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----------------_____,Lv__ ""._, ___ .. __ ., __ '._'.' ____ __, ____ • __ ___ ••'",C_ ~1?"'\"l'l\...~lt'\Jll;:' ~lH\,j \,A.U1Ua..... ~n.n...Ulll.... 1H.:.;. .••tl1U \.tl. tile \VOl'k
GCSCf.iOCu 0)' ~filu tn ac(;()raaih:::-C \;.:.i.ill tnt l'1ailS~ :::;pCCiil(;~ii.i!..YltS ano ""GiUl\;'Ci lor iiie iOHv\"y'itig pni,':c;)~ i\.~ Vli~: jiJ;llCG uy: _____________________
j'\>.-(ki(;llduill No. 1 l.X.ll(;~i. _______________ .,:,.uuCHuurn :'<1D. .; t).:iWU: ______________ Aliucnd.Um i~\). :.} uatcu: ..t\Jj~i.:.Jl\jUUl Nu. u i),ii.';u. _______________ 
Dare __________________________ a Corporation .... Lt;....~......... U ....... ""~.................r,:; ........,........................a.H..,. .......L U""" '-L .......... ...,....
_________________________ OR a parUlership consisting 01'_______________________________________ OR au individual trading as _______________________________________________ Proposal
01'_______________________________________________________, aud _____________________________ TO: Town of Addison, Texas TOLLWAY tor the Town of Addison, Texas, hereinafter called "Town",
in accordance with the the otIice of MS. Minok Sub, Purchasing Coordinator, Finance Building, 53;50 Belt Line Road, ulC appv.llirca umc W..,Vlii vc opcnC\l anG rcau aivUQ. .rilly rHUS
iCCCi>/CQ arrer sratc(: t.l.:.U.lC ";?ll.ll tiC rCruillC,::i ~uiivpCllC{j.. Supplies, cqiHpmcilt. i.lilG i.lppHan~C$ SPCC.lHCG 101' tile ptOjCCL ana W lUilll:}.i:l aii i~v0r~ tvOi;:;,
,··.·'"il·li'I·II":l·li ;;11'11-; i'"11.';il1:I'li;;;':' 'iI', \'\'''1'11')'':1\': ii'II"; "'"li'j., lfl ;·)1·_ll~))·ih1i'.\ .. -\",iiii iii." :":'ni:LiliLHilllH;><. l"HllllJli" .• PF·.l
ofg RIIV. I 
alter the opening ofthe bids. Town ofAddison to reject any and all bids. Name ofBidder iiy: __________________________________________________ __ lSignature) Wituess: ______________________________
(Signature) (Oliice Address ofBidder) Bidder's Tax I.D. No. or Employer No. NOrES: Sign in ink. Do not detach. Pf-4vf8 RTIV.l 
BELTLINE ROAD PAVEMENT REHABILITATION MARSH LANE TO DALLAS NORTH TOLLWAY !Ce,mp!ete in Place, for the Sum of and i-----.------.-.--.--.-Cents per unft Complete in Place, for the Sum
of _________ .,_______Dollars and 1___________________ Cents per unit Complete in Place, for the Sum of per unit I Compllete in Place, for the Sum of 1________•______·________·____yul1.~and
:_........___._•.__._.________ Cents per unit ICompletein Place, for the Sum of I_________________________·~,,·,oand 1____.___________________ Cents per unit IComple!e in Place, for
the Sum of ,______ . __ . ___________._______yv"w,aoo _._._.__________________ Cents per unit PF·5 of 8 REV. 1 
BEL TLiNE ROAD PAVEMENT REHABILITATION MARSH lANE TO DAlLAS NORTH TOLLWAY ICompllele in Place, for !he Sum of I ___________ ~___~____________~w,,,woand I___~______._.._____________ Cenls
per unil IComplletein Place, for the Sum of 1______•______________________~U,,,".,and I~___________________ Cenls per unil Complete in Place, for the Sum of ; Complete in Place, for
the Sum of I---~~_-------~-----------__________________DoUars and ____~_________ Cents per unit Complele in Place, for the Sum of ____________Dollars and _________________ Gents per
unit ______________Dollars and ________ ...... ___ Cenl.s per unit lec,mplele in Place, for111e Sum of I__·_______·_____·__·______·~·___·uu'''"'.and 1_________________.______ Cents per
unit PF-6 of 8 REV. 1 
BELTLINE ROAD PAVEMENT REHABILITATION MARSH LANE TO DALLAS NORTH TOLLWAY I Complletein Place, for the Sum of I_____________________··· ____~u""'.and 1______________________ Cenls per
unit 1 Co,mp,lete in Pface, for the Sum of I________________________~,"'o,.and 1_____________.________ ,ee"tsper "nil IComplete in Place, for the Sum of I.._______________·____·______~v"o,.and
1_____________________ Conts per "nil ICc,mplete in Place, for the Sum of :______._____. ___________________ ~u,,"',and 1 ___________________ Cents per unil ICc,mptels in Place, for
the Sum of and ,__________________'_ Cents per unit IComplete In Place, jor the Sum of and 1___________________._Cents per unit PF-7 of8 REV. 1 
BELTUNE ROAD PAVEMENT REHABILITATION MARSH lANE TO DAllAS NORTH TOLLWAY Complete in Place, for the Sum of ____________~_Dollarsand 1__________________ Cenls per unll 1CcmplleteIn Place,
for the Sum of :_____._________.____________.~u,,,~oand j______________.__________ Cents per unit ICo,mp,lete In Place, for the Sum of I_____________________·___·___·_vc"'"~and i--------------~.-.---
--Cents per unit Complete in Ptace, ror the Sum of TOTAL AMOUNT BIO FOR Mil.TERIALS AND SERVICES, ITEMS 1 THROUGH 22, INCLUSIVE ..:$;,....________ WRITTEN IN WORDS: NOTES; 1. AU items,
labor, malaials, equipment, fsclflt!es. incidenls/s. and 'M,)I'k lBquired (or oonstnJcfion clthe proje<:f om 10 be pt'O\'ided and installed l¥ the Contrador as part Qf Ihe p~and payment
for tho c:os4 of$Ud1 shall be included in the price bid fa the (X)I'lst/UdiOn (111M project 2.. PriU)S must beshown in wads and flQUf1iJS tor each Item nsted in this proposal in the
9ventof discfaparlC)l. the words shall contn;;l 3.. It is understood !he tho Bid Sectmt;r shan be oolleded and relsiood by theO'inlE.ras liquidated damages in tile event a oontract is
made by th& Owner based on lhis proposal within ninety {SO} calendartiaysafter rooaivlng bids and the unoorsigned faits to axaeute the contract and required bonds wllhin ft.'O (2) days
from the data the ContracIor is notitiOO and' has received ItI& conformed documents. Ahrfhls perkxJ, If the oontrad he.s been executed W'Id IJle, required bonds iwve been submilted.
the said Bid SooJrity shan bereklmod 10 the under.>lgnad upon demand. Bidder's Tax LD. No. Or Employer No.: PF-8 of 8 REV. 1 
PAVEMENT A..'m SURFACES COURSES bern 5.7.4. (g) Placing. The asphaltic mixrure shall be placed on the approved base course with the previo~ly specified spreading and finishing machine
in such manner tbat. wben properly compacted, the finished course shall comply with the maximum thickness mjmrements. be smooth and of uniform density. and meelthe requirements of the
typical cross seeWms and the sw:face test. During the placing and spreading of the asphaltic material, care sball be taken to prevent the spilling of the material onto adjacent pavement.
gutters or structutes. In small amIS" whi.cb are inaccessible to the spreading and finishing machlne. hand spreading may be authorized by the OWNER. proVided an acceprable smface can
be obtained. (It) Compaction. Rolling with the 3-wbeel and tandem loUer shall .'IIlIrt IongilUdinally at the sides and proceed toward the center of the surface course. overlapping on
successive trips by at least baIf the width of the rear wbeels. Altema1e trips of the rotter shall be be slightly different in length. Rolling with the plleUlllldic tire roller shall
be done as directed by the OWNBR. Rolling shall cominue WlIiI no further compression can be obtained and all roller marl<s are eliminared. The motion of the rollers shall be slow enough
at all times In avoid displacement of the asphaltic surface material.. IfdisplacelIlCllt should m:CUX". it sball be com:cred at once by the use of rakes and fresh asphaltic mixlUl1i:s
where mjuired. The roUer shall not be allowed to stand on the sUIface COUISe when it hIlS not been fully compam:ed and allowed to cool. To prevent adhesioo of the surface course to the
roller. the wheels sball be kept thoroughly moistened with water, but an excess of water shall not be permitted All rollers mllSt be in good mechanical condition. All necessary precautions
5ball be Iabm to prevent the dripping of psoliue. oil, grease or other foreign matter on the sw:face course while tbe rollers are in motion or when standing. In areas where the surface
COIIl"se cannot be compacted with the rollers, hand lamps. lightly oiled. shall be wed to secure the required compaction. With approval by the OWNER. the virbntt01Y steel Wheel roUer
may be substituted for the 3-wbeel roller and tandem roller. Each course, after final compaction, shall have a density ofnot leSli than 95 percent of the density developed in the laborntoly
test method outlined in Texas State Depamnent of Highways and Public Transportation Bulletin C-14. (i) Surface Tesls. The finished surface of the pavement after compression shall be
smooth and true to the established line. grade and cross section. When tesred with Ii 16 ft. (5 m) Straightedge placed parallel 10 the centerline of the roadway, the finished surface
shall have m) devialion in excess of 'I.. in per foot (:5 mm per m) from the nearest point ofcontact. The maxinwm ordinate measured from the face of the straightedge shall not ex.ceed
II. in. (6 mm) al '. " . any point. Any point io the pavement surface not meeting these requirements shall be immediately corrected. (j) Pavement Thickness Test. Upon completioo of the
work and before final acceptance and fmal paJlltlent shall be made, pavement thickness rest shall be made by the OWNER or his llIlthorized representative unless otherwise specifted in
the special provisions or in the plans. The number and location of tests shall be at the discrelion of the 0'\1I!'0c"ER. The cost fur the initial pavement lbick:ness test shall be at
the expense of the OWNER. In the event a deficiency in thickness of pavement is revealed during normal resling operations. subsequent tests necessary to isulate the deficiency shall
be at tbe CON'TRAcroR'S expense. Tbe Cl')St for the additional coring test shall be at the same rate charged by commerciallaboratDries. 5.7.5. MEASUREMENT AND PAYMENT Prime coat and
!.aCt coat shall not be measured for direct payment but shall be considered as subsidiary WOIX pertaining to the placing of aspbaltic mixtun:s of the type specified. Hot-mix. asphaltic
concrete material. shall be rnellSured by the ton complete in place, of 2,000 lb. (900 kg), computed at 110 IbJS.Y. per inch o.r by the ~uate yard (m2) of the type or types used in the
completed and accepted work. Weigtlt shall be determined by a cettlfied scale approved by the OWNER and ",corded on serially numbered weigh! tickets, identifying the vebicle and presented
to the OWNER'S representa1ive on the iob. Work oerformed ami 
~ I :'if. ~~. .:: I : , ::""'l U ri· 1-'i -!~. II. " n ~ U ~: ;} i i n. G • • i II!~l d. ~ I ~ " ~I ~ !~ !~~I~ ~l !;r,." i !;iR ~ . I iii~ ! " i ~ i .. . IJ IT ! ~ J ii' . j . '.i .
-i i :1 : "11 11 " II ~ II, '-~.i/-II lU .1'. j 1\ \\ 1\l II 1\ IV II 5!! II. II II II fZ 11 II 11 II .... II II II~n II !: II II II II ii II II II. II ~ II II II........ ~ l!i~ < ..
~I•J< <! mii~ I . ~ ! ~ i!i ~ II<iI -5·j~ "tJ ;:!: ... Ii ..J\. 1-"-If 11jm•LA i ! ~:-~s~WF ~ I Icz&i ~!d i .~h !~ L'I\J:j! ~ IiOJ;; #f~ "ili !i -. ~ ~~ ~:: 11; (n' inr \. I·~~ ~-iII
~il~ ~ 15 ~~"': a='-Ie :::::: 'I:: ~~~:i ! ~ .~ ~~ , II 1111-'" ~ II §"i, ~ II 1111 " g'• J' "" II, •.J h """ II'.-!2"\II II 1111 It 13 ~ :; it. illl! Iv. ' ;)i 'I .11 I It II I " I!
1\ !!" II \\ ~ • , • 
TOWN OF ADDISON BELT LINE ROAD PAVEMENT REHABILITATION PRE-BID MEETING AGENDA September 21, 2004; 2:00 PM I. Introductions 2. General Project Discussion and Review ofProject Limits 3.
Staging Area 4. Nighttime Construction (Hours of Operation) 5. Construction Phasing 6. Railroad Coordination 7. Traffic Control Access Control Intersection Control 8. PCC Pavement Repair
9. Milling -Disposal Site -Protection ofStanding Edge Traffic Signal Loops 10. Transverse Joint and Random Crack Protection Material -Installation 11. Manhole and Valve Box Adjustment
12. Final Pavement Markings Coordinate in Field 13. Contract Period and Schedule Start: October lih 25 Calendar Days -Contractor's Bond Requirements 14. IncentiveIDisincentive 15. Questions/Comments
HNTB Project No. 40316 
ADVERTISEMENT FORBIDS Bid # 04-33 The Town of Addison is requesting bids for Resurfating Belt Line Rd., Bid No. 04-33. MANDATORY Pre Bid meeting Tuesday, September 21,2004 2:00pm at,
Service Center, 16801 Westgrove Dr. Bids will be accepted unti12:00pm, Tuesday, September 28, 2004 at the office ofthe Purchasing Coordinator, 5350 Belt Line Rd., Addison, Texas 75254
at which time they will be publicly opened and read aloud. Late bids will not be considered and will be returned unopened. The Town ofAddison reserves the right to waive any formalities
and to reject any or all bids and to select the bid deemed most advantageous to the City. Bid information is available on www.demandstar.com or www.ci.addison.tx.us. 
May 15, 2002 Project No: 450868.00 Invoice No: 016.0131. Town of Addison Attn: Steven Z. Chutchian PO Box 9010 Addison TX 75001 Project: 450868.00 Beltline Surface Condition Study Professional
Services: April 1. 2002 through April 30, 2002 ........................................................................................................................................................
...... Task: 01 Project Management Fee Total Fee 14,900.00 Percent Complete 93.00 Total Earned 13,857.00 Previous Fee Billing 12,963.00 Current Fee Billing 894.00 Total Fee 894.00 Total
this task $894.00 Total this inv~----~~ Billings to date Current Prior .~ Fee 894.00 12,963.00 13,857.00 . Totals 894.00 12,963.00 13,857.00 13800 Montfort Drive, Suite 230 Dallas TX
75240-4347 (972)387-0771 Fax (972)387-9714 Please Remit Payment to: PBSJ P.O. Box 951422 Dallas, Texas 75395-1422 
TOWN OF ADDISON PAYMENT AUTHORIZATION MEMO DATE: Check$JZ§ofoz-Claim# f/t'fc/tJpI Vendor No. Vendor Name Address Address Address Zip Code Z>lJ TOTAL 0.00 Finance 
, TOWN OF ADDISON PAYMENT AUTHORIZATION MEMO :-:: " ":,-." ':', " " Claim # Check $ "+jij,i(!l.~q"DATE: '"' .. ' '.' ' . Vendor Name PBS:r Address p,.::?. INX Address Address Zip Code
7.5'3 fS -1122. TOTAL 4;;470. ~t7 .-fo-e ~ Authorized Signature Finance 
.' < . February 15. 2002 Project No: 450868.00 Invoice No: 0153000 Town of Addison Attn: Steven Z. Chutchian PO Box 9010 Addison TX 75001 Project: 450868.00 Beltline Surl~ce Condition
Study Professional Services: January 1, 2002 through January 31. 2002 ............................ ................... -.-~ ... -.. --.......... -.. ....~ ,. Task: 01 Project Management
Fee Total Fee Percent Complete Billings to date Fee Totals 14.900.00 80.00 Total Earned Previous Fee Billing Current Fee Billing Total Fee ............................. . 11.920.00 7,450.00
4,470.00 Current 4,470.00 4,470.00 Total this task Total this invoice Prior Total 7,450.00 11.920.00 7,450.00 11,920.00 4,470.00 $4,470.00 ~ t), K, 1r> f?,kf· .> Zc 2 ( u>(p 2. 13800
Montfort Drive. Suite 230 Dallas TX 75240·4347 (972)387·0771 Fax (972)387·9714 Please Remit Payment to: PBSJ P.O. Box 951422 Dallas. Texas 75395-1422 
.' ' .. '"" '-', . TOWN OF ADDISON PAYMENT AUTHORIZA TIONMEMO DATE: Claim # Vendor NO: . --~~----~--~~~~----~~--~~ Vendor Name .PBS/:r Address Address Address Zip Code 753'15'-/422..
. EXPLANATION ~~, Authorized Signature Finance 
January 31.2002 Project No: 450868.00 Invoice No: 0151528 Town of Addison Attn: Steven Z. Chutchian PO Box 9010 Addison TX 75001 Project: 450868.00 Beltllne Surface Condition Study Professional
Services: November 1. 2001 through December 31. 2001 Task: 01 Project Management Fee Total Fee 14,900.00 Percent Complete 50.00 Total Earned 7.450.00 Previous Fee Billing 0.00 Current
Fee Billing 7,450.00 Total Fee 7,450.00 Total this task $7,450.00 Total this invoice $7,450.00 Billings to date Current Prior Total 0.'(.' -{r; Fee 7,450.00 0.00 7,450.00 Totals 7,450.00
0.00 7,450.00 pri 13800 Montfort Drive. Suite 230 Dallas TX 75240·4347 (972)3B7·0771 Fax (972)3B7·9714 Please Remit Payment to: PBSJ P.O. Box 951422 Dallas, Texas 75395·1422 
t " ..fj [} [ C ,~ > 0 C Technical Pavement Surface Analysis C Beltline Road .. , ... Town of AddisonC [ l C 
! Technical Pavement Surface Analysis -Beltline Road Prepared for the Town of Addison by Doug Dillon, P.E. and Clarence Daugherty, P.E. PBS&J February 1, 2002 The Town of Addison requested
that PBS&J evaluate the pavement on Beltline Road from Dallas Parkway (Dallas North Tollway) to Marsh Lane to determine the cause of and solutions to the poor skid resistance of the
pavement. This report provides some background, the methodology of the evaluation, alternative solutions and PBS&J's recommendation for improving this dangerous condition. Background
The section of roadway studied is a six-lane arterial that is one of the main thoroughfares for the Town of Addison. The current pavement was constructed in 1980 and consists of an 8-inch
jointed reinforced concrete pavement; three lanes in each direction with both interior and exterior protected tum bays at multiple locations, some of which have been added since the
original pavement was constructed. No original construction records or materials records, other than the as-built plans, were available for review and analysis. "Polishing" of the surface
was evident as early as the mid-to-Iate '80s. Testing by use of the TxDOT skid resistance trailer in 1989 indicated a "too slick" finding. Transverse grooving was performed at the Midway
Road intersection for 200 feet in each direction. The entire pavement surface was ground in 1995 from Dallas Parkway to Midway and in 1996 from Midway to Marsh Lane to a depth of 114
to 112 inches (with 118 inches between blades), to remove the polished surface. The joints (both longitudinal and transverse) were sawed, cleaned and sealed with silicone in conjunction
with those projects. By 2000 the surface had become polished again. The current traffic volume is over 50,000 vehicles per day, which is an extremely high volume of traffic for an urban
arterial. Developed property adj acent to the roadway is almost entirely commercial establishments. Obviously, traffic is heavy all day long, but the peaks are during morning and evening
rush rush hours as well as during the lunch hour. During these peaks, traffic is typically stop-and-go with several cycles required to clear intersection signals. Off-peak daytime hours
exhibit moderate traffic volumes, usually clearing intersections with each signal cycle. Evening rush hour extends to approximately 8 p.m. on weekdays due to the number of restaurants
that are along the project. 
Pavement Condition Assessment The existing pavement was evaluated both visually and physically. The visual inspection indicates that the pavement is in generally good structural condition,
with only a few isolated locations exhibiting full depth failures that will need to be repaired. There are no indications of faulting at the transverse joints. This indicator is affected
by the grinding application that was performed in 1995 and 1996. It should be noted that no additional faulting has been exhibited since that time. Reportedly, the grinding was performed
to address surface texture, not joint faulting. The current ride profile is very good to excellent. Longitudinal joints appear to be in good condition, as well. There were no locations
observed that had abnormal joint widths. This leads to the conclusion that tie-bars are installed properly and in sufficient quantity to resist the lateral stresses. The visual inspection
did confirm that there was some differential wearing between the wheel paths and the non-travel areas. This wearing is projected to continue and factors heavily into the evaluation of
corrective actions. Since no original materials records were available for review and anal ysis, we requested that three concrete core samples be taken and analyzed in an attempt to
quantify the physical characteristics of the concrete. The sample retrieval and physical evaluation of the pavement cores was performed by our laboratory sub-consultant, PSI, Inc. Core
samples were evaluated by petrographic analysis to determine: a likely range of water/cement ratio, depth of carbonation, and air content -both entrained and entrapped. Samples were
also subjected to an acid insoluble analysis to predict the durability of the composite materials used in the pavement. While the solubility results are not a direct predictor of pavement
performance, it does reveal that aggregate and paste quality will contribute to continued surface polishing. Technical results from these tests and analysis are included as Attachment
"A". A". The critical results gleaned from the report are that thc components ofthe concrete (aggregate, sand, cement) are of satisfactory quality. However, the quality of the composite
combination is less than desirable. The water cement ratios of up to .60 explain the concrete's wearing characteristics. The mortar paste is of marginal strength to be able to resist
short-term wear, and will probably not provide satisfactory long-term durability or resistance to wear. This weakness of the mortar paste weakens the overall pavement surface's ability
to withstand the forces that wear away the surface. This results in the "polishing" observed and the inability of the subsequent transverse sawed tining to provide the long-term skid
resistance desired. 2 
Possible Solutions There are several courses of action that may be implemented to improve the surface skid resistance of the roadway. These options will be described, including the pros
and cons that must be considered in selecting the appropriate solution. None of the options should be considered "permanent" solutions. The pavement surface will continue to wear and
polish, requiring additional actions at some point in the future. These approaches are summarized in a tabular format in Attachment "B" including a weighting matrix of characteristics
and approaches. Sawed Surface Grooving <Longitudinal or Transverse) -This procedure consists of diamond saw blades mounted in a "gang" arrangement with spacers between the blades to
provide the desirable groove separation. The blades are mounted on a heavy frame self-propelled device that includes grade control averaging to minimize the effect of deviations in surface
elevations. The primary benefit of this approach is to provide gaps for water to flow under pressure exerted by vehicle tires. A secondary benefit is to increase the macro-texture of
the pavement surface, thus improving resistance in dry and damp conditions. The effectiveness of this approach is heavily dependant on the depth, width, and spacing of the sawed grooves.
Transverse grooving has already been applied in limited areas at two intersections on the project. Longitudinal grooving is an option that would provide the same benefits, would be much
faster and, therefore, more cost effective, to install. This solution was utilized in Dallas on lH 635 between Skillman and Abrams Road to resolve similar pavement issues. Pros -Improved
skid resistance; relatively inexpensive; installation can be done at night regardless of temperature; leaves surface the same color already present; minimal re-work required on signal
loops if loops are currently installed at least % inch below the current surface; work in process at the end of each "day" leaves no differences discernable to the traveling public.
Cons -Given the composite concrete water-cement ratio characteristic, the realistic life expectancy would be 5 to 7 years; the slurry produced during sawing may have to be picked up
in a vacuum truck and disposed off-site. Hot Mix Asphaltic Concrete Pavement Overlay -This solution is typically utilized to provide additional structural pavement support as well as
increased skid resistance. Lift thickness is dependant on the nominal maximum size of the coarse aggregate. Installations over Jointed (Reinforced or Plain) Concrete Pavement typically
exhibit reflective cracking at the joints within a year. The width of the reflected crack is dependant on the amount of movement (expansion and contraction) of the concrete sections.
This is a direct function of the joint spacing in the concrete pavement. Steps taken to minimize reflective cracking include sawing and sealing mirror joints in the overlay, using geotextile
fabric applied over the joints prior to overlay, using a rubber modified stress absorbing membrane (SAMI) applied to the full width of the roadway 3 
under the overlay, or a rubber modified asphalt in a high void mix designed for the application. Pros -Improved skid resistance; easily accommodates irregular surfaces, both vertically
and horizontally; results in a uniform appearance of the finished product; appropriate mix design will result in dramatically improved surface macro-and micro-texture; in future maintenance
cycles, it can be overlaid for continued service. Cons -Relatively expensive due to additional expense in treating reflective cracking; requires a bonding application (seal coat, etc.)
to promote adequate adhesion; extensive sprinkler systems on adjoining properties contribute water onto the roadway, increasing threat of de-bonding; the bonding is not expected to hold
more than about 6-7 years, limiting the life of each application; while the surface application is rapid, the preparation steps required would take a substantial amount of time; work
in progress leaves both longitudinal and transverse joint elevation differentials. Micro-surfacing -This is a durable asphalt surface that can be applied in thinner sections than hot
mix asphaltic concrete. It is typically applied to rutted flexible pavements with an initial pass to fill ruts up to ll4-inch in depth, followed by a surface application that covers
the full lane width. It also can be applied to rigid pavements. Pros -Improved skid resistance; relatively inexpensive; thinner layer than the hot mix overlay; durable surface. Cons
-Allows reflective cracking of joints; subject to de-bonding at the end of its useful life, probably 5-6 years -this results from the intrusion of moisture over time into the interlayer
between the existing concrete pavement and the microsurfacing. Thin-bonded Concrete Overlay -Application of approximately 2" of concrete over the existing concrete pavement structure.
