed evaluation technology and procedures can be used to identify other rigid and flexible pavement distresses identified in Section 4.4.1 and incorporated in the determination of applicable distress indices either based on area, number of affected slabs, or concentration of distress over an entire sample area (e.g., joint seal damage).

b. The discussion should include how the collected pavement imagery and other data shall be analyzed to identify and differentiate between rigid pavement distresses such as spalling, patching, scaling, ASR, Shrinkage Cracking, popouts, and durability cracking.

c. For QA/QC purposes, each individual patch and spall shall be collected and reported in the Electronic Data Files in terms of size and severity.

d. Although each individual distress shall be catalogued and assigned key attributes as defined in Section 4.2.3.3, for the purpose of computing the applicable condition indices, if a slab contains one or more patches and spalls, it will be counted as one slab containing that distress at the highest observed severity level for that distress.

e. ASR shall not be identified as a distress based on visual indicators alone, and suspected incidences shall be considered as scaling unless results of previous petrographic analysis testing is available which either confirms the presence or determines there to be high potential for deleterious ASR development.

4.2.3.4.8 Foreign Object Debris (FOD)

a. For instances of pavement spalling, intersecting/interconnected cracks, loose surface debris, scaling, and other FOD-producing distresses, the Contractor shall identify if and when the proposed evaluation technology can detect and register individual pieces of FOD (or potential FOD) independent of the system previously defined for cataloguing distresses. The contractor shall also identify if the proposed analysis software can then display the size distribution in a histogram format (number of occurrences within a particular range of sizes) applying to a user-defined area of interest within the software data processing and management tool and/or software viewing tool. For the purpose of this project, FOD shall be defined as any loose debris observable on the pavement surface or within distresses, or individual pieces of pavement bounded on all sides by cracks or joints as detected using the 3D technology up to a maximum size of six (6) inches in the longest dimension. Properly completed patches repairs shall not be registered as FOD.

4.2.3.5 Pavement Condition Index (PCI)

4.2.3.5.1 The PCI ratings at the section level shall be computed and shown on a color- coded map within the software viewing tool, using the applicable PCI Rating specified in ASTM D5340.

4.2.3.5.2 Specific Red, Green, Blue (RGB) color codes to be used for PCI mapping and graphics are shown in the figure below.

4.2.4 Additional Pavement Measures of Interest

4.2.4.1 Macrotexture

4.2.4.1.1. The Contractor shall provide details for all aspects of macrotexture data collection and reporting.

4.2.4.1.2. Conformance to the ASTM E1845 Standard Practice for Calculating Pavement Macrotexture Mean Profile Depth, or later version, is expected.

4.2.4.1.3. The Contractor shall collect and provide the Mean Profile Depth, Root Mean Square and the Percentage of Valid Samples for 1 Square Yard increments, for 100% of the assessed pavement area. The Sampling Frequency shall comply with the ASTM E1845-15 specification. The percentage of Valid Samples, as defined by ASTM E1845-15 must remain above 90% or the data shall be recollected.

4.2.4.1.4 The Mean Profile Depth and Root Mean Square shall be identified in units of inches to four (4) decimals.

4.2.4.1.5 For QA/QC purposes, macrotexture data shall be summarized as an average over 1 Square Yard increments in the Summary Data File.

4.2.4.1.6 It is the UGS’s assumption that the macrotexture data will be necessary for the computation of Raveling and Weathering as defined in Section 4.4.2.2.7, and that is the reason for inclusion of the macrotexture data collection within this PWS. If the Contractor believes that their 3D technology is able to detect raveling and weathering with a sufficient degree of accuracy without mean profile depth measurements obtained in conformance with ASTM E1845, then the Contractor must include a detailed description of the proposed technology or procedure, and the associated accuracy / tolerance that can reasonably be expected using the proposed method.

