HomeMy WebLinkAboutReso 1990-290 - Authorizing the mayor to sign the agreement between the city of redding and DKS II,
RESOLUTION NO. 710-1-In
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF REDDING
APPROVING AND AUTHORIZING THE MAYOR TO SIGN THE AGREEMENT
BETWEEN THE CITY OF REDDING AND DKS ASSOCIATES FOR A REDDING
URBAN AREA TRANSPORTATION STUDY.
IT IS HEREBY RESOLVED by the City Council of the City of
Redding as follows:
1 . That the City Council of the City of Redding hereby
approves the Agreement between the City of Redding and DKS
Associates outlining their services for completing a Traffic
Study of the Urban Area of the City of Redding and surrounding
area utilizing a microcomputer traffic model to be developed by
the Consultant, a true copy of which Agreement is attached hereto
and incorporated herein by reference.
2 . That the Mayor of the City of Redding is hereby
authorized and directed to sign said Agreement on behalf of the
City Council of the City of Redding; and the City Clerk is hereby
authorized and directed to attest the signature of the Mayor and
to impress the official seal of the City of Redding thereto.
li I HEREBY CERTIFY that the foregoing Resolution was
introduced and read at a regular meeting of the City Council of
' the City of Redding on the 5th day of June , 1990 , and was duly
adopted at said meeting by the following vote:
AYES: COUNCIL MEMBERS: Arness, Dahl , Fulton, Moss & Buffum
NOES : COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: None
ABSTAIN: COUNCIL MEMBERS: None
N�ANCY�BUFFUM, .Mayor
City-f Redding
ATTEST: ' F RM PPROVED :
ETHEL A. NICHOLS, City Clerk RAN ALL A. HAYS , Caty Attorney
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AGREEMENT
REDDING URBAN AREA TRANSPORTATION STUDY
(DKS Associates)
I.
THIS AGREEMENT, made and entered into this day of
1990, by and between the CITY OF REDDING (hereinafter "City") , a municipal
corporation of California, and DKS ASSOCIATES (hereinafter "Consultant") , a
California corporation, whose business address is 1225 8th Street,
Suite 260, Sacramento, CA 95814.
WITNESSETH :
In consideration of their mutual covenants, the parties hereto agree as
follows:
1. EMPLOYMENT. City hereby engages Consultant and Consultant hereby
agrees to perform the services hereinafter set forth.
2. CITY REPRESENTATIVE. The City Manager shall be the representative of
City for all purposes under this Agreement. The City Manager's
designee, Robert Galusha, City's Director of Public Works, ::hall have
the responsibility of monitoring Consultant in the performance of its
work, as defined hereunder.
3. STATEMENT OF WORK. Consultant shall perform a traffic study of the
urban area of the City of Redding and surrounding area utilizing a
microcomputer traffic model to be developed by the consultant.
Specific objectives of this project are as follows:
A. To develop a sophisticated traffic model for the Redding urban
area which projects P.M. peak-hour traffic;
B. To provide year 2000 and 2010 traffic forecasts based on speci-
fied land use scenarios;
C. To identify and define existing and future system deficiencies
and develop an improvement plan and program which prioritizes
projects;
D. To prepare a staged transportation improvement program so that
acceptable levels of mobility are maintained as the community
grows; and
E. To train local staff in the methodology and use of the model
tools so that future alternatives (land use or system changes)
can be evaluated in-house or by consultants quickly and effi-
ciently.
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4. SERVICES TO BE PERFORMED BY CONSULTANT.
A. Authorized Scope of Work:
1. Consultant agrees to perform all work necessary to complete
in a manner satisfactory to the City those tasks described
in Exhibit A, attached hereto and incorporated herein by
this reference as if fully set forth.
2. As outlined in Figure 3 of Exhibit A, Consultant shall
submit monthly product submissions. One of these two
submissions will be the draft report (five copies) , and one
will be the final report (50 copies) .
B. Available Personnel :
1. Consultant has estimated the personnel required to complete
the work in Exhibit A and agrees to make said personnel
available for the indicated number of days over the life of
the project.
2. John P. Long of Consultant's staff shall be the project
director, and Jeffrey Damon shall be the project manager
responsible for keeping City informed of the progress of the
work. The project director and manager will not be replaced
without prior written approval of the City.