Pros -Improved skid resistance; results in renewed concrete surface appearance. Cons -Expensive; requires extensive surface preparation; environmental requirements at time of placement
are extremely sensitive (humidity, air temperature, wind, surface cleanliness); requires lane closures for surface preparation, installation, and curing; extended time for installation;
low probability of a quality installation. 4 
Recommendations Based on a review of the test data, field observations, costs (including inconvenience to traveling public), and benefits, PBS&J recommends the installation of sawed
longitudinal grooving. This solution provides a desirable blend of cost effectiveness, minimal disruption of traffic, and serviceability. Its desirability is also enhanced because it
requires minimal additional activities such as re-striping. The lane striping and buttons can be saved by not grooving along the edge of the lanes. Not grooving at the longitudinal joints
also preserves the joint filler material, which is, for the most part, still in good condition. The concrete in the pavement of Beltline Road is simply not durable enough to withstand
almost 60,000 vpd without wearing. The longitudinal texturing will have to be carefully specified to make sure that there is adequate depth to the grooves and adequate width between
the grooves.The actual depth and spacing can be determined later, but a typical application would be \!.I-inch deep grooves spaced '!4 inches apart. This will maximize the impact of skid resistance
and will provide the longest "life" of the grooves that is possible. But even with careful specification, and with careful installation, there is a limit to how long this grooving will
be effective. The Town should incorporate into their life-cycle maintenance program grooving again in 5-7 years. None of the alternatives offer any advantages in this regard. The only
way to prevent the need for periodic improvement is to re-build the pavement. This was not included as an alternative because re-building the pavement would so costly and the process
would be so disruptive, it was felt that there were definitely better solutions on the short term. Addressing the problem every 5-7 years is more economical and more practical. This
solution should be able to be applied at least three times before the pavement thickness is reduced enough to be concerned about structural strength. It is our understanding that improvements
to Arapaho over the next two years are expected to reduce traffic on Beltline by perhaps 10,000 to 12,000. This reduction in traffic may help the grooving last longer than five years.
Applying the grooving three times should allow 15 to 20 years of reasonable service. In the meantime, the Town should plan to replace the pavement. It would be 35 to 40 years old by
then. It is also recommended that the few pavement failures that currently exist be repaired as part of this project, as well. The structural integrity of this pavement is very good
(it is surprising that there have been so few structural failures with this age street and such high traffic volumes). Therefore, it is our conclusion that Beltline Road will be very
serviceable for a long period of time if the actions recommended in this report are taken and an appropriate maintenance program is followed. 5 
Attachment "A" Laboratory Reports 
los-'InformationI:!!."'. .ToBuildOn Engineering • Consulting • Testing JAN n 9 2D02PETROGRAPIDC ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI 4087 Shilling Way
Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20,2001 BACKGROUND This report presents the results of petrographic analysis of three (3)
concrete core samples, submitted by Mr. Robert Nance of PSI's Dallas, Texas Office. Reportedly, the samples were retrieved from a concrete pavement that was constructed in 1982. Identification
ofthe samples along with their location is as follows: Sample Identification Sample Location #1 395 ft. from Quorum Drive and Beltline Intersection Far Left Lane, Eastbound #2 297 ft.
East from Beltway Drive and Beltline Road Intersection Far Left Lane, Westbound #3 170 ft. at Beltline Road and Motel 6 Entrance Far Left Lane, Eastbound It was reported that the concrete
pavement started exhibiting deterioration in the form of spaIling and surface polishing in 1987, five years after its construction. The objective of the analysis was to determine the
general overall quality of concrete represented by the analyzed samples, and determine the possible cause(s) of its deterioration. SUMMARY OF FINDINGS The findings ofour petrographic
analysis are summarized below: 1. The coarse aggregates in the analyzed samples were primarily composed oflimestone and dolomite. Whereas, the fine aggregates in the analyzed samples
were primarily composed of quartz, feldspar, limestone, and dolomite. The aggregates were generally sound. Professional Service industries, loc.· 2930 EskrIdge Road, Suite A • Fairfax,
VA 22031 • Phone 703/698-9300· Fax 7031698-1454 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 2 of9 2. The water-to-cement ratio (w/c) in the bulk portion of the analyzed samples was
estimated to be in the range of 0.47 to 0.52. However, patches of w/c as high as 0.60 were observed in all the analyzed samples. 3. Cementitious material was reasonably hydrated. Unhydrated
cementitious particles were estimated to be about 20% in the analyzed samples. 4. The air void system of Sample #1 and Sample #3 was adequate for resisting freezing and thawing damage.
However, Sample #2 did not luive an adequate'air void system for resisting freezing and thawing damage. 5. Ettringite crystals were observed lining few air voids in Sample #2 and Sample
#3. CONCLUSIONS The general overall quality of the analyzed samples was rated as fair to poor, as evidenced by their relatively high and non-uniform w/c ratio, which was estimated to
be as high as 0.60. Concrete with such w/c is prone to surface polishing. Sample #2 did not have have an adequate air void system for resisting freezing and thawing damage. Concrete
represented by this sample is susceptible to freeze-thaw damage. Ettringite crystals were observed lining few air voids in Sample #2 and Sample #3. However, it is not believed that ettringite
has caused any significant damage in the samples. The formation of ettringite in hardened concrete is initiated by a reaction between external sulfate ions and calcium hydroxide of Concrete,
which produces gypsum. This gypsum reacts with monosulfoaluminate in concrete, in the presence of moisture, and produces "6-calcium aluminate trisulfate 32-hydrate" that is the chemical
name of ettringite. The formation of ettringite in hardened concrete is detrimental because ettringite is expansive and hardened concrete cannot accommodate this expansion. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-1615I December 20, 2001 Page 3 of9 TEST PROCEDURES Petrographic analysis The petrographic analysis was performed in general
accordance with ASTM C856-95. The analysis included examining a thick polished section using a stereo microscope and a blue-dyed thin section using a polarized light microscope. Depth
of carbonation was deteInlined using a 0.15% phenolphthalein solution. Water-to-cement ratio was estimated based upon the appearance of a finely lapped sample surface. cement reaction
to needle scratching. absorption of a water drop. and examination of a thin section under a polarized light microscope. Air content testing Air content testing was performed in general
accordance with ASTM C457-90, Procedure A-Linear Traverse Method. A thick polished section cut from the concrete core was examined using a stereo microscope at a magnification of lOOx.
REMARKS The test sample will be retained for a period of 30 days from the date of this report. Unless further instructions are received by that time. the samples will be discarded. Respectfully
Submitted. Professional Service Industries, Inc. '-110-)k Thomas H. Suthers, P .E. Department Manager Structural Investigation & Petrography 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 200 I Page 4 of9 PETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807·1·16151 #1 A. General
Observations I. Sample Dimensions: The sample was a 3 y,;·in. diameter concrete core, about 4 Y.o·in. long. Ooe polisbed section was examined under a stereo microscope, and one thin
section with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Tined surface. 3. Reinforcement: None observed. 4. General Conditions: The
concrete sample appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate 1. Coarse : The coarse aggregates
in the analyzed sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I \>S.in. The aggregates
were generally sound. 2. Fine: The fme aggregates in the analyzed sample were primarily composed of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular,
and generally sound. C. Cementitious Paste 1. Paste Content: 30.1%. 2. Air Content: 5.3% total; 3.9% entrained, 1.4% entrapped. 3. Depth of Carbonation: Up to a depth of 118 in. from
the surface. 4. Pozzolan Presence: None observed. 5. PastelAggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: None observed 9. Water·to·Cement
Ratio \'NIC'): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of 0.47 to 0.52. However, patches of wlc as high as 0.60 were observed in the sample.
10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious particles were estimated to be about 20"/0. 11. Microcracks:
Microcracks were observed in the cement paste. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 5 of9 PETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151 #2 A. General
Observations 1. Sample Dimensions: The sample was a 3 %-in. diameter concrete core, about :3 %-in. long. One polished section was examined tmder a stereo microscope, and one thin section
with blue epoxy impregnation was studied tmder a polarized light microscope. 2. Surface Conditions: Irregular. 3. Reinforcement: None observed. 4. General Conditions: The concrete sample
appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate I. Coarse: The coarse aggregates in the
analyzed sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I "'-in. The aggregates were
generally sound. 2. Fine: The fme aggregates in the analyzed sample were primarily composed of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular, and generally
sotmd. C. Cementitious Paste I. Paste Content: 21.9%. 2. Air Content: 3.6% total; 2.7% entrained, 0.9% entrapped. 3. Depth of Carbonation: Up to a depth of 1/8 in. from the surface.
4. Pozzolan Presence: None observed. 5. Pastel Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: Ettringite crystals were observed
lining few air voids. 9. Water-to-Cement Ratio (WIC): Average w/c in the bulk portion of the analyzed sample was estimated to be in the range of 0.47 to 0.52. However, patches of wlc
as high as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious particles
were estimated to be about 20"10. II. Microcracks: Microcracks were observed in the cement paste. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 200 I Page6of9 PETROGRAPIDC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151 #3 A. General
Observations I. Sample Dimensions: The sample was a 3 It.-in. diameter concrete core, about 4-;n. long. One polished section was examioed under a stereo microscope, and one thin section
with blue epoxy impregnation was studied under a polarized light microscope. 2. Srice Conditions: Tined srice. 3. Reinforcement: None observed, 4, General Conditions: The concrete sample
appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B, Aggregate I. Coarse: The coarse aggregates in the
analyzed sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I !/'-io, The aggregates were
generally sound. 2. Fine: The fme aggregates io the analyzed sample were primarily composed of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular, and generally
sound. C. Cementitious Paste I. Paste Content: 24.9%. 2, Air Content: 6.2% total; 5.4% entraioed, 0.8% entrapped, 3. Depth ofCarbonation: Up to a depth of 1/8 in. from the srice. 4.
Pozzolan Presence: None observed, 5. Pastel Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: Ettringite crystals were observed lining
few air voids. 9, Water-to-Cement Ratio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of 0.47 to 0.52. However, patches of wlc as high
as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious particles were
estimated to be about 20%. II. Microcracks: Microcracks were observed in the cement paste. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 7 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation
PSI 4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrograpbic Lab No.: 807-1-16151 Date: December 20, 2001 Sample No.: Sample Data: Sample Description: Sample Dimensions;
Test Data: Air Void Content (%) Entrained (%) Entrapped (%) Air Voids/inch Average Void Length (in.) Specific Surface (in2/in3) Spacing Factor Paste Content (%) Magnification Traverse
Length (in.) Test Date #1 Concrete Core 3 %-in. Diameter, 4 Y.-in. Long 5.3 3.9 1.4 6.21 0.009 464.1 0.010 30.1 100x 90 December 17, 2001 Conformance: The air void system of the analyzed
sample was adequate to resist freezing and thawing damage. Remarks: I. The analysis was perfonned in general accordance with ASTM C-457, Procedure A-Linear Traverse Method. 2. The test
sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will will be discarded unless other instrnctions are received. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 8 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECf: Pavement Concrete Evaluation Petrographic
Lab No.: 807-1-16151 Sample No.: Sample Data: Sample Description: Sample Dimensions: Test Data: Air Void Content (%) Entrained (%) Entrapped (%) Air Voids/inch Average Void Length (in.)
Specific Surface (in"/in3) Spacing Factor Paste Content ('Yo) Magnification Traverse Length (in.) Test Date REPORTED TO: PSI 4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert
Nance Date: December 20, 2001 #2 Concrete Core 3 %-in. Diameter, 3 %-in. Long 3.6 2.7 0.9 4.36 0.008 487.8 0.010 21.9 100x 90 December 17, 200 I Conformance: The air void system ofthe
analyzed sample was inadequate to resist freezing and thawing damage. Remarks: 1. The analysis was performed in general accordance with ASTM C-457, Procedure A-Linear Traverse Method.
2. The test sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will be discarded unless other instructions are received. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 9 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation
PSI 4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20, 2001 Sample No.: #3 Sample Data: Sample Description: Concrete
Core Sample Dimensions: 3 %-in. Diameter, 4-in. Long Test Data: Air Void Content ('Yo) 6.2 Entrained ("Ii.) 5.4 Entrapped ('Yo) 0.8 Air Voids/inch 6.91 Average Void Length (in.) 0.009
Specific Surface (in2/in3) 445.7 Spacing Factor 0.009 Paste Content ('Yo) 24.9 Magnification 100x Traverse Length (in.) 90 Test Date December 17, 2001 Conformance: The air void system
of the analyzed sample was adequate to resist freezing and thawing damage. Rema.rks: 1. The analysis was perfonned in general accordance with ASTM C-457, Procedure A-Linear Traverse
Method. 2. The test sample will be retained for 30 days from the date of this report. After 30 days, the sample will be discarded unless other instructions are received. IR-sil 
Los-'Information~<ii7• •To Build On Engineering. Consulting • Testing rESTED FOR: PBS&J PROJECT: Pavement Concrete Evaluation 13800 Monfort Drive Beltline Rd. to Marsh Rd. Suite 230
Addison, Texas Addison, TX 75240 DATE: January 21, 200 I REPORT NO: 341-10088-3 REPORT OF ACID SOLUBLE MATTER SAMPLE LOCATION PERCENT LOSS Core #1, 395 ft. from Quorum Drive and Beltline
Intersection, Far Left Lane, Eastbound 94.8 Core #2, 297 ft. East from Beltline Drive and Beltline Road Intersection, Far Left Lane, Westbound 94.3 Core #3, 170 ft. at Beltline Road
and Motel 6 Entrance Far Left Lane, Eastbound 95.2 BACKGROUND The client had requested that the percentage of fine material soluble in a sulfuric acid solution be determined on the samples
of existing concrete collected on this project. The client was aware of the limitations of the test method and that this mayor may not be possible depending on the composition of the
coarse aggregate contained in the existing concrete. TESTPRODCEURE A representative portion of the core sample was collected and immersed in a dilute so I ution of sulfuric acid. After
all signs of reaction had ceased the sample was removed from this solution, washed and dried. The' remaining material was crushed in a manner that would not reduce the size of the remaining
particles of aggregate. This remaining material was immersed in a solution of concentrated sulfuric acid until all signs of reaction had ceased. The sample was washed, dried and crushed
as previously reported and re-immersed in a fresh solution of concentrated sulfuric acid. This process was continued until any signs of a reaction with the acid was not observed upon
immersion in a fresh solution of sulfuric acid. At this point the sample was removed from the acid, washed, dried and percent loss by weight determined. Professional Service Induslti"".
Inc. • 4087 Shilling Way. Dallas. IX 75237' Phone 2141330·9211 • Fax 2141333·2853 
los-,Infonnation~..."• .To Build On EngIneering • Consulting. 'Jesting CONCLUSIONS The client had requested that the percentage of fine material contained in samples of existing concrete
be detemlined and was aware that this mayor may be possible to determine depending on the solubility of the coarse aggregate contained in the samples. The percentage of material dissolved
by the sulfuric acid exceeds the quantity of fine aggregate and cement that would be expected in concrete. At the end of the test procedure no particles of large aggregate were visually
observed and for these reasons we believe that the large aggregate was composed of material that was also soluble in sulfuric acid. Clearly the percent of acid soluble in the fine aggregate
of these concrete samples could not be determined given these factors and the percent loss reported above should be interpreted as the percentage oftota! acid soluble material in the
concrete. Respectfully Submitted: Professional Service Industries, Inc. District Manager Manager Construction Services .' Professional Service Indust(les, Inc.• 4087 Shilllng Way· DaUas,
TX 75237. Phone 2141330·9211 • Fax 214J333·2853 
Attachment "B" Cost Estimates . i i .:.1 
Attachment "8" Treatment Option Performance Service Life Constructability Appearance Score Cost ($/sy) -. --. 5 5 19 $2.50Longitudinal Texturing 5 4 4 4 2 14 $6.00Hot Mix Asphalt Pavement
4 $2.505 2 13Microsurfacing 3 3 11 N/AThin Bonded Concrete Overlay 1 4 1 5 Ratings are on a scale of 1 to 5 with 1 being the lowest or least acceptable and 5 being the highest or most
desireable. These scores are highly subjective in nature. Perfonmance rating includes weighting for issues affecting chances of a successful implementation and appropriateness for this
project. The appearance rating is applied based on previous indications that Addison prefers concrete over hot mix appearances on their main thoroughfare. Cost data represents average
prices that include a wide range of conditions, project issues, and levels of competition. These are intended only for comparison purposes, not to establish a project estimate. Specific
project costs may vary based on the issues listed above as well as contract requirements. Cost for HMACP includes overlay, seal coat, and fabric treatment for existing cracks. Combination
represents the minimum serviceability that would be acceptable, given the project location. Based on Hot Mix, TxDOT Ty D, 1 inch lift at $50lton = $2.75/sy plus seal $1.25, piUS fabric
$2. Cost for Thin Bonded Concrete Overlay is not included. Data available was not comparable to the project installation -high volume arterial with many intersections and drive access
points. Estimated Total Cost. The pavement surface is approximately 90,000 square yards. At $2.50 per square yard, the cost would be roughly $225,000 or $675,000 over 15-20 years. 
Attachment "C" Surface Texture Illustrations 
Surface Texture (an excerpt from the website ofthe American Concrete Pavement Association http://www.pavement.com/PavTech/Tech/Fundamentals/fundtexture.html) Surface textures are usually
made during construction by dragging various materials or tools across the fresh concrete. This imparts a continuous series of undulations, or grooves, in the surface before the concrete
hardens. The spacing, width and depth of the grooves affect surface friction, skid resistance and tire/road noise. The purpose of a surface texture is to reduce wet-weather accidents
caused by skidding and hydroplaning. Over the past 40 years there have been several shifts In the most commonly applied texture. For concrete streets and local roads, where vehicle speeds
are not great enough to cause hydroplaning, burlapdrag or broom textures are typical. The most common texture on highspeed road and highway pavements in North America remains transverse
tinlng. However, a shift is underway to longitudinal tining which has been shown to produce produce excellent long-term skid resistance and much lower tire/road noise qualities both
in a vehicle and along the roadway. Hardened Concrete Textures Diamond Ground Longitudinal, corduroy-like surface made by eqUipment using diamond saw blades gangmounted on a cutting
head. The cutting head produces 164-197 grooves/meter (50-60 grooves/foot) and can remove 3-20 mm (1/83/4 in.) from the pavement surface. Diamond Groove Grooves sawed into surface longitudinally
for highways, and transversely for airports. Made by same equipment used for diamond grinding. Typically, the grooves are 6 mm (1/4 in.) deep, 3 mm (1/8 in.) wide and spaced 20 mm (3/4
in.) apart. On airports, grooves are 6 mm (1/4 In.) deep, 6 mm (1/4 in.) wide and spaced 40 mm (1-1/2 in.) apart. 
PBSJ An emp!oyee-owned company January 24. 2002 Mr. Steven Z. Chutchian Assistant City Engineer Town ofAddison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
We are happy to submit the attached report ofour evaluation ofthe surface conditions of Beltline Rpad. The report is submitted in "draft .. form becanse we think there may be form or
other changes or additions that you may want us to include in the final report. We have attached an excerpt about surface texturing from the website ofthe American Concrete Association.
Let us know ifyou think it would be helpful to include Ibis in the report. We will also include photos ofthe existing conditions to illustrate appropriate points . .'We look forward
to you reviewing the report andiiiforrning us ofany'changes that you .... desire.-. -.-.'Sincerely. ~~~ Clarence Daugherty. P .E. Director ofMunicipal Services Enclosure IV IT r-(.?/~
'fj1Ott-p Pc'%> 11.9•. 13800 Montfort Drive, Suite 230, Dallas, Texas 75240-4347 • Telephone, 972.387.0771 • Fax: 972.387.9714· www.pbsj.com 'l7'l.. v 
Technical Pavement Analysis -Be1tline Road Town ofAddison The Town of Addison requested that PBS&J evaluate the pavement on Beltline Road from Dallas Parkway (Dallas North Tollway) to
Marsh Lane to determine the cause of and solutions to the poor skid resistance ofthe pavement. This report provides some background, the methodology ofthe evaluation, alternative solutions
and PBS&J's .recommendation for improving this dangerous condition. Background The section ofroadway studied is a six-lane arterial that is one ofthe main thoroughfares for the Town
of Addison. The current pavement was constructed in 1980 and consists of an 8-inch jointed reinforced concrete pavement; three lanes in each direction with both interior and exterior
protected turn bays at multiple locations, some ofwhich have been added since the original pavement was constructed. No original construction records or materials records, other than
the as-built plans, were available for review and analysis. "Polishing" ofthe surface was evident as early as the mid-to-late '80s. Testing by use of the TxDOT skid resistance trailer
in 1989 indicated a "too slick" finding. Transverse grooving was perfonned at the Midway Road intersection for 200 feet in each direction. The pavement surface was ground in 1996 to
a depth of 1/4 to 112 inches (with 1/8 inches between blades), the full length and width, to remove the polished surface. By 2000 the surface hadbecome.polished again.-;;: .....,.....
'.~.."-"'.;',""f.. The current traffkvolume is overso,OOO vehicIes'per'day; which is an'extremeIyhigh volume oftraffic for an urban arterial. Developed property adjacent to the roadway
is almost entirely commercial establishments. Obviously, traffic is heavy all day long, but the peaks are during morning and evening rush hours as well as during the lunch hour, During
these peaks, traffic is typically stop-and-go with several cycles required to clear intersection signals, Off-peak daytime hours exhibit moderate traffic volumes, usually clearing intersections
with each signal cycle. Evening rush hour extends to approximately 8 p.m. on weekdays due to the number ofrestaurants that are along the project. Pavement Condition Assessment The existing
pavement was evaluated both visually and physically. The visual inspection indicates that the pavement is in generally good structural condition, with only a few isolated locations exhibiting
fuJI depth failures that will need to be repaired. There are no indications offaulting at the transverse joints. This indicator is affected by the grinding application that was perfonned
in 1996. It should be noted that no additional faulting has been exhibited since that time. Reportedly, the grinding was perfonned to address surface texture, not joint faulting;The
current ride profile is very good to excellent. /fie :Y'r....-e tveJ!?e .!/fiA-eP { J e.4 L-e }l (,if (1 f6> )1fT W, TI/'t e-. -..:<.--' 
Longitudinal joints appear to be in good condition, as well. There were no locations observed that had abnormal joint widths. This leads to the conclusion that tie-bars are installed
properly and in sufficient quantity to resist the lateral stresses. The visual inspection did confirm that there was some differential wearing between the wheel paths and the non-travel
areas. This wearing is projected to continue and factors heavily into the evaluation ofcorrective actions. Since no original materials records were available for review and analysis,
we requested that three concrete core samples be taken and analyzed in an attempt to quantify the physical characteristics ofthe concrete. The sample retrieval and physical evaluation
of the pavement cores was performed by our laboratory sub-consultant, PSI, Inc. Core samples were evaluated by petrographic analysis to determine: a likely range of water/cement ratio,
depth ofcarbonation, and air content -both entrained and entrapped. c;r~ Samples were also subjected to an acid insoluble analysis to predict the durability ofthe lit\~j--S<> l! composite
materials used in the pavement. While the solubility results are not a direct ../p.. !fv· predictor ofpavement performance, it does reveal that aggregate and paste quality will ~5 (/.
Sl~P• , contribute to continued surface polishing. Technical results from these tests and analysis ~p are included as Attachment "A". • The critical results gleaned from the report are
that the components ofthe concrete (aggregate, sand, cement) are ofsatisfactory quality. However, the quality ofthe composite combination is less than desirable. The water cement ratios
ofup to .60 explain the concrete's wearing characteristics. The mortar paste is ofmarginal strength to be able to resist short-term wear,. and will probably not-providesatisfactorylong-terin-------"d
urability oriesistance to:weiff::Thisco:ilfinniftheinitiill'-'fiOlisliliig"'ObserVti'd1iiid:the'-~:~;.~·,::·':;""··'·~:'~= inability ofthe subsequent transverse-sawed tining toprovide"the-long~terrn-
skid:: . ---, . ".'. -c·~ . resistance desired. Possible Solutions There are several courses ofactionthat may be implemented to improve the surface skid resistance ofthe roadway. These options will be described, including the pros and cons that must be'considered in selecting the appropriate
solution. None ofthe options should be considered "permanent" solutions. The pavement surface will continue to wear and polish, requiring additional actions at some point in the future.
These approaches are . summarized in a tabular format in Attachment "B" including a weighting matrix of characteristics and approaches. Sawed Surface Texture (Longitudinal or Transverse)
-This procedure consists of diamond saw blades mounted in a "gang" arrangement with spacers between the blades to provide the desirable groove separation. The blades are mounted on a
heavy frame self-propelled device that includes grade control averaging to minimize the effect of deviations in surface elevations. The primary benefit ofthis approach is to provide
gaps for water to flow under pressure exerted by vehicle tires. A secondary benefit is to increase the macro-texture ofthe pavement surface, thus improving resistance in dry and PBS]

damp conditions. The effectiveness ofthis approach is heavily dependant on the depth, width, and spacing ofthe sawed grooves. This solution would be limited to primary travel lanes,
due to the difficulty in installation in turn bays. Typically, turn bays are in good condition relative to surface texture, and speeds in them are slower than the travel lanes. Transverse
texture sawing has already been applied in limited areas at two intersections on the project. Longitudinal texturing is an option that would provide the same benefits, would be much
faster and, therefore, more cost effective, to install. This solution was utilized in Dallas on ill 635 between Skillman and Abrams Road to resolve similar pavement issues . . ~ ~r 'J~
Pros -Improved skid resistance; relatively inexpensive; installation can be done at night regardless oftemperature; leaves surface the same color already present; ()v-l ~~'1 minimal
re-work required on signal loops ifloops are currently installed at least % Y "l Ainch below the current surface; work in process at the end ofeach "day" leaves no '"" ~ tJ.V /" . differences
discernable to the traveling public. iu#? ,-..,..e-"'1/1" if' 0 f ~ ~ .)J....,Q;'" (.p 'I-(/... ~ tli-,.,et;P :; ~ teD,J ""/. \...1 t I' o~, Cons -Given the composite concr er-cement
ratio characteristic, the '7 -t,.;\ '",'1 . .jJ f l .J'u. realistic life expectancy would b 5 to 7 ears; the slurry produced during sawing Q;I n~ V::, nr""l may have to be picked up
in a vacu ck and disposed off-site. "'\ t, V' (1," ~ J ~ Hot Mix Asphaltic Concrete Pavement Overlay -This solution is typically utilized to \!'b\. pr?vide a~ditional structural pave~ent
sup~ort as :veil as increased skid resistance. Lift . i,}J thickness IS dependant on the nommal maxunum~lzeofthe coarsaaggregate.~~~--.. c_":-~__ c, _. --.--'-,~~-~. vi' . -Installations
nver Jointed (Reinforced or l'Jain)-C-oncrefe'P.avemen:ttypiciU~eXhib'it",,-e :'i:~'~;'" .~i:(-,-->;~':vJ~ ~ reflective cracking at the joints within a year.'-The width-ofthe reflected
crackis':~:-:~_:-''':''-,:,-,,:j,':-~'c ~ dependant on the amount ofmovement (expansion and contraction) ofthe concrete . l' ~'J sections. This is a direct function ofthe joint spacing
in the concrete pavement. Steps I!!-J taken to minimize reflective cracking include sawing and sealing mirror joints in the f...'f-'* '\. overlay, using geotextile fabric applied over
the joints prior to overlay, using a rubber t:!-modified stress absorbing membrane (SAM!) applied to the full width ofthe roadway .l<. f:'"'IJ under the overlay, or a rubber modified
asphalt in a high void mix designed for the ~ application.. f{ Pros -Improved skid resistance; easily accommodates irregular surfaces, both vertically and horizontally; results in a
uniform appearance ofthe finished product; appropriate mix design will result in dramatically improved surface macro-and micro-texture; in future maintenance cycles, it can be overlaid
for' continued service. Cons -Relatively expensive due to additional expense in treating reflective cracking; requires a bonding application (seal coat, etc.) to promote adequate adhesion;
extensive sprinkler systems on adjoining properties contribute water onto the roadway, increasing threat ofde-bonding; while the surface application is rapid, the preparation steps required
would take a substantial amount oftime; PBS] 
work in progress leaves both longitudinal and transverse joint elevation differentials. ~ tJ!) \. Polymer Modified Slurry Seal-This slurry seal is a 114 to 3/8-inch thick application
of a<J! . mixture ofa very small aggregate suspended in a polymer modified emulsified asphalt. Pros Improved skid resistance; relatively inexpensive; resultant layer is resistant to
moisture; macro-texture results from aggregate "points" that protrude above the asphalt layer. Cons -Durability is a concern in this high volume application (typical application is low
volume residential streets, parking lots, etc.); although resistant to moisture, it is not water proof. Micro-surfacing -Similar to the PMSS, but uses cement as the mineral filler. It
is typically applied to rutted flexible pavements with an initial pass to fill ruts up to 1/4-inch in depth, followed by a surface application that covers the full lane width. It also
can be applied to rigid pavements. Pros -Improved skid resistance; relatively inexpensive; results in a finished product that is more durable than PMSS, but less flexible than a PMSS,
which is desirable on this project due to the high traffic volumes. Cons -More rigid than PMSS, allowing reflective cracking ofjoints; subject to de-bonding at the end ofits useful life
~this results from the·intrusionofrnoisture . ---over time mto the intetIa:yerbetween tb:eexisting conCi'~'pavemeD.tarid.-the-,~;:',~~~;,:-:,~;;;:~i:~,:::;;':~",~f... \ micro-surfacing,
-.~--" . -('P ,0 \ ·e.oO Seal Coat -An application ofliquid asphalt, either hot AC or emulsion, with a layer of aggregate spread over the top and seated by rolling. Serves to waterproof
underlying pavement layers from water intrusion from the surface as well as to enhance the bonding ofHMACP overlays. Pros:" Improved skid resistance; the least expensive ofthe alternatives.