4.2.4.2 Non-destructive investigation of Pavement Structure

4.2.4.2.1 General Requirements: The Contractor shall complete a ground-penetrating radar (GPR) survey of the airfield network to provide the engineer or asset manager with a cost-effective and comprehensive overview of pavement structure. The intent is to cross-reference the GPR data with existing linear segmentation of the airfield network in order to validate the existing network segmentation and physical property data (thickness and material properties) assigned to each pavement section, or to identify discrepancies where appropriate.

a. The Contractor shall coordinate with the installation Geospatial Information Office (GIO) to request shape files from the latest copy of the Common Installation Picture (CIP). Particular features of interest from the CIP are the airfield surface, and subsurface utilities.

b. The Contractor shall coordinate with the installation POC to obtain as-built documentation associated with any construction project completed within the last (5) years for use in cross-referencing the GPR-derived layer properties with expected pavement layer properties.

b. The USG shall provide the Contractor with a copy of the most recent airfield pavement evaluation (APE) report, which contains the expected pavement layer properties for all sections (excluding those recently constructed or reconstructed) in Appendix D, for use in cross-referencing the GPR-derived layer properties with known/expected pavement layer properties.

4.2.4.2.2 GPR data shall be collected using a multi-channel digital radar system. Two dipole (ground coupled) antennae are recommended, with appropriate center frequencies proposed by the Contractor to be able to accurately resolve pavement layers (4 in. thickness or greater) to a depth of approximately 3 feet below the pavement surface, while also providing capability to identify the location of subsurface utilities and potential anomalies (possible voids, karst features, etc.) within a depth of approximately 10 feet from the pavement surface.

4.2.4.2.3 If the GPR equipment is integrated into a data collection vehicle which allows simultaneous collection of pavement surface condition information as previously described in this work element and pavement construction and subsurface information, then the equipment should be positioned so as not to obscure the pavement imaging and/or profiling equipment.

4.2.4.2.4. The geospatial positioning of the GPR data collection shall made coincident with the positioning of the pavement imaging and profile datasets.

4.2.4.2.5 The Contractor shall collect the scanned data as 2D traces spaced at 12.5 feet apart throughout the entirety of the airfield sections included in this analysis. The 2D traces shall be appropriately georeferenced so as to allow seamless alignment of the 2D traces in 3 dimensions.

a. The Contractor shall align the 2D traces for display and subsequent analysis in the Software Viewing Tool. Following processing and analysis, derived pavement construction information (layer thickness and Type) for each pavement section shall be reported in a summary table, which shall discuss the locations of anomalies in the GPR data (significant changes in pavement layer properties or thicknesses within a defined Section, derived properties that do not align with expected properties reported in Appendix D of the APE report or as-built documentation, apparent subsurface voids, etc.)

b. The Contractor shall identify discrepancies between the GPR-indicated positions of subsurface utilities and the positions as shown in the installation’s CIP.

c. The Contractor shall identify if and when the proposed evaluation technology can identify the location and linear extent (in the direction of the scan) of shallow voids located between the bottom of rigid pavement and the top of the foundation material for subsequent quantification of slab sub-sealing requirements by the USG. The shallow void data should be catalogued in the data files as individual voids, associated width (in the direction of the scan), as well as the Slab ID, section ID, branch ID, and RPUID associated with that void.

4.2.4.3 Runway Transverse Pavement Grade

4.2.4.3.1. The Contractor shall provide details for all aspects of Runway Transverse Pavement Grade data collection and reporting.

4.2.4.3.2. For QA/QC purposes, transverse grade measurements should be collected and retained in increments of no more than 25 feet along the total length of the runway.

4.2.4.3.3 For reporting purposes, the average transverse grade within 25-foot width increments left and right of centerline for the entire width of paved runway surface, and for 100-foot increments of runway length, should be incorporated as a layer in the Summary Data in the software data processing and management tool and/or software viewing tool. Instances where average transverse slopes are out of tolerance with criteria included in UFC 3-260-01, Airport and Heliport Planning and Design, shall be flagged.