Cons -Durability is not good in this high traffic application; does not result in ~\ good appearance; there will be some loose aggregate; aggregate is unstable under I~ "Y.' heavy traffic
and tuming movements. ~'1 it Thin-bonded Concrete Overlay -Application ofapproximately 2" ofconcrete over the existing concrete pavement structure. ~ ~~( ( Pros -Improved skid resistance;
results in renewed concrete surface appearance. Q, ,.~ '" .J \ Cons -Expensive; requires extensive surfuce preparation; enviroumental , f q ~ requirements at time ofplacement are extremely
sensitive (humidity, air v::'< j,-r-. ~~/,\ (j-~ J, ff ~~bfJ: r.jl.h/}( t/! 
temperature, wind, surface cleanliness); requires lane closures fur surface preparation, installation, and curing; extended time for installation; low probability ofa quality installation.
Recommendations Based on a review ofthe test data, field observations, costs (including inconvenience to traveling public), and benefits, PBS&J recommends the installation oflongitudinal
concrete texturing. This solution provides a desirable blend ofcost effectiveness, minimal disruption oftraffic, and serviceability. Its desirability is also enhanced because it requires
minimal additional activities such as re-striping. While this solution is not "pennanent", it meets the service needs while minimizing the future cost ofpursuing another option, such
as an overlay. Other options considered would include some cost to remove or re-mediate in order to install another surfacing in the future. The concrete in the pavement ofBelt line
Road is simply not durable enough to withstand almost 60,000 vpd without wearing. The longitudinal texturing will have to be carefully specified to make sure that there is adequate depth
to the grooves and adequate width between the grooves. This will maximize the impact of skid resistance and will provide the longeSt "life" ofthe grooves that is possible. But even with
careful specification, and with careful installation, there is a limit to how long this texturing will be effective. The Town should incorporate into their life-cycle maintenance program
additional improvements in 5-7 years. None ofthe alternatives offer any advantages in this regard. The only way to prevent the need for periodic improvement is to re-build the pavement.
This was not included as an alternative becausecre-bnildingthe'P.a"ement would be'far-~."" -" "O~~_-"~'7 too costly andtheprocess would.be far.too di!@ptive:to beworthwhile.':'::kdt.iressing'W.e:
:;;;c;~';'~~'~~~-. problem every 5-7 years is more economical and more practicaL There are some other needs that could be incorporated into this project. It is recommended that the longitudinal
and transverse joints be cleaned and re-sealed to maintain the resistance to water penetration into the subgrade ifthat has not been done in recent years. It is also recommended that
the few pavement failures that currently exist be repaired as part ofthis project, as well. The structural integrity ofthis pavement is very good (it is surprising that thete have been
so few structural failures with this agestreet and such high traffic volumes). Therefore, it is our conclusion that Beltline Road will be very serviceable for a long period oftime ifthe
actions recommended in this report are taken and an appropriate maintenance program is followed. 
Attachment "A" 
• lcs·,Information ~.,• .ToBuild On Ellflineering • Consultillfl • 'l'estillfl JAN (l 9 ZOG2PETROGRAPIDC ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI 4087 Shilling
Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20, 2001 BACKGROUND This report presents the results of petrographic analysis of three
(3) concrete core samples, submitted by Mr. Robert Nance ofPSI's Dallas, Texas Office. Reportedly, the samples were retrieved from a concrete pavement that was constructed in 1982. Identification
ofthe samples along with their location is as follows: Sample Identification Sample Location #1 , 395 ft. from Quorum Drive and BeltJine Intersection Far Left Lane, Eastbound -----!-:-::---'--;;::
. , .. ." i #2 ... .. 297 ft. East from ,Beltway Drive and'Beltline Roaa'lil~6n,f Far Left Lane, WeSi:b'ound .,' '.' .••,:.". :::;::~ ......... #3 170 ft. at Beltline Road and Mote!
6 Entrance .. Far Left Lane, Eastbound , ' It was reported that the concrete pavement started exhibiting deterioration in the fonn of spalling and surface polishing in 1987, five years
after its construction. The objective of the analysis was to determine the general overall quality of concrete represented by the analyzed samples, and determine the possible cause(s)
of its deterioration. SUMMARY OF FINDINGS The findings of our petrographic analysis are summarized below: 1. The coarae aggregates in the analyzed samples were primarily composed of
limestone and dolomite. Whereas, the fine aggregates in the analyzed samples were primarily composed of quartz, feldspar, limestone, and dolomite. The aggregates were generally sound.
Professional Servicelndustrles,lnc,' 2930 Eskridge Road, SuI,e A' Fairfax, VA 22031 • Poone 7031698-9300' Fax 7031698·1454 
• Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 2 of9 2. The water-to-cement ratio (w/c) in the bulk portion of the analyzed samples was
estimated to be in the range of 0.47 to 0.52. However, patches ofw/c as high as·0.60 were observed in all the analyzed samples. 3. Cementitious material was reasonably hydrated. Unhydrated
cementitious particles were estimated to be about 20% in the analyzed samples. 4. The air void system of Sample #1 and Sample #3 was adequate for resisting freezing and thawing damage.
However, Sample #2 did not have an adequate air void system for resisting freezing and thawing damage. 5.. Ettringite crystals were observed lining few air voids in Sample #2 and Sample
#3 . . CONCLUSIONS The gen¢ral overall quality of the analyzed samples was rated as fair to poor, as evidenced by their relatively high and non-uniform w/c ratio, which was estimated
to be as high as 0.60. Concrete with such w/c is prone to surface polishing. Sample #2 did not have an adequate air void system for resisting freezing and thawing ~~ damage. Concre.te
represented by Jhis s.ampJeJu.usceptibJe .to.fi:eeze;,tbaw.damagei~~",,"~";'~~:>~":",;:;J"ii£' . . . , ';;-, .; .. :,:.! :~ .:. L:', ~ . :: _' <!_-: -~ .::":.' ~:::-:~:,.~-".~->-;~:.
,5~'~:-:::~7';~~!:'~*~:~:;';'~=~~:::~~~~-;l-:"'"':'~~'~Z~~:·~;h~i{~~~~-~~:~·::~';;-~·:::~;:~~ Ettringite crystals were observed· lining few air voids in Sample #2 and Sample #3. However,
it is not believed that ettringite has caused any significant damage in the samples. The formation of ettringite in hardened concrete is initiated by a reaction between external sulfate
ions and calcium hydroxide of concrete, which produces gypsum. This gypsum reacts with monosulfoaluminate in concrete, in the presence of moisture, and produces "6-calcium aluminate
trisulfate 32-hydrate" that is the chemical name of ettringite. The formation of ettringite in hardened concrete is detrimental because ettringite is expansive and hardened concrete
cannot accommodate this expansion. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 3 of9 .TEST PROCEDURES Petrographic analysis The petrographic analysis was perfonned in general
accordance with AS1M C856-95. The analysis included examining a thick polished section using a stereo microscope and a blue-dyed thin section using a polarized light microscope. Depth
of carbonation was determined using a 0.15% phenolphthalein solution. Water-to-cement ratio was estimated based upon the appearance of a finely lapped sample surface, cement reaction
to needle scratching, absorption of a water drop, and examination of a thin section under a polarized light microscope. Air content testing Air content testing was perfonned in general
accordance with AS1M C457 -90, Procedure A-Linear Traverse Method. A thick polished section cut from the concrete core was examined using a stereo microscope at a magnification of 100x.
REMARKS The testsamp!e will be retained ,for a .:periodof:3'O ,days ;from~!lle:date.•.bL!JUs repQrf.8n""~::;'~i~'~:",: Unless further instructions are received by thattime, :I:l:'le,samples-winbe-:di
searq~d¥~",;;,;~::" '==:':::2:"""':-::~ Respectfully Submitted, Professional Service Industries, Inc. ~fo-:j4(:Thomas H. Suthers, P.E. Department Manager Structural Investigation & Petrography
r;;:u;;,.,1lJib. 
.' .' Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-I 6 I 51 December 20, 2001 Page 4 of9 PETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-I6151
#1 A. General Observations I. Sample Dimensions: The sample was a 3 y.·in. diameter concrete core, about 4 V.-in. long. One polished section was examined under a stereo microscope, and
one thin section with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Tined surfhce. 3. Reinforcement: None observed. 4. General Conditions:
The concrete sample appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate I. Coarse: The coarse
aggregates in the analyzed sample were primarily Gomposed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about 1 Y.-in.
The. aggregates were generally sound. ~ ,:: -:. ~ "-:':::;'--":::'">£,-..--.-:=-.-.-" ~'--~:-:-' "'~ 2. Fine: The fme aggregates in the analyzed sample were primarily composed of quartz,
feldspar, limestone, and dolomite. They are mostly subangular to angular, and generally sound. C. CementitiQus Paste I. Paste Content: 30.1%. 2. Air Content: 5.3% total; 3.9% entrained,
1.4% entrapped. 3. Depth of CarbonatiOn: Up to a depth of 1!8 in. from the surface. 4. Pozzolan Presence: None observed. 5. Pastel Aggregate Bonding: Moderate. 6. Paste Color: Gray.
7. Paste Hardness: Moderate. It Secondary Deposits: None observed 9. Water-to-Cement Rstio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range
of 0.47 to 0.52. However, patches of wlc as high as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably
hydrated. Unhydrated cementitious particles were estimated to be about 20%. II. Microcracks: Microcracks were observed in the cement paste. 
·' .' . .' Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20,2001 Page 5 of9 J'ETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151
#2 A. General Observations 1. Sample Dimensions: The sample was a 3 %-in. diameter concrete core, about 3 %-in. long. ,One polished section was examined under a stereo microscope, and
one thin section with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: liTegular. 3. Reinforcement: None observed. 4. General Conditions:
The concrete sample appeared to be in stable condition. ' No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate 1. Coarse: The coarse
aggregates in the analyzed sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I ~-in. The
aggregates were generally sound. ,2. Fine: The fine vegates futhe analyzed'Sample.were primarily:'Composedo,~",,,,,,,.,;···:·,o:~·' of quartz, feldspar; limestone, and dolomite. "They'
!Ut' mostly ,", ',':~" subangular to angular, and generally sound. ' C. Cementitious Paste 1. Paste Content: 21.9%. 2. Air Content: 3.6% total; 2.70/0 entrained, 0.9% entrapped. 3. Depth
of Carbonation: Up to a depth of 1/8 in. from the surface. 4. Pozzolan Presence: None observed. 5. Pastel Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate.
8. Secondary Deposits: Ettringite crystals were observed lining few air voids. 9. Water-to-Cement Ratio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to
be in the range of 0.47 to 0.52. However, patches of wlc as high as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the eementitious material
was reasonably hydrated. Unhydrated cernentitious particles Were estimated to be about 20%. 11. Microcracks: Microcracks were observed in the cement paste. 
.. Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1·16151 December 20, 2001 , Page 6 of9 PETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151 #3 A.
General Observations L Sample Dimensions: The sample was a 3 :v.-in. diameter concrete core, about 4-in. long. One polished section was examined under a stereo microscope, and one thin
section with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Tined surface. 3. Reinforcement: None observed. 4. General Conditions: The
concrete sample appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate I. Coarse: The coarse aggregates
in the analyzed sample were primarily composed of limestone and dolomite. They were mostly subrotinded to subangular. The maximum size of the aggregates was about I Yo-in. The aggregates
were generally sound. -" .. The, fl}le. aggregates fu the analyzed s~ple ",,~re prhnaruy ~~mp~sed,' of quartz; feldspar,liinestone, and doloinite.They,·aremostly·subangular to angular,
and generally sound. 2. C. Cementitious Paste I. Paste Content: 24.9')'02. Air Content: 6.2% total; 5.4% entrained, 0.8% entrapped. 3. Depth ofCarbonation: Up to a depth of ItS in. nom
the surface. 4. , Pozzolan Presence: None observed. 5. Paste/Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: Ettringite crystals.were
observed lining few air voids. 9. Water-to-Cement Ratio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of·0.47 to 0.52. However, patches
of wlc as high as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious
particles were estimated to be about 20%. II. Microcracks: Microcracks were observed in the cement paste. 
·' Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 200 I Page 7 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation
PSI 4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807·1·16151 Date: December 20, 2001 Sample No.: Sample Data: , Sample Description: Sample Dimensions:
Test Data: . Air Void Content(%)··, .:, Entrained (%) Entrapped (%) Air Voids/inch Average Void Length (in.) Specific Surface (in2/in3) Spacing Factor Paste Content (%) Magnification
Traverse Length (in.) Test Date #1 Concrete Core 3 o/.,·;n. Diameter, 4 'I.·in. Long 5.3. 3.9 1.4 6.21 0.009 464.1 0.010 30.1 100x 90 December 17, 200I Conformance: The air void system
of the analyzed sample was adequate to resist freezing and thawing damage. Remarks: I. The analysis was performed in general accordance with ASTM C-457, Procedure A-Linear Traverse Method.
2. The test sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will be discarded unless other instructions are received. 
.' Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 2001 PageS of9 Am VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation
PSI 4087 Sbilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807·1-16151 Datc: December 20, 2001 SamplcNo.: Sample Data: Sample Description: • Sample Dimensions:
Test Data: Air Void Content (%) . Entrained (%) ·..C.;. .' Entiappeil (%) ~c::-:.~~.:::; . ".; Air Voidslinch' Average Void Length (in.) Specific Surface (in2/in3) Spacing Factor Paste
Content ("/0) Magnification Traverse Length (in.) Test Date #2 Concrete Core 3 %-in. Diameter, 3 %-in. Long 3.6 ."~~"'""'Y~""" ------2.7··:~-·_-.:-; "". ," '. ,. '0.9 . " ..,,,, 4.36
0.008 487.8 0.010 21.9 100x 90 December 17,2001 Confonnance: The air void system of the analyzed sample was inadequate to resist freezing and thawing damage. Remarks: 1. The analysis
was performed in general accordance with ASTM C-457, Procedure A-Linear Traverse Method. 2. The test sample will be retained for 30 days from the date ofthis report. After 30 days, the
sample will be discarded unless other instructions are received. 
.. .' Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 2001 Page 9 of9 Am VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation
PSI 4087 Shilling Way Dallas, TX 75237 Attention: :Mr. Robert Nance' Petrographic Lab No.: 807-1-16151 Date: December 20, 2001 Sample No.: Sample Data: Sample Description: • Sample Dimensions:
Test Data: Air Void Content (%) Entrained (%) . _ Entrapped (%) -. '... ,Air Voids/inch Average Void Length (in.) Specific Surface (in2/in3) Spacing Factor Paste Content (%) Magnification
Traverse Length (in.) Test Date . #3 Concrete Core 3 %-in. Diameter, 4-in. Long 6.2 --. 5.4 . "CC._ -. ,'~' -0.8 . 'c, .6.91 0.009 445.7 0.009 24.9 100x 90 December 17, 2001 Conformance:
The air void system of the analyzed sample was adequate to resist freezing and thawing damage. Remarks: I. The analysis was performed in general accordance with AS1M C-457, Procedure
A-Linear Traverse Method. 2. The test sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will be discarded unless other instructions are received.

,--"., ", IPs_,InfonnationIi!."' • .ToBuildOn Engineering. Consulting. TesUng TESTED FOR: PBS&J 13800 Monfort Drive Suite 230 Addison, TX 75240 PROJECT: Pavement Concrete ~valuation
Beltline Rd. to Marsh Rd. Addison, Texas DATE: January 21, 2001 'REPORTNO: 341-10088-3 REPORT OF ACID SOLUBLE MATTER SAMPLE LOCATION PERCENT LOSS Core #1, 395 ft. from Quorum Drive and
Beltline 94.8 Intersection, Far Left Lane, Eastbound Core #2, 297 ft. East from Beltline Drive and Beltline 94.3 Road Intersection, Far Left Lane, Westbound Core #3, 170 ft. at Beltline
Road and Motel 6 Entrance 95.2 Far Left Lane, Eastbound -. t, . .'. . __ c-:"_ BACKGROUND· .. The client had requested that the percentage of fine material soluble in a sulfuric acid
solution be determined on the samples ofexisting concrete collected on this project. The client was aware of the limitations of the test method and that this mayor may not be possible
depending on the composition of the coarse aggregate contained in the existing concrete. TEST PRODCEURE A reprcsentative portion of the core sample was collected and immersed in a dilute
solution of sulfuric acid. After all signs ofreaction had ceased the sample was removed fmm this solution, washed and dried. The' remaining material was crushed in a manner that would
not reduce the size of the remaining particles of aggregate. This remaining . material was immersed in a solutio/l of concentrated sulfuric acid until all signs of reaction had ceased.
The sample was washed, dried and crushed as previously reported and re-immersed in a fresh solution of concentrated sulfuric acid. This process was continued until any signs of a reaction
with tlie acid was not observed upon immersion in a fresh solution of sulruric acid. At this point the sample was removed from the acid, washed, dried and percent loss by weight determined.
Professional Service IndustrIes, Inc. 10 4087 Shilling Way. Dallas. TX 75237 • Phone 2141330-9211 10 Fal( 214/333*2853 
....~--~~ .. _-'--19s·,In/ormationt:!."*'• .ToBuild On Engmeedng • COmlultlng • TesUng CONCLUSIONS The client had requested that the percentage of fine material contained in samples
of existing concrete be determined and was aware that this mayor may be possible to determine depending on the solubility of the coarse aggregate contained in the samples. The percentage
of material dissolved by the sulfuric acid exceeds the quantity of fine aggregate and cement that would be expected in concrete. At the end of the test procedure no particles of large
aggregate were visually observed and for these reasons we believe that the large aggregate was composed of material that was also soluble in sulfuric acid. Clearly the percent of acid
soluble in the fine aggregate of these concrete samples could not be determined given these factors and the percent loss reported above should be interpreted as the percentage oftotal
acid solubJe material in the concrete. Respectfully Submitted: . Professiofllll.service Industries, lnc, -_,,__ " __ _ "'.' -; ".'" ..--. '~', " -" District Manager Construction Services
.. Professional Sen/Ice Induslrie•• lnc.· 4087 Shilling W",,· Dallas, TX 752~'Phone 2141330-9211 • F"" 2141333·2853 
Attachment "s" Treatment Option Performance Service Life Constructability Appearance Score Cost ($/sy) Longitudinal Texturing 5 4 5 5 19 $2.50 i Hot Mix Asphalt Pavement 4 4 4 2 14 $6.00
SlunySeal 2 2 5 2 11 $2.10 Microsurfacing Seal Coat Thin E30ndeg CorlCrete Overlay 3 1 1 " -i3' , -.'! ;IH:; ," .,'! ,Ii,1; ";:1; ""I;lr!!iIL 5 5 1 2 1 5 13 8 11 $2.50 $1.75 N/A I l!i
.. [ ,.,-:i': ·.1,!;1! Ratings are on a scale of 1 to 5 with 1 being the Iowesl or least acceptable and~;being the highest or most desireable. These scores are highly subjeolive in nature.
Perfonnance rating includes weighting for issues affeoling chances of a suceeilsful implementation and appropriateness for this project. The appearance rating is applied based on previous
Indications that Addison prefers concrete over hot mix appearances on their main thoroughfare. Cost data represents average prices that include a wide range of conditions~,!1ri1Iect
issues, and levels of competition. These are Intended only fOr comparison purposes, not to establish a project estimate. Specific project ~!Sfiiayvary based on the Issues listed above
as well as contract reqUirements. Cost for HMACP includes overlay, seal coat, and fabric treatment for existin~crabks. Combination representsthe minimum serviceability that would be acceptable. given the project location. Based on Hot't1rx;f:r:kDOT Ty D, 1 inch lift at $SOIton =$2.75/sy plus seal $1.25, plus fabric $2. Cost
for Thin Bonded Concrete Overlay is not included. Data available was:ndtl&mparable to the project installation -high volume arterial with many intersections and drive access points.
-" )':11''!;:11111 , :1;,. i I': ,~::tl ,I, ~;:!i:::t'" ;.1!i1ii i",,1 :1'1'1'11'""1'1"I :i\ ii', ;.t',' f 1 (.I. I ',., 1\ II '[ t;,~'ri~,:;;i; j' 1,1/I.:., : __ ", II 1 d ,.?~ ';,r
I:~ d.. 111/I:: .'f; p i' L:' ~il:"; !, I'" L," ,i ·'i.' f'I,", , ','lli,lt '11: <I 'f' ;0',1<; 1'·':1':>1 i'.!, " 
Surface Texture (an excerpt from the website of the American Concrete Pavement Association http://www.pavement.com/PavTech/Tech/Fundamentalsjfundtexture.html) Surface textures are usually
made during construction by dragging various materials or tools across the fresh concrete. This imparts a continuous series of undulations, or grooves, in the surface before the concrete
hardens. The spaCing, width and depth of the grooves affect surface friction, skid resistance and tire/road nOise. The purpose of a surface texture is to reduce wet-weather accidents
caused by skidding and hydroplaning. Over the past 40 years there have been several shifts in the most commonly applied texture. For concrete streets and local roads, where vehicle speeds
are not great enough to cause hydroplaning, burlapdrag or broom textures are typical. The most common texture on hlghspeed road and highway pavements in North America remains transverse
tlning. However, a shift is underway to longitudinal tining which has been shown to produce excellent long-term skid resistance and much lower tire/road nOise qualities both in a vehicle
and along the roadway. Drag Textures Obtained using either a hand broom or mechanical broom device that lightly drags the stiff bristles across the su rface. Produces 1.5-3 mm (1/16-1/8
in.) deep striations. Can be oriented either longitudinal or transverse to centerline of roadway. Turf Drag Surface Produced by trailing an inverted section of artificial turf from a
device that allows control of the time and rate of texturing -usually a construction bridge that spans the pavement. Produces 1.5-3 mm (1/16-1/8 in.) deep striations when using turf
with 77,500 blades/m3 (xxxxx blades ft3). 
Burlap Drag Surface Produced by trailing moistened coarse burlap from a device that allows control of the time and rate of texturing -usually a construction bridge that spans the pavement.
Produces 1.5-3 mm (1/16-1/8 in.) deep striations. Tine Textures Transverse Tine Achieved by a mechanical device equipped with a tlning head (metal rake) that moves laterally across the
width of the pavi ng surface (a hand tool is sufficient on smaller areas.) Optimal dimensions are: random tine spacing 10 to 40-mm (1/2 to 1-1/2 in.) with no more than 50% above 25 mm
(1 in.), 3-6 mm (1/8-1/4 in.) tine depth, and 3 mm (1/8 in.) tine width. Skewing, as shown, has been found to reduce tire/road noise. Longitudinal Tine Achieved In Similar manner as
transverse tlning, except that tines are pulled In a line parallel to the pavement centerline. Optimal dimensions. are: 20-mrn (3/4-ln.) uniform tine. spacing, 3-6 mm (1/8-1/4 In.) tine
depth, and 3 mm (1/8 In.) tine width. Exposed Aggregate Exposed Aggregate A mostly European practice of applying a set retarder to the new concrete surface, and then washing away surface
mortar to expose durable chip-size aggregates. Requires uniformly applying chips to fresh surface and mechanically abrading surface to wash away still-wet mortar. Hardened Concrete Textures
Diamond Ground Longitudinal, corduroy-like surface made by equipment using diamond saw blades gangmounted on a cutting head. The cutting head produces 164-197 grooves/meter (50-60 grooves/foot)
and can remove 3-20 mm (1/83/4 in.) from the pavement surface. 
Diamond Groove Grooves sawed Into surface longitudinally for highways, and transversely for airports. Made by same equipment used for diamond grinding. Typically, the grooves are 6 mm
(1/4 In.) deep, 3 mm (1/8 In.) wide and spaced 20 mm (3/4 In.) apart. On airports, grooves are 6 mm (1/4 in.) deep, 6 mm (1/4 In.) wide and spaced 40 mm (1-1/2 In.) apart. Abrated (Shot
Blasted) Etched surface produced by equipment that hurls abrasive media within an enclosed housing. The abrasive media impacts the surface and removes a thin layer of mortar and aggregate.
The depth of the removal Is controllable and the dust is vacuumed Into a baghouse. 
An employee·owned company January 24, 2002 Mr. Steven Z. Chutchian Assistant City Engineer Town ofAddison 16801 WestgroveDr. P.O, Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
We are happy to submit the attached report ofour evaluation ofthe surface conditions of Beltline Road. The report is submitted in "draft" form because we think there may be form or other
changcs or additions that you may want us to include in the final report. We have attached an excerpt about surface texturing from the website ofthe American Concrete Association. Let
us know ifyou think it would be helpful to include this in the report. We will also include photos ofthe existing conditions to illustrate appropriate points. We look forward to you
reviewing the report and informing us of any changes that you desire. Sincerely, ~~~ Clarence Daugherty, P.E. Director ofMunicipal Services Enclosure CD/eo K:IJII\450868.00\Beltiinc
draft 1-24-G2,dac 13800 Montfort Drive, Suite 230, Dallas, Texas 75240-4347. Telephone: 972.387.0771· Fax: 972.387,9714· www,pbsj,com 
Technical Pavement Analysis -Beltline Road Town ofAddison The Town ofAddison requested that PBS&J evaluate the pavement on Beltline Road from Dallas Parkway (Dallas North Tollway) to
Marsh Lane to determine the cause of and solutions to the poor skid resistance of the pavement. This report provides some background, the methodology ofthe evaluation, alternative solutions
and PBS&J's recommendation for improving this dangerous condition. Background The section ofroadway studied is a six-lane arterial that is one of the main thoroughfares for the Town
ofAddison. The current pavement was constructed in 1980 and consists of an 8-inch jointed reinforced concrete pavement; three lanes in each direction with both interior and exterior
protected tum bays at multiple locations, some ofwhich have been added since the original pavement was constructed. No original construction records or materials records, other than
the as-built plans, were available for review and anslysis. "Polishing" ofthe surface was evident as early as the mid-to-Iate '80s. Testing by use of the TxDOT skid resistance trailer
in 1989 indicated a "too slick" finding. Transverse grooving was performed at the Midway Road intersection for 200 feet in each direction. The pavement surface was ground in 1996 to
a depth of 114 to 112 inches (with 118 inches between blades), the full length and width, to remove the polished surface. By 2000 the surface had become polished again. The current traffic
volume is over 50,000 vehicles per day, which is an extremely high volume oftraffic for an urban arterial. Developed property adjacent to the roadway is almost entirely commercial establishments.
Obviously, traffic is heavy all day long, but the peaks are during morning and evening rush hours as well as during the lunch hour. During these peaks, traffic is typically stop-and-go
with several cycles required to clear intersection signals. Off-peak daytime hours exhibit moderate traffic volumes, usually clearing intersections with each signal cycle. Evening rush
hour extends to approximately 8 p.m. on weekdays due to the number ofrestaurants that are along the project. Pavement Condition Assessment The existing pavement was evaluated both visually
and physically. The visual inspection indicates that the pavement is in generally good structural condition, with only a few isolated locations exhibiting full depth failures that will
need to be repaired. There are no indications offaulting at the transverse joints. This indicator is affected by the grinding application that was perfurmed in 1996. It should be noted
that no additional faulting has been exhibited since that time. Reportedly, the grinding was performed to address surface texture, not joint faulting. The current ride profile is very
good to excellent. PBS] 
Longitudinal joints appear to be in good condition, as well. There were no locations observed that had abnonnal joint widths. This leads to the conclusion that tie-bars are installed
properly and in sufficient quantity to resist the lateral stresses. The visual inspection did confinn that there was some differential wearing between the wheel paths and the non-travel
areas. This wearing is projected to continue and factors heavily into the evaluation ofcorrective actions. Since no original materials records were available for review and analysis,
we requested that three concrete core samples be taken and analyzed in an attempt to quantify the physical characteristics ofthe concrete. The sample retrieval and physical evaluation
of the pavement cores was perfonned by our laboratory sub-consultant, PSI, Inc. Core samples were evaluated by petrographic analysis to detennine: a likely range of water/cement ratio,
depth of carbonation, and air content -both entrained and entrapped. Samples were also subjected to an acid insoluble analysis to predict the durability ofthe composite materials used
in the pavement. While the solubility results are not a direct predictor of pavement perfonnance, it does reveal that aggregate and paste quality will contribute to continued surface
polishing. Tecbnical results from these tests and analysis are included as Attachment "A". The critical results gleaned from the report are that the components ofthe concrete (aggregate,
sand, cement) are of satisfactory quality. However, the quality ofthe composite combination is less than desirable. The water cement ratios of up to .60 explain the conerete's wearing
characteristics. The mortar paste is ofmarginal strength to be able to resist short-tenn wear, and will probably not provide satisfactory long-tenn durability or resistance to wear.
This confinns the initial "polishing" observed and the inability ofthe subsequent transverse sawed tining to provide the long-tenn skid resistance desired. Possible Solutions There are
several courses of action that may be implemented to improve the surface skid resistance of the roadway. These options will be described, including the pros and cons that must be considered
in selecting the appropriate solution. None of the options should be considered "pennanent" solutions. The pavement surface will continue to wear and polish, requiring additional actions
at some point in the future. These approaches are summarized in a tabular fonnat in Attachment "B" including a weighting matrix of characteristics and approaches. Sawed Surface Texture
(Longitudinal or Transverse) This procedure consists of diamond saw blades mounted in a "gang" arrangement with spacers between the blades to provide the desirable groove separation.
The blades are mounted on a heavy frame self-propelled device that includes grade control averaging to minimize the effect of deviations in surface elevations. The primary benefit ofthis
approaeh is to provide gaps for water to flow under pressure exerted by vehicle tires. A secondary benefit is to increase the macro-texture ofthe pavement surface, thus improving resistance
in dry and PBS] 
damp conditions. The effectiveness of this approach is heavily dependant on the depth, width, and spacing of the sawed grooves. This solution would be limited to primary travel lanes,
due to the difficulty in installation in turn bays. Typically, turn bays are in good condition relative to surface texture, and speeds in them are slower than the travel lanes. Transverse
texture sawing has already been applied in limited areas at two intersections on the project. Longitudinal texturing is an option that would provide the same benefits, would be much
faster and, therefore, more cost effective, to install. This solution was utilized in Dallas on IH 635 between Skillman and Abrams Road to resolve similar pavement issues. Pros -Improved
skid resistance; relatively inexpensive; installation can be done at night regardless of temperature; leaves surface the same color already present; minimal re-work required on signal
loops if loops are currently installed at least % inch below the current surface; work in process process at the end of each "day" leaves no differences discemable to the traveling public.
Cons -Given the composite concrete water-cement ratio characteristic, the realistic life expectancy would be 5 to 7 years; the slurry produced during sawing may have to be picked up
in a vacuum truck and disposed off-site. Hot Mix Asphaltic Concrete Pavement Overlay -This solution is typically utilized to provide additional structural pavement support as well as
increased skid resistance. Lift thickness is dependant on the nominal maximum size of the coarse aggregate. Installations over Jointed (Reinforced or Plain) Concrete Pavement typically
exhibit reflective cracking at the joints within a year. The width of the reflected crack is dependant on the amount of movement (expansion and contraction) of the concrete sections.
This is a direct function of the j oint spacing in the concrete pavement. Steps taken to minimize reflective cracking include sawing and sealing mirror joints in the overlay, using geotextile
fabric fabric applied over the joints prior to overlay, using a rubber modified stress absorbing membrane (SAM!) applied to the full width of the roadway under the overlay, or a rubber
modified asphalt in a high void mix designed for the application. Pros -Improved skid resistance; easily accommodates irregular surfaces, both vertically and horizontally; results in
a uniform appearance of the finished product; appropriate mix design will result in dramatically improved surface macro-and micro-texture; in future maintenance cycles, it can be overlaid
for continued service. Cons -Relatively expensive due to additional expense in treating reflective cracking; requires a bonding application (seal coat, etc.) to promote adequate adhesion;
extensive sprinkler systems on adjoining properties contribute water onto the roadway, increasing threat of de-bonding; while the surface application is rapid, the preparation steps
required would take a substantial amount of time; 
work in progress leaves both longitudinal and transverse joint elevation differentials. Polymer Modified Slurry Seal This slurry seal is a 114 to 3/8-inch thick application ofa mixture
of a very small aggregate suspended in a polymer modified emulsified asphalt. Pros -Improved skid resistance; relatively inexpensive; resultant layer is resistant to moisture; macro-texture
results from aggregate "points" that protrude above the asphalt layer. Cons -Durability is a concern in this high volume application (typical application is low volume residential streets,
parking lots, etc.); although resistant to moisture, it is not water proof. Micro-surfacing -Similar to the PMSS, but uses cement as the mineral filler. It is typically applied to rutted
flexible pavements with an initial pass to fill ruts up to 1I4-inch in depth, followed by a surface application that covers the full lane width. It also can be applied to rigid pavements.
Pros -Improved skid resistance; relatively inexpensive; results in a finished product that is more durable than PMSS, but less flexible than a PMSS, which is desirable on this project
due to the high traffic volumes. Cons -More rigid than PMSS, allowing reflective cracking ofjoints; subject to de-bonding at the end ofits useful life -this results from the intrusion
ofmoisture over time into the interlayer between the existing concrete pavement and the micro-surfacing. Seal Coat -An application of liquid asphalt, either hot AC or emulsion, with
a layer of aggregate spread over the top and seated by rolling. Serves to waterproof underlying pavement layers from water intrusion from the surface as well as to enhance the bonding
ofHMACP overlays. Pros Improved skid resistance; the least expensive of the alternatives. Cons -Durability is not good in this high traffic application; does not result in good appearance;
there will be some loose aggregate; aggregate is unstable under heavy traffic and turning movements. Thin-bonded Concrete Overlay -Application of approximately 2" of concrete over the
the existing concrete pavement structure. Pros Improved skid resistance; results in renewed concrete surface appearance. Cons Expensive; requires extensive surface preparation; environmental
requirements at time ofplacement are extremely sensitive (humidity, air 
temperature, wind, surface cleanliness); requires lane closures for surface preparation, installation, and curing; extended time for installation; low probability of a quality installation.
Recommendations Based on a review of the test data, field observations, costs (including inconvenience to traveling public), and benefits, PBS&J recommends the installation of longitudinal
concrete texturing. TIlls solution provides a desirable blend ofcost effectiveness, minimal disruption oftraffic, and serviceability. Its desirability is also enhanced because it requires
minimal additional activities such as re-striping. While this solution is not "permanent", it meets the service needs while minimizing the future cost ofpursuing another option, such
as an overlay. Other options considered would include some cost to remove or re-mediate in order to install another surfacing in the future. The concrete in the pavement of Beltline
Road is simply not durable enough to withstand ahnost 60,000 vpd without wearing. The longitudinal texturing will have to be carefully specified to make sure that there is adequate depth
to the grooves and adequate width between the grooves. This will maximize the impact of skid resistance and will provide the longest "life" of the grooves that is possible. But even
with eareful specification, and with eareful installation, there is a limit to how long this texturing will be effective. The Town should incorporate into their life-cycle maintenance
program additional improvements in 5-7 years. None of the alternatives offer any advantages in this regard. The only way to prevent the need for periodic improvement is to re-bnild the
pavement. This was not included as an alternative because re-building the pavement would be far too costly and the process would be far too disruptive to be worthwhile. Addressing the
problem every 5-7 years is more economical and more practical. There are some other needs that could bc incorporated into this project. Itis recommended that the longitudinal and transverse
joints be cleaned and re-sealed to maintain the resistance to water penetration into the sub grade if that has not been done in recent years. Itis also recommended that the few pavement
failures that currently exist be repaired as part ofthis project, as well. The structural integrity ofthis pavement is very good (it is surprising that there have been so few structural
fuilures with this age street and such high traffic volumes). Therefore, it is our conclusion that Beltline Road will be very serviceable for a long period oftime if the actions recommended
in this report are taken and an appropriate maintenance program is fullowed. PBS] 
Attachment"An Laboratory Reports 
·'• les.'Information ~..,• . ToBuild On Engineering. Consulting. Tesfing PETROGRAPIDC ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI 4087 Shilling Way Dallas,
TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20,2001 BACKGROUND This report presents the results of petrographic analysis of three (3) concrete
core samples, submitted by Mr. Robert Nance of PSI's Dallas, Texas Office. Reportedly, tbe samples were retrieved from a concrete pavement tbat was constructed in 1982. Identification
oftbe samples along witb their location is as follows: Sample Identification Sample Location #1 395 ft. from Quorum Drive and Beltline Intersection Far Left Lane, Eastbound , #2 297
ft. East from Beltway Drive and Belt1ine Road Intersection Far Left Lane, Westbound #3 170 ft. at Beltline Road and Motel 6 Entrance Far Left Lane, Eastbound It was reported tbat tbe
concrete pavement started exhibiting deterioration in tbe form of spalling and surface polishing in 1987, 1987, five years after its construction. The objective of tbe analysis was to
determine tbe general overall quality of concrete represented by tbe analyzed samples, and determine tbe possible cause(s) of its deterioration. SUMMARY OF FINDINGS The findings of our
petrographic analysis are summarized below: I. The coarse aggregates in tbe analyzed samples were primarily composed of limestone and dolomite. Whereas, tbe fine aggregates in tbe analyzed
samples were primarily composed of quartz, feldspar, limestone, and dolomite. The aggregates were generally sound. Professional Service Industries, Inc.· 2930 Eskridge Road, Suite A·
Fairfax, VA 22Q31 .. Phone 703l69a~9300 .. Fax 7031698-1454 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 2001 Page 2 of9 2. The water-to-cement ratio (w/c) in the bulk portion of the analyzed samples was
estimated to be in the range of 0.47 to 0.52. However, patches of wlc as high as 0.60 were observed in all the analyzed samples. 3. Cementitious material was reasonably hydrated. Unhydrated
cementitious particles were estimated to be about 20% in the analyzed samples. 4. The air void system of Sample #1 and Sample #3 was adequate for resisting freezing and thawing damage.
However, Sample #2 did not have an adequate air void system for resisting freezing and thawing damage. 5. Ettringite crystals were observed lining few air voids in Sample #2 and Sample
#3. CONCLUSIONS The general overall quality of the analyzed samples was rated as fair to poor, as evidenced by their relatively high and non-uniform w/c ratio, which was estimated to
be as high as 0.60. Concrete with such w/c is prone to surface polishing. Sample #2 did not have an adequate air void system for resisting freezing and thawing damage. Concrete represented
by this sample is susceptible to freeze-thaw damage. Ettringite crystals were observed lining few air voids in Sample #2 and Sample #3. However, it is not believed that ettringite has
caused any significant damage in the samples. The formation of ettringite in hardened concrete is initiated by a reaction between external sulfate ions and calcium hydroxide of concrete,
which produces gypsum. This gypsum reacts with monosulfoaluminate in concrete, in the presence of moisture, and produces "6-calcium aluminate trisulfate 32-hydrate" that is the chemical
name of ettringite. The formation of ettringite in hardened concrete is detrimental because ettringite is expansive and hardened concrete cannot accommodate this expansion. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 200 1 Page 3 of9 TEST PROCEDURES Petrographic analysis The petrographic analysis was performed in general
accordance with ASTM C856-95. The analysis included examining a thick polished section using a stereo microscope and a blue-dyed thin section using a polarized light microscope. Depth
of carbonation was determined using a 0.15% phenolphthalein solution. Water-to-cement ratio was estimated based upon the appearance of a finely lapped sample surface, cement reaction
to needle scratching, absorption of a water drop, and examination of a thin section under a polarized light microscope. Air content testing Air content testing was performed in general
accordance with ASTM C457-90, Procedure A-Linear Traverse Method. A thick polished section cut from the concrete core was examined using a stereo microscope at a magnification of 100x.
REMARKS The test sample will be retained for a period of 30 days from the date of this report. Unless further instructions are received by that time, the samples will be discarded. Respectfully
Submitted, Professional Service Industries, Inc . .~Lo-~4tThomas H. Suthers, P .E. Department Manager Structural Investigation & Petrography 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-1-16151 December 20, 2001 Page 4 of9 PETROGRAPIDC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151 #1 A. General
Observations I. Sample Dimensions: The sample was a 3 o/.-in. diameter concrete core, about 4 'I.-in. long. One polisbed section was examined under a stereo microscope, and one thin
section with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Tined surfilce. 3. Reinforcement: None observed. 4. General Conditions: The
concrete sample appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate I. Coarse : The coarse aggregates
in the analyzed sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I \(,-in. The aggregates
were generally sound. 2. Fine: The fme aggregates in the analyzed sample were primarily composed of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular,
and generally sound. C. Cementitious Paste I. Paste Content: 30.1%. 2. Air Content: 5.3% total; 3.9% entrained, 1.4% entrapped. 3. Depth ofCarbonation: Up to a depth of 118 in. from
the surface. 4. Pozzolan Presence: None observed. 5. Paste/Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: None observed 9. Water-to-Cement
Ratio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of 0.47 to 0.52. However, patches of w/c as high as 0.60 were observed in the sample.
10. Paste Quality: The cement paste Was generally sound; the cementitious material was reasonably hydrated. Unbydrated cementitious particles were estimated to be aboot 20"/0. 11. Microcracks:
Microcracks were observed in the cement paste. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-J.J6151 December 20, 200 I Page 5 of9 PETROGRAPIDC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807-1-16151 #2 A. General
Observations I. Sample Dimensions: The sample was a 3 %-in. diameter concrete core, about 3 %-in. long. One polished section was examined under a stereo microscope, and one thin section
with blue epoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Irregular. 3. Reinforcement: None observed. 4. General Conditions: The concrete sample
appeared to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate J. Coarse: The coarse aggregates in the
analyzed sample were primarily composed of Jimestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I V,-in. The aggregates were
generally sound. 2. Fine: The fine aggregates in the analyzed sample were primarily composed of of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular, and
generally sound. C. Cemenlilious Paste 1. Paste Content: 21.9%. 2. Air Content: 3.6% total; 2.7% entrained, 0.9% entrapped. 3. Depth of Carbonation: Up to a depth of 118 in. from the
surface. 4. Pozzolan Presence: None observed. 5. PastelAggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: Ettringite crystals were
observed lining few air voids. 9. Water-to-Cement Ratio (W IC): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of 0.4 7 10 0.52. However, patches
of wlc as high as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious
particles were estimated to be about 20%. n. Microcracks: Microcracks were observed in the cement paste. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807·1·16151 December 20, 2001 Page 60f9 PETROGRAPHIC ANALYSIS DATA SHEET Petrographic Lab Report No.: 807·1·16151 #3 A. General
Observations I, Sample Dimensions: The sample was a 3 lI,·in. diameter concrete core, about 4·in. long. One polished section was examined under a stereo microscope, and one thin section
with blueepoxy impregnation was studied under a polarized light microscope. 2. Surface Conditions: Tined surface. 3. Reinforcement: None observed. 4. General Conditions: The concrete sample appeared
to be in stable condition. No segregation or cracking was observed. Aggregates were well oriented and well distributed. B. Aggregate I. Coarse: The coarse aggregates in the analyzed
sample were primarily composed of limestone and dolomite. They were mostly subrounded to subangular. The maximum size of the aggregates was about I Y,·in, The aggregates were generally
sound. 2. Fine: The fine aggregates in the analyzed sample were primarily composed of quartz, feldspar, limestone, and dolomite. They are mostly subangular to angular, and generally
sound. C. Cementitious Paste L Paste Content: 24.9%. 2. Air Content: 6.2% total; 5.4% entrained, 0.8% entrapped. 3. Depth of Carbonation: Up to a depth of 1/8 in. from the surface. 4.
Pozzalan Presence: Nane observed. 5. Paste/Aggregate Bonding: Moderate. 6. Paste Color: Gray. 7. Paste Hardness: Moderate. 8. Secondary Deposits: Ettringite crystals were observed lining
few air voids. 9. Water·to·Cement Ratio (W/C): Average wlc in the bulk portion of the analyzed sample was estimated to be in the range of 0.47 to 0.52. However, patches of wlc as high
as 0.60 were observed in the sample. 10. Paste Quality: The cement paste was generally sound; the cementitious material was reasonably hydrated. Unhydrated cementitious particles were
estimated to be about 20%. 11. Microcracks: Microcracks were observed in the cement paste. 
Pavement Concrere Evaluation Petrographic Lab Report No.: 807-1-16151 December 20,2001 Page 7 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI
4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20, 2001 Sample No.: Sample Data: Sample Description: Sample Dimensions:
Test Data: Air Void Content (%) Entrained (%) Entrapped (%) Air Voids/inch Average Void Length (in.) Specific Surface (in2/in') Spacing Factor Paste Content (%) Magnification Traverse
Length (in.) Test Date #1 Concrete Core 3 %-in. Diameter, 4 J;.i-in. Long 5.3 3.9 1.4 6.21 0.009 464.1 0.010 30.1 100x 90 December 17, 2001 Conformance: The air void system of the analyzed
sample was adequate to resist freezing and thawing damage. Remarks: 1. The analysis was performed in general accordance with ASTM C-457, Procedure A-Linear Traverse Method. 2. The test
sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will be discarded unless other instructions are received. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807-J-16J51 December 20, 2001 Page 8 of9 Am VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI
4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807-1-16151 Date: December 20, 2001 Sample No.: Sample Data: Sample Description: Sample Dimensions:
Test Data: Air Void Content (%) Entrained (%) Entrapped (%) Air Voids/inch Average Void Length (in.) Specific Surface (in2/in3) Spacing Factor Paste Content (%) Magnification Traverse
Length (in.) Test Date #2 Concrete Core 3 %-in. Diameter, 3 %-in. Long 3.6 2.7 0.9 4.36 0.008 487.8 0.010 21.9 IOOx 90 December 17,2001 Conformance: The air void system of the analyzed
sample was inadequate to resist freezing and thawing damage. Remarks: I. The analysis was perfonned in general accordance with ASTM C-4S7, Procedure A--Linear Traverse Method. 2. The
test sample will be retained for 30 days from the date ofthis report. After 30 days, the sample will will be discarded unless other instructions are received. 
Pavement Concrete Evaluation Petrographic Lab Report No.: 807·J.I6151 December 20,2001 Page 9 of9 AIR VOID SYSTEM ANALYSIS REPORT PROJECT: REPORTED TO: Pavement Concrete Evaluation PSI
4087 Shilling Way Dallas, TX 75237 Attention: Mr. Robert Nance Petrographic Lab No.: 807·1·16151 Date: December 20, 2001 Sample No.: Sample Data: Sample Description: Sample Dimensions:
Test Data: Air Void Content (%) Entrained ('Yo) Entrapped ('Yo) Air Voids/inch Average Void Length (in.) Specific Surface (in2/inl) Spacing Factor Paste Content ('Yo) Magnification Traverse
Length (in.) Test Date #3 Concrete Core 3 :y..in. Diameter, 4·in. Long 6.2 5.4 0.8 6.91 0.009 445.7 0.009 24.9 100x 90 December 17,2001 Conformance: The air void system of the analyzed
sample was adequate to resist freezing and thawing damage. Remarks: 1. The analysis was performed in general accordance with ASTM C·457, Procedure A-Linear Traverse Method. 2. The test
sample will be retained for 30 days from the date of this report. After 30 days, the sample will be discarded unless other instructions are received. 
w.s .,Information ~..,• .To Build On Engineerfng • Consulting. 'Alsrlng TESTED FOR: PBS&J PROJECT: Pavement Concrete Evaluation 13800 Monfort Drive Beltline Rd. to Marsh Rd. Suite 230
Addison, Texas Addison, TX 75240 DATE; January 21, 2001 ,REPORT NO: 341-10088-3 REPORT OF ACID SOLUBLE MATTER SAMPLE LOCATION PERCENT LOSS Core # I, 395 ft. from Quorum Drive and Beltline
Intersection, Far Left Lane, Eastbound 94.8 Core #2, 297 fl. East from Beltline Drive and Beltline Road Intersection, Far Left Lane, Westbound 94.3 Core #3, 170 ft. at Beltline Road
and Motel 6 Entrance Far Left Lane, Eastbound 95.2 BACKGROUND The client had requested that the percentage of fine material soluble in a sulfuric acid solution be detemlined on the samples
of existing concrete collected on this project. The client was aware of the limitations of the test method and that this mayor may not be possible depending on the composition of the
coarse aggregate contained in the existing concrete. TEST PRODCEURE A representative portion of the core sample was collected and immersed in a dilute solution of sulfuric acid. After
all signs of ,reaction had ceased the sample was removed from this solution, washed and dried. The' remaining material was cmshed in a manner that would 110t reduce the size of the remaining
particles of aggregate. This remaining material was immersed in a solution of concentrated sulfuric acid until all signs of reaction had ceased. The sample was washed, dried and crushed
as previously reported and re-immersed in a fresh solution of concentrated sulfuric acid. This process was continued until any signs of a reaction with the acid was not observed upon
immersion in a fresh solution of sulfuric acid. At this point the sample was removed from thc acid, washed, dried and percent loss by weight determined. Professional Service fnduslries.
Inc. ·4087 Shilling Way" Dallas. TX 75237 • Phone 214/330w9211 .. Fax 214/333·2853 
los;,Iriformation ~.."• .To BuildOn Engineering. Consulrlng • Testing CONCLUSIONS The client had requested that the percentage of fine material contained in samples of existing concrete
be determined and was aware that this mayor may be possible to determine depending on the solubility of the coarse aggregate contained in the samples. The percentage of material dissolved
by the sulfuric acid exceeds the quantity of fine aggregate and cement that would be expected in concrete. At the end of the test procedure no particles oflarge aggregate were visually
observed and for these reasons we believe that the large aggregate was composed of material that was also soluble in sulfuric acid. Clearly the percent of acid soluble in the fine aggregate
of these concrete samples could not be detemlined given these factors and the percent loss reported above should be interpreted as the percentage of total acid soluble material in the
concrete. Respectfully Submitted: Professional Service Industries, Inc. han J. Szostek District Manager Construction Services --_.--.. ~Professional Service Industries, Inc." 4087 Shllling
Way· Dallas, TX 1$2.37 .. Phone 2141330·9211 .. Fax 2141333-2853 
Attachment "B" Treatment Option Performance Service Life Constructability Appearance Score Cost ($/sy) Longitudinal Texturing Hot Mix Asphalt Pavement Slurry Seal Microsurfacing Seal
Coat Thin Bonded Concrete Overlay 5 4 2 3 1 1 4 4 2 3 1 4 5 4 5 5 5 1 5 2 2 2 1 5 19 14 11 13 8 11 $2.50 $6.00 $2.10 $2.50 $1.75 NIA Ratings are on a scale of 1 to 5 with 1 being the
lowest or least acceptable and ;$ being the highest or most desireable. These scores are highly subjective in nature. Performance rating includes weighting for issues affecting chances
of a successful implementation and appropriateness for this project. The appearance rating is applied based on previous Indications that Addison prefers concrete over hot mix appearances
on their main thoroughfare. Cost data represents average prices that include a wide range of conditions, project issues, and levels of competition. These are intended only for comparison
purposes, not to establish a project estimate. Specific project costs may vary based on the issues listed above as well as contract requirements. Cost for HMACP includes overlay, seal
coat, and fabric treatment for existing cracks. Combination represents the minimum serviceability that would be acceptable, gillen the project location. Based on Hot Mix, TxDOT Ty D,
1 inch lift at $50lIon " $2.75/sy plus seal $1.25, pius fabric $2. Cost for Thin Bonded Concrete Overlay is not included. Data available was not comparable to the project installation
-high volume arlerial with many intersections and drive access points. 