5.0 DELIVERABLES

5.1 Data Viewing, Processing, and Management Software

5.1.1 Software Viewing Tool

5.1.1.1. The Contractor shall provide a web-based application that provides a user-customizable workspace that shall allow simultaneous viewing of synchronized pavement images with either QA/QC-level data or with selected distress data and/or pavement management data as specified in Section 4.2. The Contractor shall provide software licenses for up to four (4) users (if applicable) (CDRL 005). The pavement images for this viewing tool shall be in thumbnail format. However, when the USG decides to investigate a point of concern, the ability to easily pull up the full-size image, represented by the thumbnail image, is required to view details that are more extensive.

5.1.1.2 The Contractor shall provide extensive details outlining all capabilities of this software viewing tool. This shall include the most recent version of the training manual.

5.1.1.3 This solution shall have the ability to filter and export data for use in the USG’s Pavement Management System, in an approved data format provided by the USG.

5.1.2 Software Data Processing and Management Tool

5.1.2.1 The Contractor shall provide an application and database that provides full data processing, analysis, and management capabilities on all distress data and/or pavement management data (CDRL 006). This application shall also need to validate, and if necessary, manage the synchronization requirements for pavement images and all data.

This solution shall host the “Raw Data” that are expected to be the original data source for both the definition of pavement distresses, Indices, and other pavement measures of interest. It shall contain data at increments relative to the capabilities of the data collection technology, which shall generally be termed “Raw Data” and shall provide the USG with the opportunity to look at a more detailed level of data then the summary provided in the software viewing tool.

5.1.2.1.1 The electronic data files and summary data files shall summarize data as indicated in Section 4.2.

5.1.2.1.2 The Contractor shall provide software licenses for up to four (4) users (if applicable).

5.1.2.1.3 The Contractor shall provide extensive details outlining all capabilities of this data management software tool. This shall include the most recent version of the training manual.

5.1.2.1.4 The solution shall have the ability to export data for use in the USG’s Pavement Management System.

5.2 Data Delivery

5.2.1 Both the Software Viewing Tool and Software Data Processing and Management Application (and Database) shall be hosted on the USG’s secure cloud platform. The collected imagery and pavement distress data will remain the sole property of the USG and will remain within the secure host environment at all times following collection and upload. Prior to data collection and storage on the cloud platform, the COR will be required to submit a request for the application / tools to be hosted on the platform. Notice to Proceed with the data collection will not be issued prior to the USG’s approval to host the data and associated applications on the platform. The contractor shall include within their proposal, an estimate of the raw data storage requirements for the proposed solution.

5.2.1 For QA/QC purposes, all “raw data” sources shall be geospatially synchronized and made available for viewing within the Software Data Processing and Management Tool within fourteen

(21) calendar days following completion of on-site data collection activities (CDRL 007).

5.2.2 Final post-processed data, along with all identified distresses (with unique distress IDs and associated attributes), indices, and other measures of interest will be made available in the software data management and processing tool and/or software viewing tool (as applicable) within one hundred and twenty (120) calendar days from Notice to Proceed (CDRL 008).

5.0 SERVICES SUMMARY

Performance

Objective (PO)

PWS

Paragraph(s) Performance Threshold Method of

Surveillance

PO1:

Raw Data Collection and Synchronization

PWS 3.4, 4.1.2,

4.2.2

S: Collect and deliver accurate comprehensive condition data for all runway, taxiway, and apron pavements (100% area coverage) associated with the airfield network that are ranked as primary or secondary pavements, and including Section R01A which was ranked as a tertiary pavement. All Data sources shall be assigned to an appropriate data shell and synchronized with GPS / GIS, with no more than three (3) identified discrepancies.

Discrepancy is defined as failure to capture specified data, failure to calibrate equipment to ensure specified accuracy of collected data, or failure to resource or use survey grade GPS equipment to synchronize collected data in the Data Processing and Management Tool.

100% Inspection in Software Data Processing and Management Tool

(21 calendar days after field data collection).

PO2:Distress Identification

PWS 4.2.2,

4.2.3

S: Properly assign and catalogue all individual pavement distresses, with no more than one (1)…