Surface Texture (an excerpt from the website of the American Concrete Pavement Association http://www.pavement.com/PavTech/Tech/Fundamentals/fundtexture.html) Surface textures are usually
made during construction by dragging various materials or tools across the fresh concrete. This imparts a continuous series of undulations, or grooves, in the surface before the concrete
hardens. The spacing, width and depth of the grooves affect surface friction, skid resistance and tire/road noise. The purpose of a surface texture is to reduce wet-weather accidents
caused by skidding and hydroplaning. Over the past 40 years there have been several shifts in the most commonly applied texture. For concrete streets and local roads, where vehicle speeds
are not great enough to cause hydroplaning, burlapdrag or broom textures are typical. The most common texture on highspeed road and highway pavements in North America remains transverse
tining. However, a shift is underway to longitudinal tining which has been shown to produce excellent long-term skid resistance and much lower tire/road noise qualities both in a vehicle
and along the roadway. Drag Textures Broomed Surface Obtained using either a hand broom or mechanical broom device that lightly drags the stiff bristles across the surface. Produces
1.5-3 mm (1/16-1/8 in.) deep striations. Can be oriented either longitudinal or transverse to centerline of roadway. Turf Drag Surface Produced by trailing an inverted section of artificial
turf from a device that allows control of the time and rate of texturing -usually a construction bridge that spans the pavement. Produces 1.5-3 mm (1/16-1/8 in.) deep striations when
using turf with 77,500 blades/m3 (xxxxx blades ft3). 
Burlap Drag Surface Produced by trailing mOistened coarse burlap from a device that allows control of the time and rate of texturing -usually a construction bridge that spans the pavement.
Produces 1.5-3 mm (1/16-1/8 in.) deep striations. Tine Textures Transverse Tine Achieved by a mechanical device equipped with a tinlng head (metal rake) that moves laterally across the
width of the pavi ng surface (a hand tool is sufficient on smaller areas.) Optimal dimensions are: random tine spacing 10 to 40-mm (1/2 to 1-1/2 in.) with no more than 50% above 25 mm
(1 in.), 3-6 mm (1/8-1/4 in.) tine depth, and 3 mm (l/S in.) tine Width. Skewing, as shown, has been found to reduce tire/road noise. Longitudinal Tine Achieved in similar manner as
transverse tining, except that tines are pulled in a line parallel to the pavement centerline. Optimal dimensions are: 20-mm (3/4-ln.) uniform tine spacing, 3-6 mm (1/S-1/4 in.) tine
depth, and 3 mm (l/S In.) tine width. Exposed Aggregate Exposed Aggregate A mostly European practice of applying a set retarder to the new concrete surface, and then washing away surface
mortar to expose durable chip-size aggregates. Requires uniformly applying chips to fresh surface and mechanically abrading surface to wash away still-wet mortar. Hardened Concrete Textures
Diamond Ground longitudinal, corduroy-like surface made by equipment using diamond saw blades gangmounted on a cutting head. The cutting head produces 164-197 grooves/meter (50-60 grooves/foot)
and can remove 3-20 mm (1/83/4 in.) from the pavement surface. 
Diamond Groove Grooves sawed Into surface longitudinally for highways, and transversely for airports. Made by same equipment used for diamond grinding. Typically, the grooves are 6 mm
(1/4 in.) deep, 3 mm (1/8 in.) wide and spaced 20 mm (3/4 in.) apart. On airports, grooves are 6 mm (1/4 in.) deep, 6 mm (1/4 in.) wide and spaced 40 mm (1-1/2 in.) apart. Abrated (Shot
Blasted) Etched surface produced by equipment that hurls abraSive media within an enclosed housing. The abraSive media impacts the surface and removes a thin layer of mortar and aggregate.
The depth of the removal is controllable and the dust is vacuumed into a baghouse. 
PBSJ An employee-owned company October 10, 2001 Mr. Steven Z. Chutchian Assistant City Engineer Town ofAddison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001·9010 Dear Mr.Chutchian:
PBS&Jis very pleased to be able to provide the Town ofAddison with this proposal concerning a study ofthe surface conditions ofBe1tline Road. We appreciate the fact that Addison has
recognized PBS&J as a company that has the resources to assist the Town in this way. Explanations ofthe proposed scope, fee and time ofcompletion are included in the appropriate sections
ofthis proposal. We propose that Clarence Daugherty, P.E., be the Project Manager and that Doug Dillon, P .E., Manager ofour Construction Services Division, perform the technical analysis
and develop the report. Resumes ofthese professionals are attached to this proposal. Our proposed approach utilizes all the historical information that is available regarding Beltline
Road. Specifically, it appears that the testing performed in the past should provide us with the information needed, and we do not propose to do additional material testing. Therefore,
our fee includes review and use ofprevious testing information only. If, after review ofthe previous testing information (at the beginning ofthe project), we and the Town conclude that
additional tests are warranted, then this can be done by the Town, either directly or through PBS&J. Thank you for your confidence in PBS&J. We look forward to discussing the project
with you further after your review ofthis proposal. We are available to start the study at your convenience. Sincerely, Clarence Daugherty, P.E. Director ofMunicipal Services 13800 Montfort
Drive, Suite 230, Dallas, Texas 75240-4347' Telephone: 972.387.0771 • Fax: 972.387.9714 • www.pbsj.com 
SURFACE CONDITION STUDY BELTLINE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J proposes to perform a study of the surface conditions of Beltline Road
from Dallas Parkway to Marsh Lane. It is PBS&J's Understanding that the surface of Beltline became slick or "polished" many years ago and that several attempts have been made to solve
the problem. The purpose of this study will be to identify a definitive method to overcome the surface problems cif this pavement. This would be done by providing to the Town the results
ofthe analyses of several alternative strategies so that the Town can decide the strategy that best fits the Town. It is proposed that PBS&J perform the following tasks: -Gather detailed
information about the history of the pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. Make field observations Identify potential
improvement strategies to restore desired skid resistance properties Determine what each strategy accomplishes, or fails to accomplish, and the characteristics of each strategy that
may make a difference to the Town's final decision Estimate the construction and life cycle cost of each strategy Develop a matrix that indicates a rating for each strategy in the areas
of pavement surface performance, service life, cost effectiveness, constructability and community acceptability Present the resulting report to the Town in draft form and then in final
form after review and discussion with the Town staff It is proposed that the Town make available all information pertinent to the analysiS of the pavement review partial study information
submitted by consultant as needed and provide consultant appropriate direction -review draft report and provide feedback in a timely manner to facilitate completion ofthe final report

COMPENSATION PBS&J proposes to prepare this study for a fixed fee of $8500. This fee includes all labor and expenses, but does not include any laboratory testing. Any testing that is
required can either be contracted by the Town directly or by PBS&J as an additional fee. TIME OF COMPLETION PBS&J proposes to perform the work and submit a draft report within 20 working
days. Converting this time to calendar days will depend on the date of the notice to proceed, whether or not any holidays fall within the project time and any time required by the Town
to gather information needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report. PBS] 
Clarence Travis Daugherty, P.E. Senior Program Manager PBS&J Education M.E., Public Works Administration, Texas A&M University, 1970 B.S., Civil Engineering, Texas A&M University, 1969
Registrations Professional Engineer Texas Professional Affiliations Association ofCounty Engineers, Texas, President, 1993 American Public Works Association (APWA), Texas Chapter -President,
1985 -Chapler Service Award, 1986 -One oflop three Leaders of the Year, 1981 American Public Works Association (APWA), North Central Texas Branch -Leader ofthe Year, 1978 Mr. Daugherty
has 30 years ofpublic works experience with cities and counties in Texas. He now directs PBS&)'s services for municipalities in the greater . Dallas area. PBS&)' s projects in the Dallas
area consist of a wide range of types and sizes of projects. The size of projects varies from a large water line replacement project for the City of Dallas to small street, drainage,
water and sewer projects in the surrounding cities and counties. PBS&) (specifically Mr. Daugherty) serves as the City Engineer for the City ofKaufinan. Mr Daugherty was Assistant Director
ofPublic Works for the City ofSan Antonio from 1995 to 1998, providing a wide spectrum ofcity services. Priorto San Antonio, he was Director of Public Works in Collin County and the
City of Plano, Assistant City Manager in the City of DeSoto as well as a capital project manager/engineer for the City ofDallas and a design engineer-in-training with the City ofBryan.
His primary responsibilities throughout his career have been managing capital projects. growth management and the general business management ofthe operations ofthe city or county. All
of the cities and the county in which Mr. Daugherty was employed were high growth areas that required attention to planning, management ofnew development, construction of new infrastructure,
rehabilitation of old infrastructure and careful management of operations to respond to growth. His experience results in a keen sensitivity to planning. an appreciation for the need
need for projects to be managed well and the recognition ofthe maintenance needs in the design ofnew projects. As Assistant Director ofPubJic Works for the City ofSan Antonio, Mr. Daugherty
was directly responsible for Capital Programs Management, Drainage Engineering, Streets and Drainage Maintenance, Building Maintenance and Downtown Parking. In addition he was "second
in command" to the Director over the entire department which also included Solid Waste Management, Environmental Services and Streets and Traffic Engineering. One of Mr. Daugherty's
accomplishments was the re-structuring ofthe Capital Programs Division. His insight from many years ofproject management experience guided the development ofteams ofproject managers,
engineers, public information specialists and technicians to properly manage $30-$40 million in streets and drainage projects annUally. The re-ozganization and direction by Mr. Daugherty
has resulted in the close attention to project schedules, budgets, design Issues and conflict resolution necessary to initiate and complete the projects on time and within budget. Mr.
Daugherty also directly managed projects that were sensitive due to public interest and environmental concerns. Examples of such projects are WoodlawnlLake Streets reconstruction -.
$2,400,000 (environment concerns about storm water discharge into muniCipal lake) and the proposal and ultimate adoption ofincreased street standards for new developments. Mr. Daugherty
also personally coordinated the· various aspects ofthe NPDES Storm Water Phase I permit program, including the regulatory, engineering, operations, maintenance and budgetary aspects.
As Director ofPublic Works for Collin County, Mr. Daugherty was responsible for planning, subdivision regulations, the capital improvements program, road maintenance, the Open Space
Program, building mcilities management, the Fire Marsbal's Office and building inspections. Under his direction the County's first transportation and bridge bond program was developed
and implemeuted and the only rural building inspection program in the State was established. The $55 million transportation and bridge bond program was a combination of 
Clarence Travis Daugherty, P.E. Senior Program Manager County-administered projeclll and coordinated efforts with the Texas Department ofTransportation and the Cities within the County.
A high level ofproject management and coordination was required for the successful implementation of the bond program. Mr. Daugherty led a task force made up ofthe cities, counties,
TxDOT and the property owners along SR. 121 for four years to coordinate the planning and development ofS.H. 121 from a two-lane rural highway through staged improvemenlll that wlll
ultimately be a freeway section. All aspeclll ofthe development ofa new 'Justice center" for Collin County was implemented under Mr. Daugherty's direction. The project included site
.. alternative analysis and selection, development of a master plan, installation of utilities, design and construction ofaccess streelll and the design and construction ofthe first
phase ofthe buildings, a $32 million adult detention facility. Mr. Daugherty's guidance included aligning the thoroughfare to maximize the preservation ofthe large trees on the site
and optimization ofthe terrain and vegetation on the entire site. Mr. Daugherty was responsible for the County Open Space Program approved by tbe Collin County voters. An Open Space
Plan was developed as well as an award-winning public information video. Implementation included tbe acquisition and development ofa rare virgin blackland prairie, the construction ofan
equestrian trail in the Corps ofEngineers easement adjacent to Lake Lavon and the participation with cities in acquisition ofopen space and green bellll. When Mr. Daugherty was Director
ofPublic Works for the City ofPlano, he was actually serving as one offive "Executive Directors" answering directly to the City Manager. His responsibilities included Water and Wastewater
Operations, Street Maintenance, Solid Waste Management, Equipment Maintenance, Building Maintenance and Traffic Control. The result ofhis four-year tenure was the development ofeach
of these functions into a a well-managed organization that was able to handle the current operational demands while planning for the record-setting growth that was occurring. Mr. Daugherty
also managed associated special projeclll such as the planning, acquisition and development ofa master-planned service center designed to be able to respond to the growing needs ofthe
Public Works operations. As Assistant City Manager in the City ofDeSoto, Mr. Daugherty was responsible for all planning & zoning, engineering (he was the City's fmt City Engineer) and
general operations, including animal control, building inspection and facility and equipment maintenance. He was heavily involved with the Planning and Zoning Commission, the City Council
and citizen groups in responding to the pressures ofgrowth. During the early 19705 the City ofDallas Public Works Department established a new project management system to respond to
the need to more adcquately manage the streets and drainage bond program. Mr. Daugherty was one ofthe four project managers appointed to manage the Dallas program. Mr. Daugherty began
his career as a design engineer for the City ofBryan while getting his Master ofEngineering at Texas A&M. This experience included design ofstreelll, storm sewers and sanitary sewers
as well as coordination with the Texas Department of Transportation. 
William D. Dillon, P.E. Vice President· Division Manager PBS&J Education MBA, Business Administration, Baylor University, 1999 B.S., Civil Engineering, Louisiana Tech University, 1984
Registrations Professional Engineer Texas, 1989,#65704 As Division Manager for PBS&J Construction Services, Inc. in the Central United States region, Mr. Dillon is responsible for the
development and oversight ofconstruction program including business development, contract administration, scheduling, claims analysis, constructability reviews, expert testimony, construction
inspection and other services as requested by our clients. Mr. Dillon is presently serving as Project Director for the Texas Turnpike Authority Division ofTexas Department ofTransportation's
$800 million Central Texas Turnpike Project In this position, he is asSisting in the design & implementation ofthe project controls management system along with development ofthe program's
management guidelines, policies, and procedures. Mr. Dillon has managed construction programs and projects for the Texas Department ofTransportation (TxD01) in the Dallas and Waro Districts
for the past 15 years. These have included hundreds ofroadway reconstruction and rehabilitation, preventative maintenance, transportation enhancement, bridge replacement, public transportation,
signal and signing, ITS, drainage, and tonnel projects. Mr. Dillon has performed and taught Primavera scheduling as it relates to construct project monitoring and claims analysis. He
was also responsible for all Laboratory functions, materials testing, materials selection, and implementation ofnew pavement specifications, design and installation. Director ofConstruction,
Waco DistriCt, TxDOT -Responsible for administering the Construction program for the eight counties in the Waco District. Over the six years in this position, over 200 projects valued
at more than $300 million were completed. In August 1999, this included over $140 million on 42 active projects. These responsibilities include monitoring construction inspection, contract
administration, materials selection and testing, laboratory technicians, dispute resolution, construction project schedule analysis, developing and maintaining working relationships
with the contracting community and other governmental agencies. Mr. Dillon was instrumental in the development and utilization of Superpave design, testing, and installation in the District's
pavement program. He initiated the usage ofMaterial Transrer Vehicles as a requirement in the District's overlay program in 1997. As a result, the District has won the THMAPA' s Quality
A ward for Large Overlays for 1998 and 1999 in addition to the THMAPA's Quality Award for Small Full Depth Project in 1999. Assistant District Construction Engineer, DaDas District,
TxDOT -Mr. Dillon was responsible for assisting in administering the Construction program for the six counties in the Dallas District. Over the three years in this position, approximately
180 projects valued at more than $500 million were completed. In January 1993. this included $485 million on 87 active projects. These responsibilities included coordination of construction
scheduling and traffic control review for the US 75 (North Central Expressway) Corridor reconstruction from IH 635 south to the Central Business District. Provided staff levelreview of consultant's traffic control plans and constructability review. Represented TxDOT in coordination with multiple agencies on the Traffic Management T earn in planning for the
reconstruction effort. Reviewed plans by Dallas Area Rapid Transit (DART) for constructability and traffic control concerning the construction ofthe light rail stations and tonnel within
the rightof-way and adjacent to the US 75 roadway construction. Also provided expertise in traffic control and construction litigation to the Staff Attorney. In PBS] 
William D. Dillon, P.E. Vice President -Division Manager . addition, provided field reviews and monitored construction inspection, contract administration, and materials testing district
wide. Project Engineer, Northside Area Office, Dallas District, TxDOT -Mr. Dillon was responsible for managing project level construction inspection, contract administration, and materials
testing on projects as listed: • US 75, Dallas County, Texas -2 mile, $42.5 million, 3 V, year reconstruction project including 6 lanes ofcontinuously reinforced concrete pavement (CRCP)
mainlanes, IS & OS tied concrete shoulders, 6 lanes of jointed reinforced concrete pavement (JRCP) continuous frontage roads, structures (prestressed beams up to 142 feet with pre-cast
deck panels & 8" decks), Railroad shoofly bridge construction, permanent railroad bridge replacement (12 span steel beam). pre-cast reinforced earth walls, HMACP, drainage (box culverts
& RCP storm sewer), traffic signals & signing. Developed and trained new inspectors in a a rotational program including all types ofconstruction inspection and materials testing. Mr.
Dillon was Project Engineer on this job from January 1987 to November 1989. • Loop 12, Dallas County, Texas -9 mile, $3.1 million, 1 year rehabilitation project including repairing deteriorated
jointed plain concrete pavement (JPCD), seal coat, overlay with latex modified hot mix asphalt pavement the entire 6 lanes by 9 miles. Also included upgrades to safety end treatment
and retrofit bridge rail to T501 shape. Mr. Dillon was Project Engineer on this job from January 1986 to December 1986. • m 30 Rockwall County, Texas -II mile, $24 million, 5 year project
consisting of II" Jointed Reinforced Concrete Pavement placed on a 2" minimum asphalt bond breaker over the existing pavement Included reconstruction of 10 bridge structures. Mr. Dillon
served as the Project Engineer on this job from June 1985 to January 1986. • Loop 12, Dallas County, Texas -Performed basic design activities as a part of the Area Office design group,
including quantity calculations, physical inventory, centerline station conversion from multiple previous projects. Mr. Dillon worked in this capacity from January 1985 to June 1985.
• m 30 Rockwall County, Texas -Performed inspection activities on various operations on this project including Hot Mix Asphalt Plant testing. concrete batch plant testing. concrete paving
inspection, Hot Mix Asphalt Concrete Pavement inspection, bridge inspection, storm sewer installation, earthwork, etc. Mr. Dillon served as an inspector on this project from May 1984
to January 1985. PBSJ 
Collinsworth, Alter, Nielson, Fowler & Dowling.lnc.{WMC/DIAj 5979 NW 151 Street, Suite 105 Miami Lakes, FL 33014 Post, Buckley t Schuh & Jernigan, Inc. d/b/a PBS&J 2001 NW 107 Avenue
Miami FL 33172 'flUS CERTIFICATE IS ISSUED AS A MA'ITF.R. OF INFORMATION Ol'l.'LY AND~-''':':''':'':;..;.c.----; CONFERS NO RIGHTS UPON THE CERTrFICA'I'E HOLDER. THIS CERTIFICATE DOES
NOT AI'dE!Io:'U. EXTEND OR ALTER THE COVERAGE AFFORDEJ) BY THE POLICIES BELOW COMPANIES AFFORDING COVERAGE COMPANY LETTER A Continental Casualty Co A XV ~~~-------------------------------------1
~m B Nat'l Union Fire Ins Co A + + XV T\'PE OF D.'SURANCE COMPANY LEITER COMPANY LEITER LEITER POLlCY NUMBER C D E American Casualty Co AXV Uoyds of London A-XV ABOVE FOR '11I£ POucy
PERIOD WlTHRESPECT TO WHICH TillS ALL THE TERMS, LIMITS lAiG£iiiiiW:u;iijjj:m;---------IG~L2;;4;;7;;;B;;;4::;3;20;;;6;;-----------t 9130101 9130lQ2 MADE [KJOCC. LI')W>IllR"S & COl\"TRACT'S
PROT AND EMPLOYER'S LIABILITY Pollution Uab Claims~Made Form BUA247B43223 BE8718931 WC247843268 P42399 DESCRIPTION OF OPERATlONS!l.OCATlONSIVEHICLESiSPECJAL ITEMS RE: Beltline Surface
Condition StudY Town of AddIson Attn: Steven Z Chutchian P.O. Box 9010 Addison, TX 75001 9130101 9130/02 9130/01 9/30/02 9/30101 9/30102 9/30199 9130102 COMBINED SINGLE LIMIT DODlLY
INJURy (perper.;on) DODILY J'NJURY ~rattident} PROPERTY DAMAGE $1,000,000 Limits ea claim/annual agg 11/11/61 retrodate EXPmATlONDA'l'E'1"HEREOF, '11J'£ lSSUlNG COMPANY WILL ENDEAVOR
TO 1000000 MAIL -30DAYS WR.IT'I"EN NOTICE TO THE <:Elt.TIFICATE BOLDER NAMED TO THE LEFI', ButFAlLtJRETOMAlL SUCH NOTICE SHALL IMPOSE NO OBLIGATION OR LIABILITY OF ANY KIND UJ"().'I1
'I'tIE COMPANY, ITS AGENTS OR REPRESENTATIVES. 
Rev. 10100 Public Client PROFESSIONAL SERVICE AGREEMENT THIS AGREEMENT, made and entered into , by and between Post, Buckley, Schuh & Jernigan, Inc. (PBS&J) and the Client identified
herein, provides for the Professional Services described under Item 2 of this Agreement. CLIENT: Town of Addison, Texas ADDRESS: P.O. Bo x 9010 Addison, Texas 75001 PHONE NUMBER: FAX
NUMBER: CONTACT PERSO~97~2~4~5~0-~28~8~6_________ 972-450-2837 N: Steven Z. Chutchian PROJECT NUMBER: 450868.00 ~~~~---------------SHORT TITLE: Beltline Surface Condition Study 1. DESCRIPTION
OF PROJECT SITE: PBS&J will determine a definitive method to improve the skid resistance of the pavement of Beltline Rd. from Dallas Parkway to Marsh Lane. 2. SCOPE OF SERVICES TO BE
PROVIDED BY PBS&J (If additional pages are necessary, they are identified as Attachment A): See Attachment A 3. THE COMPENSATION TO BE PAID PBS&J for providing the requested services
shall be (If additional pages are necessary, they are identified as Attachment B): D Direct personnel expense plus a surcharge of ______ %, plus reimbursable costs! D A Lump-Sum charge
of $ ___________, plus out-of-pocket expenses! D Unit CostlTime Charges identified in Attachment B, plus reimbursable costs.* [8J Other -See Attachment B. * See explanation under Item
5 below. 4.IF PBS&J's SERVICES UNDER THIS AGREEMENT ARE DELAYED for reasons beyond PBS&J's control, the time of performance shall be adjusted appropriately. Except where the services
provided are under a continuous service contract for more than one year, if the services under this Agreement are delayed for a period of more than one (1) year from the beginning date
(as above provided), the fees shall be subject to renegotiation; any change in such fees shall apply only to the unfinished services as of the effective date of such change. IN WITNESS
WHEREOF, this Agreement is accepted on the date written above and subject to the terms and conditions set forth above. (SIGN WITH BALL POINT PEN) CLIENT: A • /AlA./"" SIGNED: LM-__{:..
~_ _____ -, \' \' .. ,.~ r: _. ,"" .~. ", ...,TYPED NAME: ,;'-. ; .... ~.. ':'.'.: ; ~. 1··j'~~;l;·1.t1tf""r!--'~"'. '.," --•. ,-' -'.~'.~' 'I j TITLE: D(~~OI2-. ~l\c! l,AJO~ TITLE:
Senior Vice President DATE: 1\ /, s: /", ______________________ DATE: November 15, 2001 /'--("'-t-SIGNED: '-=--o\l~,;(.,,'----'~....l{)U--~""""'-----Distribution: Copy 1 -PBS&J; Copy
2 -Client; Copy 3 -PBS&J Accounting 
5,· COMPENSATION; Direct personnel expense shall be defined as: the: oost of salaries and fringe benefit costs related to vacation, holiday. and sick leave pay; contributions for Social
Security. Workers' Compensation lnsurance, retirement benefits, and medical and insurance benefits: unemployment and payroll taxes; and other allowed benefits of Ihose employees directly
engaged in Ihe performance of the requested service. Reimbursable costs include: fees of Professional Associates (whose expertise is required to complete the project) and out-of~pocket
expenses, tile cost of wl1ich shall be charged at actual costs plus an administrative charge of 18% and shall be itemized and inCluded in the invoice. Typical out-of-pocket expenses
shall include, but not be Umlted to, travel expenses (fodging. meals, etc.), jOb-related mileage at the prevailing Company rate, long distance telephone calls, courier, printing and
reproduction costs, and survey supplies and materials. In the event the requesled service Involves the use of electronic measuring equipment, computers, plotters, and other special equipment
suctJ as boals, swamp buggies, etc .• an addtllonal direct charge shall be made for the use of this equipment It is undarstood and agreed that PBS&J's services under this Agreement are
limited to loose described in Item 2 hereof (and Attachmenl A, if applicable) and do not include participation in Or control over the operation of any aspect Of ttJe projecL Compensation
under this Agreement does not include any amounl for participating in or controlling any such operation. 6. INVOICE PROCEDURES AND PAYMENT; PBS&J sl1a1l submit invoices to the Client
for work accomplished during each calendar month. For services provided on a lump Sum basis, Ihe amount of each monthly invoice shall be determined on ttJe "percentage of completiOn
melhoo" whereby PBS&J will estimate the percentage of ItJe tolal worn (provided on a lump Sum basis) accompllsl1ed during It'le invoicing period. Monthly invoices stJaU include, separately
listed, any charges for servIces for whict! time charges and/or unit costs shall apply. Such invoices st'lall also include, separately listed, any charges for Professional Assocrates
and ce[mbursable costs. SuctJ InVOices shall be submitted by PBS&J as soon as possible after the end of tt'le monttJ in whicl1 the work was accomplist'lM and shan be due and payable
by the client upon recefpt. The Client. as owner Or authorlzed agent for the owner, l1ereby agrees that payment as provided herein will be made for said work within 30 days from the
date the Invoice for same Is mailed to fhe Client at the address set out herein or IS 01herwise delivered, and, in default or such payment. hereby agrees to pay all costs of collection,
Including reasonable attorney's fees. regardless ofwt'letller legal aclion is initiated. The Client hereby acknowledges that unpaid invoices shall accrue interest at the maximum retailed
by law after they have been outstanding for over 30 days, PBS&J reserves the right 10 suspend all services on on the Client's project without notice ir an inVOIce remains unpaid 45 days
after date of invoice, This suspension shall remain in effect until all unpaid invoices are paid in full. It is understood and agreed that PBS&J's services under this Agreement do nOI
include participation, whatsoever, in any litigation. Should such services be required, a supplemental Agreement may be negotiated between the Client and PBS&J describing the services
desired and prO\fiding a basis for compensation to PBS&J. 7. COST ESTIMATES: Client hereby acknowledges that PBS&J cannot warrant that any cost estimates provided by PBS&J will not vary
from actual costs incurred by the Client a. lIM1T OF LIABILITY: The limit of liability of PBS&J to the Client tor any cause Of combination of causes shall be, in total amount, limited
to the fees paid under this Agreement. 9. CONSTRUCTION SERVfCES: If, under this Agreement, professional services are provided during the construction phase of tt'le project, PBS&J shall
not be responsible fOr fOr or have oontrol over means, methods, techniques. sequences, or procedures, or for safety precautions and programs in connection with the Work; nor st'lall
PBS&J be responsible for the Contractor's !allure to cany out the Work In accordance with the Contract Documents Or lOr the Contractor's failure to comply with appllcable taws. ordlnances.
rules or regulations. 10. INSURANCE: PBS&J shall at all times carry Workers' COmpensallon insurance as required by statute; commercial general liability insur.l!lnce including bodily
injury and property damage; automobile liability coverage; and professional liability coverage. Insurance certificates wm be pl'Oliided to the Client upon request Client agrees to require
that PBS&J be named as an additional insured on insurance coverages provided by contl'actors on the project 11, ASSIGNMENT: Neither (he Client nor PBS&J will assign oriransfer jls interest
inlhi$ Agreement wilhOut the written consent of fhe other. 12. SUSPENSION, TERMINATION. CANCELLATION OR ABANDONMENT: In the even! the proj:ect described in Attachment A, or the services
of PBS&J called tor under this Agreement, istare suspended, cancelled, terminated or abandoned by the Clienl. PBS&J shall be given seven (7) days prior written notice of such action
and shall be compensated for the professional services provided up 10 the date of suspension, termination, cancellalion or abandonmenl in accordance with the provisions of this Agreement
for all work performed up to the date of suspension. termination, cancellation Or' abandonment, including reimbursable expenses, 13. ENTIRETY OF AGREEMENT: This writing, including attachments
and addenda, if any, embodies the entire agreement and understanding between the parnes herelo. and there are no other agreements and understandings, oral or written, with reference
10 Ihe subjecl matter hereof that are not merged herein and superseded tJereby. No alteration, change or modification of the terms of this Agreement shall be valid unless made in writing
signed by both parties hereto. 14. DOCUMENTS: Arry reuse by the client or others of documents and plans that reSult rrom PBS&J's services under this agreement shall be al ttJe Client's
or others:' sole risk without liability to PBS&J. 15. WAIVER: Any failure by PBS&J 10 require stnct compliance with any proVision of this contract shall nol be construed as: a waiver
of such proviSion, and PB$&J may subsequently require stnct compliance a1 any time, notwithstanding any prior failure to do so. 16. DISPUTE RESOWTIQN: If a dispute arises out of or relates
to tIlis Agreement 01' the breach thereof, the parties win aHamptlo set1!e itJe matier between themselves. If no agreement can be reached the parties agree to use mediation with a mutually
agreed upon mediator before resorting to a judicial forum. The cosl of a third party mediator will be shared equally by the parties, In the event of litigation, the prevailing party
wi!! be entitled to reimbursement of all reasonable costs and at1omeys' fees, The parlies mutually agree that a similar dispute resolution clause will be contained in all other contracts
executed by Client conceming or related to this contract and aU subcontracts execuled by PB$&J. 17. HAZARDOUS WASTE. MATERIALS OR SUBSTANCES: Unless otherwise speCifically provided in
this Agreement. PBS&J shall not be responsible for or tJave control over the discovery, presence, handling. removal, transport or disposal of hazardOus waste, matena!s or substances
in any form on 1he project site. 18. GOVERNING LAW: This Agreement shall be govemed by and coostrued according to the laws of the State where the situs of the work is tocated, 19. LIMITED
COPYRIGHT UCENSE: PBS&.! grants Client a paid~up, non-transferable, non--exdusive license to make or have made copies of any copyrightable materials delivered under this Agreement and
specifically marked by PBS&J as "Reproduction Authorized". 20, INTELLECTUAL PROPERTY: \Nitti Ihe safe exception of spedrlcally marked reproducible materials subJect to the limited Copyright
license herein, aU worldwide righI, tille and inleresl in and to any and all Intellectual Property conceived, invented. authored or otherwise made by or on this Agreement shall remain
the sole and exclusive property of PSS&J. ils successors and assigns unless licansed or aSSigned by PB$&J pursuant to a separate written instrument. The term "Intellectual Property shall
be construed broadly to include all forms of inleolleetual property including without limitation all inventions, discoveries. designs, plans, improvements, trademarks, servica markS
and copyrights in drawings, computer progtams. architectural works: and in all other Mginal works of authorship, ATTACHMENT~ Scope of Services ATTACHMENT B-Compensafion ADDENDA A (if
required) 
ATTACHMENT A SURFACE CONDITION STUDY BELTLINE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J shall perfonn a study ofthe surface conditions ofBeltline
Road from Dallas Parkway to Marsh Lane. It is PBS&J's understanding that the surface ofBeltiine became slick or "polished" many years ago and that several attempts have been made to
solve the problem. The purpose ofthis study will be to identifY a definitive method to overcome the surface problems ofthis pavement. This will be done by providing to the Town the results
ofthe analyses ofseveral alternative strategies so that the Town can decide the strategy that best fits the Town. PBS&J will perfonn the following tasks: Gather detailed information
about the history ofthe pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. Make field observations Perform tests of concrete
related to skid resistance characteristics (sub-contract for three cores for petrographic analysis and acid solubility tests) IdentifY potential improvement strategies to restore desired
skid resistance properties Determine what each strategy accomplishes, or fails to accomplish, and the characteristics of each strategy that may make a difference to the Town's final
decision Estimate the construction and life cycle cost ofeach strategy Develop a matrix that indicates a rating for each strategy in the areas ofpavement surface perfonnance, service
life, cost effectiveness, constructability and community acceptability Present the resulting report to the Town in draft fonn and then in final form after review and discussion with
the Town staff The Town will make available all information pertinent to the analysis ofthe pavement review partial study infonnation submitted by consultant as needed and provide consultant
appropriate direction review draft report and provide feedback in a timely manner to facilitate completion of the final report 
ATTACHMENT B COMPENSATION FOR SERVICES BASIC SERVICES PBS&J shall prepare this study for a fixed fee of $14,900. This fee includes all labor and expenses as well as laboratory testing.
The fee includes obtaining and testing three cores ofthe concrete pavement. If it is determined and agreed to by the Town that additional cores andlor testing is required, those will
be performed for an additional amount by prior written agreement between the Town of Addison and PBS&J. TIME OF COMPLETION PBS&J shall perform the work and submit a draft report within
40 working days. Converting this time to calendar days will depend on the date ofthe notice to proceed, whether or not any holidays fall within the project time and any time required
by the Town to gather information needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report. 
• An employee·owned company October 10,2001 Mr. Steven Z. Chutchian Assistant City Engineer Town ofAddison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
PBS&J is very pleased to be able to provide the Town ofAddison with this proposal concerning a study ofthe surface conditions of Beltline Road. We appreciate the fact that Addison has
recognized PBS&J as a company that has the resources to assist the Town in this way. Explanations ofthe proposed scope, fee and time ofcompletion are included in the appropriate sections
ofthis proposal. We propose that Clarence Daugherty, P.E., be the Project Manager and that Doug Dillon, P.E., Manager ofour Construction Services Division, perform the technical analysis
and develop the report. Resumes ofthese professionals are attached to this proposal. It N a • _J~%~~'"'~ IN"'~-""" AvJllLA$££Our proposed approach utilizes all the historicaytntormation
that is available regarding Beltline Road. Specifically, it appears that the teSting performed in the past should provide us with the information needed, and we do not propose to do
additional material teating. Therefore, our fee includes review and use ofprevious testing information only. If, after review ofthe previous testing information (at the beginning ofthe
project), we and the Town conclude that additional tests are warranted, then this can be done by the Town, either directly or through PBS&J. t.JI{A'T~-rJ oj C,/Sr ? Thank: you for your
confidence in PBS&J. We look forward to discussing the project with you further after your review ofthis proposaL. We are available to start the study at your convenience. Sincerely,
~~. Clarence Daugherty, P.E. '.' Director ofMunicipal Services 13800 Montfort Drive, Suite 230, Ilallas, Texas 75240-4347 • Telephone: 972.387.0771' Fax: 972.387.9714' www.pbsj.com 
·SURFACE CONDITION STUDY BEL TLINE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J proposes to perform a study of the surface conditions of Beltline Road
from Dallas Parkway to Marsh Lane. It is PBS&J's understanding that the surface of Beltline became slick or "polished" many years ago and that several attempts have been made to solve
the problem. The purpose of this study will be to identify a definitive method to overcome the surface problems cif this pavement. This would be done by providing to the Town the results
of the analyses of several altemative strategies so that the Town can decide the strategy that best fits the Town. It is proposed that PBS&J perform the following tasks: -Gather detailed
information about the history of the pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. -Make field observations -Identify potential
improvement strategies to restore desired skid resistance properties -Determine what each each strategy accomplishes, or fails to accomplish, and me characteristics of each strategy
that may make a difference to the Town's final decision -Estimate the construction and life cycle cost of each strategy -Develop a matrix that indicates a rating for each strategy in
the areas of pavement surface performance, service life, cost effectiveness, constructability and community acceptability -Present the resulting report to the Town in draft form and
then in final form after review and discussion with theTown staff It is proposed that the Town -make available .all information pertinent to the analysis of the pavement -review partial
study information submitted by consultant as needed and provide consultant appropriate direction -review d raft report and provide feedback iri a timely manner to facilitate completion
of the final report 
COMPENSATION PBS&J proposes to prepare this study for a fixed fee of $85()0. This fee includes' all labor and expenses, but does not include any laboratory testing. Any testing that
is ~quired .can either be contracted by the Town directly or by PBS&J as an additional fee. . . . . TIME OF COMPLETION PBS&J proposes to perform the work and submit a draft report within
20 working days. Converting this time to calendar days will depend on the date ofthe notice to proceed, whether or not any holidays fall within the project time and any time required
by the Town to gather information needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report .. . " 
Clarence Travis Daugherty, P.E. SeniorProgram Manager PBS&J ' Education M.E., Public Works Administration, Texas A&M University. 1970 B.S., Civil Engineering, Texas A&M University, 1969
Registrations Professional Engineer Texas Professional Affiliations Association of County Engineers, Texas, President, 1993 American Public Works Association (APWA), Texas Chapter -President,
1985 -Chapter Service Award, 1986 -One oftop three Leaders of the Year, 1981 American Public Worl<s Association (APWA), North Central Texas Branch -Leader of the Year, 1978 Mr. Daugherty
has 30 yeers ofpublic works experience with cities and counties in Texas. He now directs PBS&:J's services for municipalities in the greater ' Dallas area. PBS&:J's projects in the Dallas
area consist ofa wide range oftypes and sizes of projects. The size ofprojects varies from a large water line replacement project for'the City ofDallas to small street, drainage, water
and sewer projects in the surrounding cities and counties. PBS&:J (specifically Mr. Dangherty) serves as the City Engineer for the City ofKaufman. Mr Daugherty was Assistant Director
ofPublic Works for the City ofSan Antonio from 1995 to 1998, providing a wide spectrum ofcity services. Prior to San Antonio, he was Director of Public Works in Collin County and the
City of Plano, Assistant City Manager in the City ofDeSoto as well as a capital project managerfengineer for the City ofDallas and a design engineer-in-training with the City ofBryan.
His primary responsibilities throughout his career have been managing capital projects, growth management and the general business management ofthe operations ofthe city or county. All
ofthe cities and the county in which Mr. Daugherty was employed were high growth areas that required attention to planning, management ofnew development, construction of new infrastructure,
rehabilitation ofold infrastructure and careful management of operations to respond to growth. His experience results in a keen sensitivity to planning, an appreCiation for the need
for projects to be managed well and the recognition ofthe maintenance needs in the design ofnew projects. As Assistant Director of Public Works for the City ofSan Antonio, Mr. Daugherty
was directly responsible for Capital Programs Management, Drainage Engineering, Streets and Drainage Maintenance, Building Maintenance and Downtown Parking, In addition he was "second
in command" to the Director over the entire department which also included Solid Waste Management, Environmental Services and Streets and Traffic Engineering. One ofMr. Daugherty's accomplishments
was the re-structuring ofthe Capital Programs Division. His insight from many yeers ofproject management experience guided the development ofteams ofproject managers, engineers, public
information specialists and technicians to properly manage $30-$40 million in streets and drainage projects annUally. The re-organization and direction by Mr. Daugherty has resulted
in the close attention to project schedules, budgets, design issues and conflict resolution necessary to initiate and complete the projects on time and within budget Mr. Daugherty also
directly managed projects that were sensitive due to public interest and environmenta1 concerns. Examples ofsuch projects are WoodlawnfLake' Streets reconstruction $2,4(){),000 (enviroruhent
concerns about storm water discharge into municipal, lake) and the proposal and ultimate adoption ofincreased strect standards for new developments. Mr. Daugherty also personal.ly coordinated
the'various aspects ofthe NPDES Storm Water Phase I permit program, including the regulatory, engineering, operations, maintenance and budgetary aspects. As Director ofPublic Works for
Collin County, Mr. Daugherty was responsible for planning, subdivision regulations, the capital improvements program, road maintenance, the Open Space Program, building facilities management,
the Fire Marshal's Office and building inspections. Under his direction the County's first transportation and bridge bond program was developed and implemented and the the only rural
building inspection program in the State was established. The $55 million transportation and bridge bond program was a combination of PBS] 
Clarence Travis Daugherty, P.E. SeniorProgrnm Meneger 'CoWlty-administered projects and coordinated efforts wIth the Texas Departm~nt ofTransportstion and the Cities within the COWlty.
A high level ofproject management and coordination was required for the successful implementation of the bond program. Mr. Daugherty led a task force made up ofthe cities, counties,
TxDOT and the property owners along S.H. 121 for four years to coordinate the planning and development ofS.H. 121 from Ii two-lane rural highway through staged improvements that will
ultimately be a freeway section. All aspects ofthe development ofa new "justice center" for Collin CoWlty was implemented under Mr. Daugherty's direction. The project included site ..
alternative analysis and selection, development ofa master plan, installation of utilities, design and construction ofaccess streets and the design and construction ofthe first phase
ofthe buildings, a $32 million adult detention facility. Mr. Daugherty'sguidance included aligning the thoroughfare to maximize the preservation ofthe large trees on the site and optimization ofthe terrain and vegetation on the entire site. Mr. Daugherty
was responsible for the County Open Space Program approved by the Collin County voters. An Open Space Plan was developed as well as an award-winning public information video. Implementation
included the acquisition and development ofa rare virgin blackland prairie, the construction ofan equestrian trail in the Corps ofEngineers easement adjacent to Lake Lavon and the participation
with cities in acquisition ofopen space and green belts. When Mr. Daugherty was Director ofPublic Works for the City ofPlano, he was actually serving as one offive "Executive Directors"
answering directly to the City Manager. His responsibilities Included Water and Wastewater Operations, Street Maintenance, Solid Waste Management, Equipment Maintenance, Building Maintenance
and Traffic Control. The result ofhis four-year tenure was the development ofeach ofthese functions into a well-well-managed organization that was able to handle the current operational
demands while planning for the record-setting growth that was occurring. Mr. Daugherty also managed associated special projects such as the planning, acquisition and development ofa
master-planned service center desIgned to be able to respond to the growing needs ofthe Public Works operations. As Assistant City Manager In the City ofDeSoto, Mr. Daugherty was responsible
for all planning &:. zoning, engineering (he was the City's first City Engineer) and general operations, including animal contro~ building inspection and facility and equipment maintenance.
He was heavily involved with the Planning and Zoning Commission, the City CoWlcil and citizen groups in respOnding to the pressures ofgrowth. During the early 19705 the CIty ofDallas
Public Works Department"established a new project management system to respond to the need to more adequately manage the streets and drainage bond program. Mr. Daugherty was one ofthe
four project managers appointed to manage the Dallas program. Mr. Daugherty began his career as a design engineer for the City of Bryan while getting his Master ofEngineering at Texas
A&:.M. This experience included design of streets, storm sewers and sanitary sewers as well as coordination with the Texas Department ofTransportation. 
• William D,·Dillon, P.E. Vice PresIdent -Div/slonManagerPBS&J . . . Education As Division Manager for PBS&] Construction Services, Inc. in the Central MBA, Business Administration,
United States region, Mr. Dillon is responsible for the development and Baylor Universily, 1999 oversight ofconstruction program including business development, contract B.S., Civil
Engineering, Louisiana administration, scheduling; claims analysis; constructabilily reviews, expert Tech Universily, 1984 testimony, construction inspection and other services as requested
by our clients. Mr. Dillon is presently serving as Project Director for the Texas TurnpikeRegistrations Authorily Division ofTexas Department ofTransportation's $800 million Professional
Engineer Central Texas Turnpike Project In this position, he is assisting in the design & Texas, 1989.#65104 implementation ofthe project controls management system along with development
ofthe program's management guidelines, policies, and procedures. Mr. Dillon has managed construction programs and projects for the Texas Department ofTransportalion (TxDOT) in the Dallas
and Waco Districts fur the past 15 years. These have included hundreds ofroadway reconstruction and rehabilitation, preventative maintanance, transportation enhancement, bridge replacement,
public transportation, signal and signing, ITS, drninage, and tunnel projects. Mr. Dillon has performed and taught Primavera scheduling as it relates to construct project monitoring
and claims analysis. He was also responsible for all Laboratory functions, materials testing, materials selection, and implementation ofnew pavement specifications, design and installation.
Director of Constructiou, Waco District, TXDOT -Responsible for administering the Construction program fur the eight counties in the Waco District. Over the six years in this position,
over 200 projects valued at more than $300 million were completed. In August 1999, this included over $140 million on 42 active projects. These responsibilities include monitoring construction
inspection, contract administration, materials selection and testing, laboratory technicians, dispute resolution, construction project schedule analysis, developing and maintaining working
relationships with the contracting communily and other governmental agencies. Mr. Dillon was instrumental in the development and utilization ofSuperpave design, testing, and installation
in the District's pavement program. He initiated the usage ofMaterial Transfer Vehicles as a requirement in the District's overlay program in 1997. As a result, the District has won
the THMAPA's Quality A ward for Large Overlays for 1998 . and 1999 in addition to the THMAPA's Quality Award fur Small Fun Depth Project in 1999. Assistant District Construction Engineer,
Dallas District, TXDOT -Mr. Dillon was responsible for assisting in administering the Construction program for the six counties in the Dallas District. Over the three years in this position,
approximately 180 projects valued at more than $500 million were completed. completed. In January 1993, this included $485 million on 87 active projects. -These responsibilities included
coordination of construCtion scheduling and traffic control review for the US 75 (North Central Expressway) Corridor reconstruction from IH 635 south to the Central Business District.
Provided staff level review ofconsultant's traffic control plans and constructability review. Represented TxDOT in coordination with multiple agencies on the Traffic Management Team
in planning for the reconstruction effort. Reviewed plans by Dallas Area Rapid Transit (DART) for constructability and traffic control concerning the construction ofthe light rail stations
and tunnel within the rightof-way and adjacent to the US 75 roadway construction. Also provided expertise in traffic contrul and construction litigation to the Staff Attorney. In '..

• William D. Dillon, P.E. Vice PlfiIsident-Dfvi,slon Manager , addition, provided field reviews and monitored construction inspection, contract administration, and materials testing
district wide. Project Engineer, Northside Area Office, Dallas District, TxDOT -Mr. · Dillon was responsible for managing project level construction inspection, contract administration,
and materials testing on projects as listed: . • US 75, Dallas County, Texas -2 mile, $42.5 million, 3 V:z year reconstruction project including 6 lanes ofcontinuously reinforced concrete
pavement (CRCP) mainianes, IS & OS tied concrete shoulders, 6 lanes of jointed reinforced concrete pavement (JRCP) continuous frontage roads, structures (prestressed beams up to 142
feet with pre-cast deck panels & 8" decks), Railroad shoofly bridge construction, permanent railroad bridge replacement (12 span steel beam), pre-cast reinforced earth walls, HMACP,
drainage (box culverts & RCP storm sewer), traffic signals & signing. Developed and trained new inspectors in a rotational program including all types ofconstruction inspection and materials
testing. Mr. Dillon was Project Engineer on this job from January 1987 to November 1989. • Loop 12, Dallas County, Texas -9 mile, $3.1 million, I year rehabilitation project including
repairing deteriorated jointed plain concrete pavement (JPCD), seal coat, overlay with latex modified hot mix asphalt pavemant the entire 6 lanes by 9 miles. Also included upgrades to
safety end treatment and retmfit bridge rail to T501 shape. Mr. Dillon was Project Engineer on this job from January 1986 to December 1986. • m 30 Rockwall County, Texas -II mile, $24
million, 5 year project consisting of 11" Jointed Reinforced Concrete Pavement placed on a 2" minimum asphalt bond breaker over the existing pavement. Included reconstruction of 10 bridge
structures. Mr. Dillon served as the Project Engineer on this job from June 1985 to January 1986. • Loop 12, Dallas Connty, Texas -Performed basic design activities as a part ofthe Area'
Office design group, including quantity calculations, physical inventory, centerline station conversion from multiple previous projects. Mr. Dillon worked in this capacity from January
1985 to June 1985. • m 30 Rockwall Connty, Texas -Performed inspaction activities on various operations on this project including Hot Mix Asphalt Plant testing, concrete batch plant
testing, concrete paving inspection, Hot Mix Asphalt Concrete Pavement inspection, bridge inspection, storm sewer.installation, earthwork, etc. Mr. Dillon served as an inspector on this
project from May 1984 to January 1985. ' '" PBS] 
An employee-owned company October 10, 2001 Mr. Steven Z. Chutchian Assistant City Engineer Town ofAddison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
PBS&J is very pleased to be able to provide the Town ofAddison with this proposal concerning a study ofthe surface conditions ofBeltline Road. We appreciate the fact that Addison has
recognized PBS&J as a company that has the resourees to assist the Town in this way. Explanations of the proposed scope, fee and time ofcompletion are included in the appropriate sections
ofthis proposal. We propose that Clarence Daugherty, P,E" be the Project Manager and that Doug Dillon, P,E., Manager ofour Construction Serviees Division, perfonn the technical analysis
and develop the report. Resumes ofthese professionals are attached to this proposal. Our proposed approach utilizes all the historical infonnation that is available regarding Beltline
Road, Specifically, it appears that the testing perfonned in the past should provide us with the infonnationneeded, and we do not propose to do additional material testing. Therefore,
our fee includes review and use of previous testing infonnation only. If, after review of the previous testing infonnation (at the beginning ofthe project), we and the Town conclude
that additional tests are warranted, then this can be done by the Town, either directly or through PBS&J. Thank you for your eonfidenee in PBS&J. We look forward to discussing the project
with you further after your review of this proposal. We are available to start the study at your convenienee. Sincerely, Clarence Daugherty, P.E. Director ofMunicipal Services 13800
Montfort Drive, Suite 230. Dallas, Texas 75240-4347 • Telephone: 972.387.0771. Fax: 972.387.9714· www.pbsj,com 
SURFACE CONDITION STUDY BELTUNE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J proposes to perform a study of the surface conditions of Beltline Road from
Dallas Parkway to Marsh Lane. It is PBS&J's understanding that the surface of Beltline became slick or "polished" many years ago and that several attempts have been made to solve the
problem. The purpose of this study will be to identify a definitive method to overcome the surface problems of this pavement. This would be done by providing to the Town the results
of the analyses of several alternative strategies so that the Town can decide the strategy that best fits the Town. It is proposed that PBS&J perform the following tasks: Gather detailed
information about the history of the pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. Make field observations Identify potential
improvement strategies to restore desired skid resistance properties Determine what each strategy accomplishes, or fails to accomplish, and the characteristics of each strategy that
may make a difference to the Town's final decision Estimate the construction and life cycle cost of each strategy Develop a matrix that indicates a rating for each strategy in the areas
of pavement surface performance, service life, cost effectiveness, constructability and community acceptability Present the resulting report to the Town in draft form and then in final
form after review and discussion with the Town staff It is proposed that the Town make available all information pertinent to the analysis of the pavement review partial study information
submitted by consultant as needed and provide consultant appropriate direction review draft report and provide feedback in a timely manner to facilitate completion of the final report
PBSJ 
COMPENSATION PBS&J proposes to prepare this study for a fixed fee of $8500. This fee includes all labor and expenses, but does not include any laboratory testing. Any testing that is
required can either be contracted by the Town directly or by PBS&J as an additional fee. TIME OF COMPLETION PBS&J proposes to perform the work and submit a draft report within 20 working
days. Converting this time to calendar days will depend on the date of the notice to proceed, whether or not any holidays fall within the project time and any time required by the Town
to gather information needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report. 
Clarence Travis Daugherty, P.E. Senior Program Manager PBS&J Education M.E., Public Works Administration, Texas A&M University, 1970 B.S., Civil Engineering, Texas A&M University, 1969
Registrations Professional Engineer Texas Professional Affiliations Association ofCounty Engineers, Texas, President, 1993 American Public Works Association (APWA), Texas Chapter -President,
1985 -Chapter Service Award, 1986 -One oftop three Leaders of the Year, 1981 American Public Works Association (APWA), North Central Texas Branch -Leader ofthe Year, 1978 Mr. Daugherty
has 30 years ofpublic works experience with cities and counties in Texas. He now directs PBS&J's services for municipalities in the greater Dallas area. PBS&J's projects in the Dallas
area consist ofa wide range of types and sizes of projects. The size ofprojects varies from II large water line replacement project for the City of Dallas to small street, drainage,
water and sewer projects in the surrounding cities and counties. PBS&J (specifically Mr. Daugherty) serves as the City Engineer for the City ofKaufman. Mr Daugherty was Assistant Director
of Public Works for the City of San Antonio from 1995 to 1998, providing a wide spectrum ofcity services. Prior to San Antonio, he was Director ofPublic Works in Collin County and the
City of Plano, Assistant City Manager in the City of DeSoto as well as a capital project manager/engineer for the City ofDallas and a design engineer-in-training with the City of Bryan.
His primary responsibilities throughout his career have been managing capital projects, growth management and the general business management of the operations ofthe city or county.
All of the cities and the county in which Mr. Daugherty was employed were high growth areas that required attention to planning, management of new development, construction of new infrastructure,
rehabilitation ofold infrastructure and careful management of operations to respond to growth. His experience results in a keen sensitivity to planning, an appreciation for the need
for projects to be managed well and the recognition of the maintenance needs in the design of new projects. As Assistant Director of Public Works for the City ofSan Antonio, Mr. Daugherty
was directly responsible for Capital Programs Management, Drainage Engineering, Streets and Drainage Maintenance, Building Maintenance and Downtown Parking. In addition he was "second
in command" to the Director over the entire department which also included Solid Waste Management, Environmental Services and Streets and Traffic Engineering. One of Mr. Daugherty's
accomplishments was the re-structuring of the Capital Programs Division. His insight from many years of project management experience guided the development of teams of project managers,
engineers, public information specialists and technicians to properly manage $30-$40 million in streets and drainage projects annually. The re-organization and direction by Mr. Daugherty
has resulted in the close attention to project schedules, budgets, design issues and conflict resolution necessary to initiate and complete the projects on time and within budget. Mr.
Daugherty also directly managed projects that were sensitive due to public interest and environmental concerns. Examples ofsuch projects are WoodlawnlLake Streets reconstruction. $2,400,000
(environment concerns about stann water discharge into municipal lake) and the proposal and ultimate adoption of increased street standards for neW developments. Mr. Daugherty also personally
coordinated the various aspects ofthe NPDES Storm Water Phase I pennit program, including the regulatory, engineering, operations, maintenance and budgetary aspects. As Director ofPublic
Works for Collin County, Mr. Daugherty was responsible for planning, subdivision regulations, the capital improvements program, road maintenance, the Open Space Program, building facilities
management, the Fire Marshal's Office and building inspections. Under his direction the County's first transportation and bridge bond program was developed and implemented and and the
only rural building inspection program in the State was established. The $55 million transportation and bridge bond program was a combination of 
Clarence Travis Daugherty, P.E. SeniorProgmm Manager County-administered projects and coordioated efforts with the Texas Department of Transportation and the Cities within the County.
A high level of project management and coordination was required for the successful implementation of the bond program. Mr. Daugherty led a task force made up of the cities, counties,
TxDOT and the property owners along S.H. 121 for four years to coordinate the planning and development ofS.H. 121 from a two-lane rural highway through staged improvements that will
ultimately be a freeway section. All aspects of the development ofa new "justice center" for Collin County was implemented under Mr. Daugherty's direction. The project included site
alternative analysis and selection, development of a master plan, installation of utilities, design and construction of access streets and the design and construction of the first phase
of the buildings, a $32 million adult detention facility. Mr. Daugherty's guidance included aligning the the thoroughfare to maximize the preservation ofthe large trees on the site and
optimization of the terrain and vegetation on the entire site. Mr. Daugherty was responsible for the County Open Space Program approved by the Collin County voters. An Open Space Plan
was developed as well as an award-winning public information video. Implementation included the acquisition and development of a rare virgin blackland prairie, the construction of an
equestrian trail in the Corps of Engineers easement adjacent to Lake Lavon and the participation with cities in acquisition of open space and green belts. When Mr. Daugherty was Director
ofPublic Works for the City of Plano, he was actually serving as one of five "Executive Directors" answering directly to the City Manager. His responsibilities included Water and Wastewater
Operations, Street Maintenance, Solid Waste Management, Equipment Maintenance, Building Maintenance and Traffic Control. The result of his four-year tenure was the development of each
ofthese functions into a well-managed organization that was able to handle the current operational demands while planning for the record-setting growth that was occurring. Mr. Daugherty
also managed associated special projects such as the planning, acquisition and development of a master-planned service center designed to be able to respond to the growing needs of the
Public Works operations. As Assistant City Manager in the City of DeSoto, Mr. Daugherty was responsible for all planning & zoning, engineering (he was the City's first City Engineer)
and general operations, including animal control, building inspection and facility and equipment maintenance. He was heavily involved with the Planning and Zoning Commission, the City
Council and citizen groups in responding to the pressures ofgrowth. During the early 1970s the City of Dallas Public Works Department established a new project management system to respond
to the need to more adequately manage the streets and drainage bond program. Mr. Daugherty was one of the four four project managers appointed to manage the Dallas program. Mr. Daugherty
began his career as a design engineer for the City of Bryan while getting his Master ofEngineering at Texas A&M. This experience included design ofstreets, storm sewers and sanitary
sewers as well as coordination with the Texas Department of Transportation. 
William D. Dillon, P.E. Vice President -Division Manager PBS&J Education MBA, Business Administration, Baylor University, 1999 B.S., Civil Engineering, Louisiana Tech University, 1984
Registrations Professional Eogineer Texas, ]989,#65704 As Division Manager for PBS&J Construction Services, Inc. in the Central United States region, Mr. Dillon is responsible for the
development and oversight of construction program including business development, contract administration, scheduling, claims analysis, constructability reviews, expert testimony, construction
inspection and other services as requested bY our clients. Mr. Dillon is presently serving as Project Director for the Texas Turnpike Authority Division ofTexas Department ofTransportation's
$800 million Central Texas Turnpike Project. In this position, he is assisting in the design & implementation ofthe project controls management system along with development of the program's
management guidelines, policies, and procedures. Mr. Dillon has managed construction programs and projects for the Texas Department ofTransportation (TxDOT) in the Dallas and Waco Districts
for the past 15 years. These have included hundreds ofroedway reconstruction and rehabilitation, preventative maintenance, transportation enhancement, bridge replacement, public transportation,
signal and signing, ITS, drainage, and tunnel projects. Mr. Dillon has performed and taught Primavera scheduling as it relates to construct project monitoring and claims analysis. He
was also responsible for all Laboratory functions, materials testing, materials selection, and implementation of new pavement specifications, design and installation. Direetor of Construction,
Waco District, TxDOT -Responsible for administering the Construction program for the eight counties in the Waco District. Over the six years in this position, over 200 projects valued
at more than $300 million were completed. In August 1999, this included over $140 million on 42 active projects. These responsibilities include monitoring construction inspection, contract
administration, materials selection and testing, laboratory technicians, dispute resolution, construction project schedule analysis, developing and maintaining working relationships
with the contracting community and other governmental agencies. Mr. Dillon was instrumental in the development and utilization of Superpave design, testing, and installation in the District's
pavement program. He initiated the usage of Material Transfer Vehicles as a requirement in the District's overlay program in 1997. As a result, the District has won the THMAPA's Quality
Award for Large Overlays for 1998 and 1999 in addition to the THMAPA's Quality Award for Small Full Depth Project in 1999. Assistant District Construction Engineer, Dallas District,
TxDOT -Mr. Dillon was responsible for assisting in administering the Construction program for the six counties in the Dallas District. Over the three years in this position, approximately
180 projects valued at more than $500 million were completed. In January 1993, this included $485 million on 87 active projects. These responsibilities included coordination ofconstruction
scheduling and traffic control review for the US 75 (North Central Expressway) Corridor reconstruction from IH 635 south to the Central Business District. Provided staff level review
ofconsultant's traffic control plans and constructability review. Represented TxDOT in coordination with multiple agencies on the Traffic Management Team in planning for the reconstruction
effort. Reviewed plans by Dallas Area Rapid Transit (DART) for constructability and traffic control concerning the construction of the light rail stations and tunnel within the rightof-way
and adjacent to the US 75 roadway construction. Also provided expertise in traffic control and construction litigation to the Staff Attorney. In PBSJ 
William D. Dillon, P.E. Vice President· Division Manager addition, provided field reviews and monitored construction inspection, contract administration, and materials testing district
wide. Project Engineer, Northside Area Office, Dallas District, TxDOT -Mr. Dillon was responsible for managing project level construction inspection, contract administration, and materials
testing on projects as listed: • US 75, Dallas County, Texas -2 mile, $42.5 million, 3 !h year reconstruction project including 6 lanes ofcontinuously reinforced concrete pavement (CRCP)
mainlanes, IS & OS tied concrete shoulders, 6 lanes of jointed reinforced concrete pavement (JRCP) continuous frontage roads, structures (prestressed beams up to 142 feet with pre-cast
deck panels & 8" decks), Railroad shoofly bridge construction, permanent railroad bridge replacement (12 span steel beam), pre-cast reinforced earth walls, HMACP, drainage (box culverts
& RCP storm sewer), traffic signals & signing. Developed and trained new inspectors in a rotational program including aU types of construction inspection and materials testing. Mr. DiUon
was Project Engineer on this job from January 1987 to November 1989. • Loop 12, Dallas County, Texas -9 mile, $3.1 million, 1 year rehabilitation project including repairing deteriorated
jointed plain concrete pavement (JPCD). seal coat, overlay with latex modified hot mix asphalt pavement the entire 6 lanes by 9 miles. Also included upgrades to safety end treatment
and retrofit bridge rail to T501 shape. Mr. Dillon was Project Engineer on this job from January 1986 to December 1986. • m 30 Rockwall County, Texas -II mile, $24 million, 5 year project
consisting of I 1" Jointed Reinforced Concrete Pavement placed on a 2" minimum asphalt bond breaker over the existing pavement. Included reconstruction of 10 bridge structures. Mr. Dillon
served as the Project Engineer on this job from June 1985 to January 1986. • Loop 12, Dallas County, Texas -Performed basic design activities as a part of the Area Office design group,
including quantity calculations, physical inventory, centerline station conversion from multiple previous projects. Mr. Dillon worked in this capacity from January 1985 to June 1985.
• m 30 Rockwall County, Texas -Performed inspection activities on various operations on this project including Hot Mix Asphalt Plant testing, concrete batch plant testing, concrete paving
inspection, Hot Mix Asphalt Concrete Pavement inspection, bridge inspection, storm sewer installation, earthwork, etc. Mr. Dillon served as an inspector on this project from May 1984
to January 1985. 
ontinuBdas managing general part-. . . . Cner pfthe ;(ji~ilJ~nture that serves as' .' gener~1 engin~Jrln:g~~~s~lta;ito t~~ ..... . Miami-Dade Expressway Authlirity The : $30-mlllioneffort
incJ~des loll plaza . reconstruction andJhe iO)~lementation of . . • electronictoIIC9I1ecii()i:it~~hriology using innovative contr~ctlngmethods to . expedite construction. Phllltilt§Other
key accomplish. Ftnatll!! (Inti Ptrrff'PlIII!liltlf ments included the . CtlIIIrtIt!£J SIIjJ/ltJl'f sale of $160 million in· S@;'!1lJcYi!!(JjJ!rIMf bonds for ca pilal NffJtlfitdfttll
improvements and MaHapmtl1l initiation of a .P~l»JiffR/MtIff'Wi!IfIt!IIf PrtIJtflf CtJItet/lf SPliliI1fto privatize lJtIJf#/I S!ilittfttrth Sak.t%iatmj · Mp/fa~lttftJm(l/i1Jll Sfrlftffi'
PrtIJtflf Mtl!tltjfl1l&ll · lJt4ijlt RtY!8iW' CtlJ! Ed!imtt!t4· · Q.«alilil A#ltrPItet PHil CtJ/ftrof t.1ltllt El1ji!1&r!Itff . ··tlalirlff . .... Rijltl7-tJf-Wa//CtJl14trir&itJlI Malfllfftm8Hf
.EiU/t!'tll1hitlfral ?p.. rovided general engineering consulting servicesto the Orlando. . Orange County Expressway Authority under PBS&J's ongoing .•. contract with the Authority. Showcase
projects included the opening • . ' ofSR 429; Part A; the initiation of construction on SR 429 Part C; and beginning of construction on the GoldenrodExtension and SR 528 interchange, which will help to provide better access to Orlando International Airport. R eselected to serve another five-year term as. general engineering consultant
to Florida Department of Transportation District Seven .. Continued to provide similar services for Districts One and Three as well. 
Assisted the Was\e Cleanup' Under ongoing general consultant contraCt with the Florida Department of Transportation, Turnpike District, completed the relocation of district headquarters
from Tallahassee to Orlando. Key project atcomplishments for the year included the start of construction for the Seminole Expi~$sway; Project 2; executed a ,','. . " .. partnersh ip
agreement for SR 429, Part C; .rlv.nro acquisition of seven ~ht-of-wav parcels for project. 
~'U':"""".''''~I'''''''''''' I"""'~''''''' • .......... b ..... · ..... ~--··.~...... ~ ... ~!" 0'<!VI"0 (NPS) for projects across the United \i,2daQ:cdmpl~t~doveisight o.fthe construction
of a new visi""""'''flfb1~~~t~M~ttirirNationaIPa rk' (Uta h), the rehab il ita-' ;:~:b9Yh6qd,J~r~ (Georgia); 'liatertreatment and waterjew.M~xiCO), andnew NPShe'adqu~rters , . '. ' "
",'" : I"';",,:!:'~, ">::.;.',';":';'" ." ',.', . ,'. . . . '. . . •'""'C'.:'" ibu i 10 rn j(Oritbe,Brue;RidgeParkway(North Carolina),(':',:,:: \~::.:;'f.'. ,'.: .. Ji':r:ii,"f;!.;.~~,;'.';"i;·..(·~:
''::,''r..;;'':{;,~.",i<:<:" ..>< ,.:.:, .. ''-'. :. :'. :..:' ..' .....--_....Continued to serve as transportation program manager for the expansion of the Orange County (Florida) Convention
Center In this role, also develop'edthe International Drive Resort Area transportation master plan,studied transit alternatives, developed an ITS pl~n, and commenced construction engineering
and inspection for the wideningofinternationa IDrive. 7QcQ,~JifYiQadtan~thiee',#~h~oLacc~~spr6jects: Other major efforts ~~~~~~]Jll;t~,~0;J~r~%~1~:~~t;!~~~t1f~1!fttAt~i~t~~~if~~{~~:c~:,construction
on Ind i a Hook 
. "", .,;,.:. ,,",~ , conStructio,n documelits'fn"'if:' Conway Perimeter Road" (Conway) and the widening, of SC 5(Cherokee CountVi ;i:?"~ to amultilanefacilil\v 1i'tI:1lfJt!rtaUtm p~
1faf#JE~ lkrd/tfltllf 1faH¥~S~,', CorridN p~/"'" HIfllwllfIlJt.JI{JII S/J1liJtlirtz! ~ FWtIffiltJ &-Str. ~, TiJf! ~lJtiiIffH Mtdltmtrt/al/lfail4liS~ R!fM-tJfWIlfIAtr(Ui4UlfJJI, Por~IlHd
Martifll;t I nsupport onhe , Florida 2Ul2,OIym Olympics, identifiiro multimodal tfansportatii . , /', ".:,., ',~",: 'i • .... , events planned along the l-4corridorJ'letween',Ta ."S''••'
elected to provide com'~lete"~~:~d~~Y;~i , cal services for thewid~niiigantl:ffi90! Saline and Pulaski counties forlheKrWK~~~:~\~ ," '." , .,,' w" Transportation Department , 
,..) i 
· ·natio~ with the Regional'.'c , ".'": ,~~~,-:·.-~r:."~y,~·.,::.· .,,""... ... ,,,,',_" ~ _"L. ,;__ ,;_,:~~~:" " "',.' impacts 01 ROl\'~f-'plant operations on Hudson River A. >1-~,
.:(,:, '''''-'-. " j:="" . "." 
Droviding full site development services tor constmcFtion of Cam~usConnection, a370-unit apartment . 'cqmplex.thatwill·provide off-campus studentliousiriil ,..atthe UniversilYof:Ndrlh
Carolina-Charf~tte. :.:. ·,1"" ', .... , ." .. ' . . . in Casper, Wyoming; and three locations 'fjiigiinmasterJnfrastructure and site >'i<Neigg~gi~Mq,:ipl~nrieg;n~otraditional .-·-·i,·-'.:,-,-'~i;;_"
::'~"-}__j:-> ,'!" ..' < _ . . ;'.afi!flpwrihlllj1e (~sidence~tand a 15-acre 
"':,: -::".: .~:' -::':;"~":<~~'\;i:'-:<:/: ·.;i;·:~;·::_.~.:\~< :" ;:....:, .:;, ·.·.f.. :.. ·:,-.\',: ",:', ;.:S:.".~:;·,/~;;·'r ,. : :'8'.electedWArnerig~~West~otnes;di1e.oHas Vegaiis.'.
····.·.···piemi~rh6~~bJil~e[s;:ictp;;lVid~~ite; civil, andsur~ .' veYingfofj\1!lrethl;ri~4;IJ lots !'tithin!he Canyons Uland·'" . ,. " -. '..Granbrooke sulJaivislons.. .-~:> ,:,." ~..
.. " room:hri,~i~~~li~Q:Qoo'~sq~are" " ,'f.'" ~i· . .:. '.. p~~:~dceodn:t;~:~;~:~:fl~~~t~~~;t;~~,~~~~~,e:af'~::~:a~:~;;:I~:~~ .municationstiwe;~1te~ihrciughqijtthe~ouiheaswnus.,•...•..
. ' .• B:~:nS~~e~I:~nn~~gef~~i{htefl~f";> .. ' .....'.• "~:~:~::ti:~~:~~!i~f~C~set?-"~•• .. BOgot~. The project incrud~st~~' medium-and two maxillluk \.. security facilities.. . package
plant. " :,",' ;;" .' . (,\ontlnued to .' Vpr6vide civil e'ngi~eeii~g and .survey services for the Chick-fil-a :restaurant chain ..•.. for locations ". :)hroughliut the southeastern
U.S. . ·•. :'S~r~::~tt;t~~:e~~%:fa 16.... acre, multiDle~use and other city personnel. . ' .... .... :,'" .... ' ;·.":·'S·~l::t;~~Ye~~~nn~!:I~~~::~~~:~:~:~O pro•.... " ~fford~bleh6usrngpfojectwith
water storage .·,.;and filtratidn and an onsitesanital)' sewer 
,.' p~o::~:::i:!:n(~~:~~ea~~~~JS .", 139-acre planned hillside residential" community in La Mirada and " " Fullerton, California. and conStru6t1oif'se61~es.:,' '" ',' ,,~,:' ;~<~i::.:\::;i~i·,\\·,
to Herzbg DiNelopmeh,t: . master-planned commUin Sachse U"~, J.lJ~I"'~ /Texas th~t iricludes;il,Mlf course, or Pritzker Residential, comple.lIid, engineering design selVic,esfO , first
287 units and began desigli,'selVices for another 439 units in the Centergate at Celebration apartment complex in Celebration, Florida. q' ~),C:~I,e~l~~f~f civil and site engineering
, "f0fOr~500~acre, mixed-use develop'riiei1fin'4&i:nLak~;'MisSissipPi, for ' , ,',' >'~~;kwJrid!~(~p~~ies. The development will ,"~" ' ' , incIUilEiaJegiQnllLm,all, shopping center,
offfcedevelopment,and single-family and , " multifamily residential communities. C, ompleted phase for Cimarron Hills, a 813-acre master-planned T~ecommunityfeatures aJack Nicklaus signature
golf course. ,provided engineer, ing design selVices for two high schools, three middle schools, and five elementary schools for the Clark Counly School District in Nevada. 'elected
by The Landwell Company mC) to provide onsite designSand development of commercial and residential properties in ' Henderson, Nevada. " F, study and entitlement cominunity in Georgetown,
Texas. 
Selected by the Texas Turnpike Authority Division of the Texas Department of Transportation to provide construction engineering, inspection and testing services for the conBegan providing
independent quality control inspection and struction of the $700-million SH 45 and Loop 1turnpiketesting services for the interchange of 1-25 and 1-40 in Albuquerque, New Mexico, Reconstruction
of the New Mexico State Highway and Transportation Department's "Big I" is the largest single highway construction project in state history, Continued to provide construction engineering
and inspection (CE&I) services for North Carolina Department ofTransportation, Division Three's US 17 Jacksonville Bypass, The six-mile project traverses Camp Lejeune military base and
has an 1800-foot bridge over Wilson Bay, R eselected to providing constructionrelated services to BeliSouth throughout Georgia and Florida. Services include quality assurance inspections,
verification of contractor's invoices, damage inspection, and response to disasters. CBegan providing CE&I services to Alabama Department ofTransportation (ALDOn, ontinued to provide
CE&I services to the Florida Division Nine for Grelot Road in Mobile, Continued to provide CE&I services for the Department of Transportation, District Seven ALDOl, Division Four for
improvements to SR 50, SR 280, Glenn Avenue, and the Phenix wideni ng of a7,59-kilometer (4.7-mile) segment City Bypass,"<;':.,. 1-275 between Busch Boulevard and Nebraska ,!;, ue in
Tampa, Florida,'." 
Bcode inspection servicesegan on-call CE&I services ·jor Georgia Department oj .Transportation, Division PrqJfff ellt/brod! ompleted services r~con<lmctinn of a MClJfL'1I11I1Cfll SeWIir:iSix
for various road Cthree-mileCt;1JrfJJ(!fI/(lif, (tllil Pd?llliillf/P/irl4i'improvement projects in non! of Department ofTransportation, District Seven,P/'IJf}tllmmftlj PlttNt northwest
Georgia, l)t;ijtl PItaJiJ ued to provide CE&I for the reconstruction of another CiJt#trl!I!{{(lti PlitlJiJ five-mile segment. ~ CflM!ttIOUt/tl Manllfjcllifll{ SflVtteJ' Mftfftlf}t'lIlmf
AIitI4!liYr?tJO(trUtJll R For Clark County (Nevada)eselected by the school boards ojFor Cobb County, Georgia, continued to manage Public Works Department, proDade County and Broward
County,the Department of Tra nsportation and Transit viding construction administrationFlorida, two olthe largest school districts programs. Also provided complete program manjor about
1.5 miles of 80-to 84in the U.S., to provide cost estimating,agement services for Cobb County County Water System. inch storm drain along Durangoscheduling, and construction claims Drive
in Las Vegas,review services for ongoing improving efforts. Also began providing uniform ;.;~:"':" ('{'Iff/lleTArimftllJtmfifJlI ('(WffrtICii{JJI Eiljjiff/!(:Iflltj liz1jJft)l?tJt! Q{(t?!ifj///:iJ.!i
lul!{:t 1;fi,!{rtlclig//StrvriXJ' MllitutlfPIltt PrtJJIrtJii!Nil!J Providing lJuilding inspection services for potential and Selected as cost existing hurricane shelters consultant for
florida forthe Florida International Department of University's capitalManagement Services, Division of improvement program,Emergency Management Selected by Nevada Department of Transportation
(NOOn to provide full contract administration services for projects statewide. NDOT District II selected PBS&J to provide on-call CE&I jor concrete rehabilitation of 1-80 east of Reno.

For Clark County (Nevada) Public Works Department, providing construction adminCompleted construction oversight of the new Florida Department of Transportation, Turnpike istration for
about 1.5 miles of 80-to 84-inch storm drain along Durango Drive in District headquarters complex at the Turkey Lake Service Plaza on Florida's Turnpike in Las Vegas. Centra IFlorida.
The new facilities included a 1 04,800-square-foot administration building, 22,100-square-foot operations building, a7,200-square-foot trades workshop, and a22,500sq uare-foot law enforcement
office building for the Highway Patrol. Provided construction oversight for PBS&J's new 90,000-square-foot office building in Orlando, Florida. The office houses more than 300 PBS&J
civil engineering, transportation, environmental, construction, planning, and landscape architecture personnel. PBS&J also provided engineering and landscape architecture services forthe
Selected by the Nevada Alliance for Quality Transportation Construction (NAQTC) to certify technicians responsible for materials field testing. NAQTC is anonprofit organization that
is part of the Western Alliance for Qua lity Transportation Construction. Selected by the Federal Highway Administration Central Lands to perform CE&I on atask order basis for five years.
Projects have included earthdrainage, and pavement portions of roadway reconstruction, lagoons, buildings and other park infrastructure in northern California, Badlands National Park
(South Dakota), and Bryce Canyon National Park (Utah). 
;,;.:"< <<continued providing architectural, renovation of Super Markets< To • date, this assignment . has included work for <more than 50 stores, mechanical, elecRiver Place office
complex in Jelllls, arChitecture design criteria package for the '·r;~~Fltirid'~·Department ojTransportation, Turnpike District's ':ri~wl04,80o:,SqUare-footheadquarters and three support
facihe " 'ties at IheTurkey Lake Service Plaza on Florida's Turnpike. The proj'. ',\" c." , .~dconstructed under the design-build procurement process, A~t .•·<:·<·'<·«U··nde~ge~eral
consulfant contract, PnJ§filnlmlll/l antIlJ&itflti <;,'. began develogingdesign criteriaS_ ~···<: ..~:pai;'RagefOrimprovementstotheFIQrida. and D{($. ptfi§1fI1& ....<•.. Department of
Transportation Office of Toll I!tIIritlr Dfllif# . . < < ()peratlons Toll DaiaCenter in Boca Raton, S/IIW PIa/flltnj' <.. FI 'd 'Th < t t 'I t< fMttltltllll%l! Ei1fftIW/illfl <' Of!
a< e prolec en al s renova IOn 0 <a ~off Ht14C, Pmmbillf,. .17!000~square-.foot bUilding anda . anti FiIIJ PfQ/IJJ/ltl1l < '. .two~story additio.n of approximate~~ Entlfift AllalffWAudtf
< < «.< 14;000 square feet. Eltar({)(Z/E!1fi#t&!1iIIff Dt4if# IJI LifJltaltfo PiJwtr lJutnlJidi(m, Rrt! AIar/It.,and ,< < 1tIttxl~<4f!iftl!l1:.! . <:(\ompleted a~hitedur-< Si$ all4 RtJttdr;q}i.ttJ1tI
iirJ ':<.\jal design and i:OristfUC~ C()J{ CtJit!tQ( Bt«IfJetlitfoamlS~tion ph~se services CIJII4{Nltlflllll ~< < and related facilities at SUlohuf Sorin~s ~-BdildCrili!l1a ~< <, . <
3D C/JiIIfullJr Inirtplfl: aiitIA~ serv.. <S«·elJ;cted.as~ su Q. toBech:ellnfrastrllcture Corporation completed phase (feaslbrlrty study) of developing anew ai rportinB1~Coun~, Florida.
.. . . . 
'!;riJ?!1'Wq~til,flirouglJ(jahi ('~::':;:'~';·,~.{+f:,:.':::(Y·;:~ '",<', • :::;:,' :"",' '., > .... , " gn,fu~n'tQt)lW~lac9riv~r~iontq9!;' . ,u,· me:l<IlY. 01 . El~strop; T~xa~'Plannlng
. ,'.' 'an'a Water deRartments. ........ , . .. ,.. 7f~............ ,. lortatlon;Jiirnpike/'l:Jii;ijil4tc AlralfJdtf . .".. '." ,. 'sj/4;pf lJt!!rilJ~ 7taii4ltJr~.:4P/1~ ",G;;~tt;:'
'6:titt( PIilttiltlt;ftt!tdl)f)JtfjH •. ~f~In!~~Sjfif81tW ~,~H~~{Q:\9!:&rp$:ofEiigineers a . ii:f[;;:t:~:::;hr!JI~::::;:}:i':I'\r,:,;-.:~-: :» ':' . ";.'" : ;" .. ~.\I~I~~tiJ~~~f~re~astsy~tem
to assist emergency' . '~t;'.,:':'i ;'".;! .r'.•j:O, .'. . ' " . , .. iti(ifficliiis in'a'nticl paling cross-state line l1~~~~[;~~~~t~~HtotracK real-time traffic ijJ~iajj!evacUaflon;•...:,:...
,". '''', .. ' ". ,. '. , ~~;W~{~~I:i~l~:v;;~·~.;::·::W}{.:::',·,.,:·:, ';,::::. _ . eO~J1~ffiil~ntol'EnVironr11entaIProtec\ io n, begandevel,,, ......... ".. K~~l/~(Jdetoi thesHorelinepr~tection
at and 8wojecHpeClfic< County(N~vada)' Regional FloodDistrict as pa~ ofits Las Vegas Valle~ ... master plan update,. .....'; .;,.=<' ", ;:~, ;0-. (~.i,'A I,""'."""" .'/.,"",,,'.:r,1
(''''-I,',r. 'I~ .~~~~~ H'tn\l !;,::;mllll."; H;\l~: \·lilp 'I \lh,ri;,1 ' v "" -=':W(:.:.~ EI[~ ~tenahceilnd improve-: 'meilfs·tofHeGulf '. s~:~~:e~:~t:;:e~~:;t;!;~'~;Y~,il;:I~::::r::;d~:;:;;:t~~~ab
.ase " " -" ', ......\.. . -,. 
S.·s·.·elected by the Palm Beach . •.. Department of Airports to serve as general consultant for facilities devel.elected to design . Runway &l-26R, a new air carrier runway at George
Bush Intercontinental in Houston, Texas. In other projects at Bush Intercontinental, continued construction phase services for parallel taxiway NA, and reconstruction of Runway 826.
Also began construction phase services for cargo facilitiesopmen(and improvements and for airfield and lands.ide development. . '. expansion.and .improvements at Palm Beach International
Airport (Florida). .... DerfOrmeddetailedanalyses.ofair. r'space capacity, environmental,. impacts, ana ground transportation . demand and capacity as amember of the overall New Airport
Development Team for the Bay County (Florida) . International Airport Feasibility C.o~ple~eddeSign and . constriJction of the .RUnwaY5-23;ehabilita~-, . .at F~rtWayne ··.lnterriation~1
Airport."; . Selected by the . Huntsville Madison County Airport Authority to .design the Taxiway He" Connector at the Huntsville International (Alabama). Began service to the Orlando
Sanford Airport Authority under afive-year general consulting contract attheOriando~~Sanford Airport (Florida) . For the Oka loosa Regiona IAirport at Egland Air Force Base, began construction
phase services for management services for the terminal expansion, and com pleted design services for the landside parking expansion. Completed design and reconstruction olthe Runway
27 Departure End at Cincinnati/Northern Kentucky International Airport. Also completed the Environmental Impact Statement and began preliminary design of a new runway at the . ..•···C·•.•
onlinved !oprovide design services for the expansion of McCarran International Airport's Concourse D(las , . Vegas,Nevada), including final design of mass grading for the North Apron
and an 800-foot people mover,,';.: . . tunnelfor the North Apron complex. Also provided design for an overnight aircraft parking apron at McCarra n Air/1l}rF MtUl$r ~~J En#rIJlllJlC!lflllIIlIjJIW!S~t
Jlflli MtUrtr lJrllilttl#8 PltiffJ' NAVA!l) St?I~ Wtfll'lJld Milijatitlll Rltlllflajft 7?ixtlflfl[!rJ; A/1f1Jii4' ~Fritillti&J A/1/1mzztff SIVVe;p Pmyal1l/Cmrdtrll(}/iQII Ma~F J?Afldl)I.I'r
TuAJlAll'lt;IkI.. 4 SouthWest Terminal Aprol expansion at the Dayton (Ohi seven-gate concourse addition at Cities Regional Airport, TNNA. Also began construction phase of the air-Runway
05 safety area. 
An employee-owned company November 9, 2001 Mr. Steven Z. Chutchian Assistant City Engineer Town of Addison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
Attached is a revised proposal that includes the time and fee necessary to conduct the testing for this analysis. We propose to sub-contract with PSI, Inc., to obtain 3 cores of the
concrete pavement to perform petrographic analysis and acid solubility tests. This will provide PBS&J the information needed to make recommendations for improvement of the pavement surface.
PSI's proposal to us is attached for your review. We added a very small amount for our additional time to coordinate, review and report their findings. We are available to start the
study at your convenience. However, since we have proposed such a short timeframe to perform this work, we would appreciate being notified verbally as soon as the Town decides to proceed
so we can make sure our schedules are ready when our contract time begins. Thank you for your confidence in PBS&J. We look fOlWard to working with you. Sincerely, C~e-~4 Clarence Daugherty,
P.E. Director of Municipal Services K:\J11\Proposals\8eltline Addison Proposal-Nov6.doc 13800 Montfort Drive, Suite 230, Dallas, Texas 75240-4347 -Telephone: 972.387.0771-Fax: 972.387.9714
-www.pbsj.com 
SURFACE CONDITION STUDY > ' BEL TLINE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J proposes to perform a study of the surface conditions of Beltline
Road from Dallas Parkway to Marsh Lane. It is PBS&J's understanding that the surface of Beltline became slick or "polished" many years ago and that several attempts have been made to
solve the problem. The purpose ofthis study will be to identify a definitive method to overcome the surface problems ofthis pavement. This would be done by providing to the Town the
results of the analyses of several alternative strategies so that the Town can decide the strategy that best fits the Town. It is proposed that PBS&J perform the following tasks: -Gather
detailed information about the history of the pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. -Make field observations -Perform
tests of concrete related to skid resistance characteristics (subcontract for three cores for petrographic analysis and acid solu bility tests) -Identify potential improvement strategies
to restore desired skid resistance properties -Determine what each strategy accomplishes, or fails to accomplish, and the characteristics of each strategy that may make a difference
to the Town's final decision -Estimate the construction and life cycle cost of each strategy -Develop a matrix that indicates a rating for each strategy in the areas of pavement surface
performance. service life, cost effectiveness, constructability and community acceptability -Present the resulting report to the Town in draft form and then in final form after review
and discussion with the Town staff It is proposed that the Town -make available all information pertinent to the analysis of the pavement -review partial study information submitted
by consultant as needed and provide consultant appropriate direction -review draft report and provide feedback in a timely manner to facilitate completion of the final report 
COMPENSATION PBS&J proposes to prepare this study for a fixed fee of $14,900. This fee includes all labor and expenses as well as laboratory testing. The fee includes obtaining and testing
three cores ofthe concrete pavement. If it is determined and agreed to by the Town that additional cores and/or testing is required, those will be performed for an additional amount
by prior written agreement between the Town of Addison and PBS&J. TIME OF COMPLETION PBS&J proposes to perform the work and submit a draft report within 40 working days. Converting this
time to calendar days will depend on the date of the notice to proceed, whether or not any holidays fall within the project time and any time required by the Town to gather information
needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report. 
los;,Info171U1tion ~..,• •To Build On EngIneering. Consulting • Testing November 7, 2001 Mr. Doug Dillon PBS&J 13800 Monfort Drive Suite 230 Addison, Texas 75240 Re: Proposal for Construction
Materials Testing and Inspection Services Testing on Belt Line to Marsh lane Addison, Texas PSI Proposal No. 341-1085R-1 Dear Mr. Dillon, Professional Service Industries, Inc. (PSI),
is pleased to submit the following proposal for performing Construction Materials Testing and Inspection services on the project referenced above. Professional Service Industries, Inc.
(PSI), understands that we have been selected based upon our qualifications in accordance with the Professional Service Procurement Act, Article 2254.004 of the Texas Govemment Code,
to provide the above referenced services for this project. In accordance with this act, we are now submitting our proposed fee schedule as the second step or the negotiation phase of
the contracting process. As America's largest independent testing firm and the nations fourth largest consulting engineering firm, we bring extensive experience in providing professional
engineering and materials testing services for clients in the Dallas/Fort Worth area, throughout the State of Texas and the nation. With four local offices servicing the metroplex, PSI
has the technical capabilities, personnel and equipment resources and local expertise to provide you with superior testing services. PSI proposes to provide exp~rienced, technical personnel
to perform testing and inspection services as requested in general accordance with project specifications. Provided herewith is our budgetary estimate' of the anticipated testing and
the associated estimated costs based on the project characteristics available at the time of this proposal. PSI' proposes to accomplish the work on a unit price basis' in accordance
with the unit rates of this proposal. All work will be performed in accordance with the General Conditions attached herein and considered a part of this proposal. The cost estimate was
developed based on the estimated quantities, types of tests and the unit rates shown herein. This estimate was developed based on a defined scope of work as outlined in this proposal.
Any work which is required beyond this estimate will be charged per the unit rates shown. , ' Professional Service Industries, Inc.• 4087 Shilling Way· Dallas, TX 75237 • Phone 2141330·9211
• Fax 9721263-2612 
Page 2 of 8 PSI Proposal No.: 341-1085R-1 , . PSI will proceed with the work upon receipt of a signed proposal. Please sign and retum one copy of this proposal intaCt. When retuming
this proposal. please complete the attached Project Data Sheet so that PSI may best serve your project and help distribute reports to the appropriate parties. PSI looks forward to providing
services to PBS&J during construction of the Belt Line to Marsh lane project. Once a detailed construction schedule and material quantity are available, we would be pleased to meet with
you and refine the attached estimate and add or delete services as desired. Should you have any questions or wish to discuss this proposal further. please contact us at your earliest
convenience at 214 330-9211. Respectfully submitted. PROFESSIONAL SERVICE INDUSTRIES, INC. -Robert P. Nance Department Manager T::-a~:t'y,Jr., P.E. Vice President Construction Materials
Testing Attachments: Project Information/Assumptions Estimated Materials Testing Cost Summary Estimated Materials Testing Cost Breakdown Project Data Sheet General Conditions AGREED
TO THIS __DAY OF _____• 2001 SIGNATURE: ____________________ TYPED/PRINTED NAME: ________________ TITLE: ______________________ FIRM: _______________________ 
Page 3 ofB PSI Proposal No.: 341-1085R-1 , ' PROJECT INFORMATION/ASSUMPTIONS Concrete Coring and Analysis 1. As requested a PSI representative will perform concrete coring and patching
at three distinct areas of the main lanes of Belt Line road. 2. PSI will develop and implement a plan of traffic control during the coring operations at the three distinct locations.
3. At the request of the Town of Addison all concrete coring wiU be performed during night time hours in an effort to minimize the impact on the flow of traffic. 4. Three-petrography
analysis and will be performed as requested and the report of finding will be sent to the client. 5. The three cores locations will be patched with'quick set ready mix concrete. 6. One
acid solubility test will be performed on each of the three concrete samples obtained from the coring operation. The amount of acid soluble material in the sample will be determined.
The amount of acid soluble material in the fine aggregate portion of the concrete will be mathematically calculated by difference using the values of cement paste determined in the petrographic
analysis and values of coarse and fine aggregate determined from a gradation analysis of the residue of the acid solubility test. It should be understood that the amount of soluble material
calculated for the fine aggregate will be understated if there is acid insoluble material in the cement paste and will be overstated if there is acid soluble material in the coarse aggregate.

Page 4 of S PSI Proposal No.: 341-10SSR-1 > • ESTIMATED TESTING SCHEDULE PSI performs a complete range of Construction Materials Testing Inspection Services as well as Geotechnical and
Environmental Consulting Services. In addition to those listed above, your project can be provided with the following: Fireproofing Inspection Geotechnical Services Environmental Site
Assessments Indoor Air Quality Studies Asbestos Sampling & Testing Lead Based Paint Testing Roof Testing & Inspections Floor Flatness Testing Wetland Investigation -Hydrologic!Hydraulic
Engineering 
Page 5 of8 PSI Proposal No.: 341-1 085R-1 > ' Estimated Materials Testing Summary The following is our estimate of the number, type, and cost of anticipated Construction Materials Testing
and Inspection Services for the subject project. This estimate was developed based· on assumptions made from current information available to us regarding expected work schedules, amount
of materials, project. requirements, etc. It should be recognized that variations in construction schedules, weather, etc., could result in differences between the actual and estimated
testing costs. Although efforts will be made to maintain the testing costs within the estimated amount, charges will be computed based on actual services rendered. Proposal excludes
the following items: x Overtime X Cancellation without notice X Stabilization X Environmental Engineering X Re-testing X Waiver of Subrogation X Special EngineeringServices Materials
Testing Total Estimate $6,119.00 Allowance for Steel Inspection *** $0.00 Total Sum $6,119.00 *** *** By Owner Direction 
Page 6 of 8 PSI Proposal No.: 341-1085R-1 A. Concrete COring and AnalysIs Concrete Compression Cylinders "-.......,-......Two Concrete Coring TechniCians Concrete Coring Rig Petrogragny
Analysis Traffic Control Plan Acl<f SOlubility Cancrele Core Prepatatlon B. Special Testlng ..... """..........~ Concrete Flatness (AQ.3Q4J Per H~Qn..SlIe +2 Hours Lab ProJect EnglooerlManager
Review of Reports F1reproof'lfIg Inspection BatctI Plant Inspection Special TesUng Special Tesllng C. Trip chargesIMlscelianeou$ Site VlsiVSample Pick. Up GENERAL Each 0 Hour 16 Day
1 Each 3 Day Each 3 Each 18 Sub~Total Hour 0 Hour 5 Hour 0 Hour 0 Hour 0 Hour 0 Sub~Total Trip o SUb-Total $12.00 557.00 5210.00 $850.00 51.500.00 5150.00 $4.00 sse.OO SIl5,OO sse.OO
sse.OO 550.00 550.00 535.00 Materials Testing Total Estimate Allowance for Steel Inspection ••• TotalSum ••• By Owner Direction $0.00 $912.00 $210.00 $2,550.00 5'.soo.00 $450.00 572.00
$5,694:00 $0.00 $425.00 $0.00 $0.00 $0.00 $0.00 $425.00 Slloo $0.00 $6,119.00 $0.00 $6,119.00 6,119.00 Hou~ywork is portal to portal with a minimum of four hours per caf! out unless
olherwise noted. Charges for services perlormed outside of 8:00 AM to 5:00 PM, Over 8 hours per day and on Saturdays will be bHled at 1.5 time. Ihe listed rates. Services perlormed on
Sundays and holidays will be perlormed at 2.0 times the listed rates. Report review (typically 0.2 to 0.5 hours per report). consultation,meetings, etc. by Project Manager, will be billed at $85.00 per hour. Above unij rates Include up to three copies of each report dlstrlbuted and mailed In accordance with your instructions.
Additional report copies billed at $1.00 each. This proposal presents the typical constructiOn materials testing required on area projects. If an increased or decreased .cope of work
Is desired, we would be pleased to discuss this at 1119 appropriate time. Additional services and fees not listed, will be quoted upon request. 
SURFACE CONDITION STUDY BELTLINE ROAD FROM DALLAS PARKWAY TO MARSH LANE ADDISON, TEXAS SCOPE OF SERVICES PBS&J proposes to perform a study of the surface conditions of Beltline Road
from Dallas Parkway to Marsh Lane. It is PBS&J's understanding that the surface of Beltline became slick or "polished" many years ago and that several attempts have been made to solve
the problem. The purpose of this study will be to identify a definitive method to overcome the surface problems ofthis pavement. This would be done by providing to the Town the results
ofthe analyses of several alternative strategies so that the Town can decide the strategy that best fits the Town. It is proposed that PBS&J perform the following tasks: -Gather detailed
information about the history of the pavement: accidents, studies and material tests, potential contributing factors, previous improvements, etc. Make field observations Perform tests
of concrete related to skid resistance characteristics (subcontract for three cores for petrographic petrographic analysis and acid solubility tests) Identify potential improvement strategies
to restore desired skid resistance properties Determine what each strategy accomplishes, or fails to accomplish, and the characteristics of each strategy that may make a difference to
the Town's final decision Estimate the construction and life cycle cost of each strategy Develop a matrix that indicates a rating for each strategy in the areas of pavement surface performance,
service life, cost effectiveness, constructability and community acceptability Present the resulting report to the Town in draft form and then in final form after review and discussion
with the Town staff It is proposed that the Town make available all information pertinent to the analysiS of the pavement review partial study information submitted by consultant as
needed and provide consultant appropriate direction review draft report and provide feedback in a timely manner to facilitate completion of the final report 
COMPENSATION PBS&J proposes to prepare this study for a fixed fee of $14,900. This fee includes all labor and expenses as well as laboratory testing. The fee includes obtaining and testing
three cores of the concrete pavement. If it is determined and agreed to by the Town that additional cores and/or testing is required, those will be performed for an additional amount
by prior written agreement between the Town of Addison and PBS&J. TIME OF COMPLETION PBS&J proposes to perform the work and submit a draft report within 40 working days. Converting this
time to calendar days will depend on the date of the notice to proceed, whether or not any holidays fall within the project time and any time required by the Town to gather information
needed by PBS&J. A Final Report will be completed one week after PBS&J receives comments regarding the draft report. 
'los-lIn/ormationt:!.oiiJI•.To Build On Engineering' Consulting. n.sting November 7,2001 Mr. Doug Dillon PBS&J 13800 Monfort Drive Suite 230 Addison, Texas 75240 Re: Proposal for Construction
Materials Testing and Inspection Services Testing on Belt Line to Marsh lane Addison, Texas PSI Proposal No. 341-1085R-1 Dear Mr. Dillon, Professional Service Industries, Inc. (PSI),
is pleased to submit the following proposal for performing Construction Materials Testing and Inspection services on the project referenced above. Professional Service Industries, Inc.
(PSI), understands that we have been selected based upon our qualifications in accordance with the Professional Service Procurement Act, Article 2254.004 of the Texas Government Code,
to provide the above referenced services for this project. In accordance with this act, we are now submitting our proposed fee schedule as the second step or the negotiation phase of
the contracting process. As America's largest independent testing firm and the nations fourth largest consulting engineering firm, we bring extensive experience in providing professional
engineering and materials testing services for clients in the Dallas/Fort Worth area, throughout tbe State of Texas and the nation. With four local offices servicing the metroplex, PSI
has the technical capabilities, personnel and equipment resources and local expertise to provide you with superior testing services. PSI proposes to provide exp!=,rienced, technical
personnel to perform testing and inspection services as requested in general accordance with project specifications. Provided herewith is our budgetary estimate of the anticipated testing
and the associated estimated costs based on the project characteristics available at the time of this proposal. PSI proposes to accomplish the work on a unit price basis in accordance
with the unit rates of this proposal. All work will be performed in accordance with the General Conditions attached herein and considered a part of this proposal. The cost estimate was
developed based on the estimated quantities, types of tests and the unit rates shown herein. This estimate was developed based on a defined scope of work as outlined in this proposal.
Any work which is required beyond this estimate will be charged per the unit rates shown. Professional Service industries. inc. • 4087 Shilling Way' Dallas, TX 752.37 • Phone 214/330·9211
• Fax 9721263·2612 
Page 2 of 8 PSI Proposal No.: 341-1085R-1 PSI will proceed with the work upon receipt of a signed proposal. Please sign and return one copy of this proposal intact. When returning this
proposal, please complete the attached Project Data Sheet so that PSI may best serve your project and help distribute reports to the appropriate parties. PSI looks forward to providing
services to PBS&J during construction of the Belt Line to Marsh lane project. Once a detailed construction schedule and material quantity are available, we would be pleased to meet with
you and refine the attached estimate and add or delete services as desired. Should you have any questions or wish to discuss this proposal further, please contact us at your earliest
convenience at 214 330-9211. Respectfully submitted, PROFESSIONAL SERVICE INDUSTRIES, INC. Robert P. Nance Department Manager T!a~~y,Jr., P.E. Vice President Construction Materials Testing
Attachments: Project Information/Assumptions Estimated Materials Testing Cost Summary Estimated Materials Testing Cost Breakdown Project Data Sheet General Conditions AGREED TO THIS
__DAY OF _____, 2001 SIGNATURE: ____________________ TYPED/PRINTED NAME: ________________ TITLE: ______________________ FIRM: ______________________ 
Page 3 of 8 PSI Proposal No.: 341-1 085R-1 PROJECT INFORMATION/ASSUMPTIONS Concrete Coring and Analysis 1. As requested a PSI representative will perform concrete coring and patching
at three distinct areas of the main lanes of Bell Line road. 2. PSI will develop and implement a plan of traffic control during the coring operations at the three distinct locations.
3. At the request of the Town of Addison all concrete cOring will be performed during night time hours in an effort to minimize the impact on the flow of traffic. 4. Three-petrography
analysis and will be performed as requested and the report of finding will be sent to the client. 5. The three cores locations will be patched with'quick set ready mix concrete. 6. One
acid solubility test will be performed on each of the three concrete samples obtained from the coring operation. The amount of acid soluble material in the sample will be determined.
The amount of acid soluble material in the fine aggregate portion of the concrete will be mathematically mathematically calculated by difference using the values of cement paste determined
in the petrographic analysis and values of coarse and fine aggregate determined from a gradation analysis of the residue of the acid solubility test. It should be understood that the
amount of soluble material calculated for the fine aggregate will be understated if there is acid insoluble material in the cement paste and will be overstated if there is acid soluble
material in the coarse aggregate. 
. Page 4 of 8 PSI Proposal No.: 341-1085R·1 ESTIMATED TESTING SCHEDULE PSI performs a complete range of Construction Materials Testing Inspection Services as well as Geotechnical and
Environmental Consulting Services. In addition to those listed above, your project can be provided with the following: Fireproofing Inspection Geotechnical Services Environmental Site
Assessments Indoor Air Quality Studies Asbestos Sampling &Testing Lead Based Paint Testing Roof Testing & Inspections Floor Flatness Testing Wetland Investigation • Hydrologic/Hydraulic
Engineering IPsi' 
'Page 5 of8 PSI Proposal No.: 341-1085R-1 Estimated Materials Testing Summary The following is our estimate of the number, type, and cost of anticipated Construction Materials Testing
and Inspection Services for the subject project. This estimate was developed based on assumptions made from current information available to us regarding expected work schedules, amount
of materials, project requirements, etc. It should be recognized that variations in construction schedules, weather, etc., could result in differences between the actual and estimated
testing costs. Although efforts will be made to maintain the testing costs within the estimated amount, charges will be computed based on actual services rendered. Proposal excludes
the following items: x X X X Overtime Stabilization Re-testing Special Engineering Services X X X Cancellation without notice Environmental Engineering Waiver of Subrogation Materials
Testing Total Estimate Allowance for Steel Inspection ••• Total Sum $6,119.00 $0.00 $6,119.00 *** By Owner Direction 
.', Page 6 of 8 PSI Proposal No.: 34H085R-1 A. Concrete Coring aod Analysis Concrete Compression Cylinders "~"--"--"""""'''''''''''''''''''''''"'' Ead> 512.00 SO,OO° Two COrcrete Coring
Technicians Hoor 16 $57,00 $912.00 COOcrelll Coring Rig Day 1 $210.00 $210,00 Pettograghy Analysis Ead> 3 $850.00 $2,$50,00 Traffic Control Plan Day 51,500,00 S1,500.00 Acid Solubility
Each 3 $150.00 $450,00 Concrete Core Preparai10n Each 18 $4,00 $72,00 Sub«Tohd $5,694:00 B. Special Testtng Concrete Flatness (ACl304} Per Hout On-Site +2 HOOfS Lab Hoor a $50,00 SO,OO
Project EnglneerlManager Review of Reports Hour 5 $85,00 $425,00 Firepfoofing Inspection Hour $50,00 SO,OO Batch Plant Inspection Hoot ° a $50,00 50,00 Special re$i.lng Hour $50.00 SO,OO
Special Testing Hour ° $50,00 50,00 Sub-Total $425,00° C. Trip ChargesIMi:scelianeou$ Site Visit/Sample prck Up !lip ° $35,00 SO.OO Sub-Total $0,00 Materials Testing Total Estimate $6,119.00
Allowance for Steel Inspection ••• $0.00 Total Sum $6,119.00 *** By Owner Direction GENERAL Hourfy work is portal to portal with a minimum of four hours per callout unless otherwise
noted, Charges for services performed outside of 8:00 AM to 5:00 PM. over 8 hours per day and an Saturdays will be Oilled at 1.5 times the listed rates. Services performed on Sundays
and holidays will be performed at 2.0 times the listed mtes. Report review (typically 0,2 to 0.5 hours per report), consultation, meetings, etc, by Project Manager, will be billed at
$85,00 per hour. Above unit fates Include up to three copies of each report distributed and mailed in accordance with your instructions. Additional report copies billed at $1.00 each,
This proposal presents the typical construcUon materials testing required on area projects. If an increased or decreased scope of work is desired~ we would be pleased to discuss this
at the appropriate time. Additional services and fees not listed. will be quoted upon request. ~J I.~ 
PBSJ An employee-owned company November 9, 2001 Mr. Steven Z. Chutchian Assistant City Engineer Town of Addison 16801 Westgrove Dr. P.O. Box 9010 Addison, Texas 75001-9010 Dear Mr. Chutchian:
Attached is a revised proposal that includes the time and fee necessary to conduct the testing for this analysis. We propose to sub-contract with PSI, Inc., to obtain 3 cores of the
concrete pavement to perform petrographic analysis and acid solubility tests. This will provide PBS&J the information needed to make recommendations for improvement of the pavement surface.
PSI's proposal to us is attached for your review. We added a very small amount for our additional time to coordinate, review and report their findings. We are available to start the
study at your convenience. However, since we have proposed such a short timeframe to perform this work, we would appreciate being notified verbally as soon as the Town decides to proceed
so we can make sure our schedules are ready when our contract time begins. Thank you for your confidence in PBS&J. We look forward to working with you. Sincerely, ~;;;~',-~e {l{)/~~
Clarence Daugherty, P.E. Director of Municipal Services K:IJl1IProposalslBeltiine Addison Proposal·Nov6.doc 13800 Montfort Drive, Suite 230, Dallas, Texas 75240·4347. Telephone: 972.387.0771.
Fax: 972.387.9714 • www.pbsj.com