3. The project director or manager shall meet with City staff
for no less than six oversight committee meetings and one
meeting to present final report scheduled with the City
Council during a night meeting.
4. Three days of City staff training are to be performed at
City offices by the Consultant.
5. COMPENSATION. For services performed pursuant to this Agreement, City
1 agrees to pay and Consultant agrees to accept, as payment in full , a
fixed price amount of $79,110, hereinafter referred to as Fixed Price
Ceiling.
A. Adjustments to Fixed Price Ceiling:
1. Adjustment of the Fixed Price Ceiling will be permitted only
when Consultant and City are in agreement that there has
been or is to be a significant change in:
a. Scope, complexity, or character of the services to be
performed; or
b. Conditions under which the work is required to be
performed; or
c. Duration of work if the change from the time period
specified in the Agreement for completion of the work
warrants such adjustment.
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2. Consultant has estimated the cost of completing each task
that comprises the project, as set forth in Exhibit A. The
City shall not be obligated to pay Consultant an amount in
excess of the estimated cost to complete each task. Should,
at any time, Consultant have reason to believe that the cost
for completing any task will exceed the estimated cost of
that task, Consultant shall notify City in writing to this
effect. Upon receipt of such notification, City and Consul -
tant shall revise the project budget and/or scope of work.
B. Monthly Compensation. Consultant shall be reimbursed monthly no
later than forty-five (45) days following submission of a
written, verified billing to the City Public Works Director or
his authorized representative. A service charge of the lesser of
1-1/4 percent or the maximum allowable by law will be assessed on
all billings not paid when due. Said billing shall indicate the
percentage of work complete by task to the date of such billing,
the total amount invoiced to date, and the amount due at such
billing. City shall cause payment to be made to Consultant for
the amount billed, but not in excess of 90 percent of the Fixed
Price Ceiling. The 10 percent balance of Consultant's compensa-
tion shall be payable upon completion of the project.
6. TERMINATION FOR CONVENIENCE OF CITY. City may terminate this Agree-
ment at any time by giving notice to Consultant of such termination
and specifying the effective date thereof at least fifteen (15) days
before the effective date of such termination. In such event, all
finished or unfinished documents and other materials shall , at the
option of City, become its property, to be used only for the purposes
intended by this Agreement. If this Agreement is terminated by City
as provided herein, Consultant shall be paid an amount which bears the
same ratio to the total compensation as the services actually per-
formed bear to the total services of Consultant covered by this
Agreement, less payments of compensation previously made. This
proration shall be extended to cover any fixed fee.
7. TERMINATION OF AGREEMENT FOR CAUSE.
A. City may, by written notice to Consultant, terminate the whole or
any part of this Agreement in any of the following circumstances:
1. If Consultant fails to perform the services called for by
this Agreement within the time(s) specified herein or any
extension thereof; or
2. If Consultant fails to perform the services called for by
this Agreement or so fails to make progress as to endanger
performance of this Agreement in accordance with its terms
and, in either of these two circumstances, does not correct
such failure within a period of ten (10) days (or such
longer period as City may authorize in writing) after
receipt of notice from City specifying such failure.
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B. In the event City terminates this Agreement in whole or in part
as provided in paragraph A above, City may procure, upon such
terms and in such manner as it may determine appropriate, ser-
vices similar to those terminated.
C. Except with respect to defaults of subcontractors, Consultant
shall not be liable for any excess costs if the failure to
perform arises out of causes beyond the control and without the
fault or negligence of Consultant. Such causes include, but are
not limited to, acts of God or of the public enemy, acts of
government, in either its sovereign or contractual capacity,
fires, floods, epidemics, quarantine restrictions, strikes, and
unusually severe weather. In the event the failure to perform is
caused by the default of a subcontractor, Consultant shall not be
liable for failure to perform, unless the services to be fur-
nished by the subcontractor were obtainable from other sources in
sufficient time and within budgeted resources to permit Consul -
tant to meet the required delivery schedule or other performance
requirements.
D. Should the Agreement be terminated as provided in paragraph A
above, Consultant shall provide City with all finished and
unfinished documents, data, studies, services, drawings, maps,
models, photographs, reports, etc. , prepared by Consultant
pursuant to this Agreement. Upon termination as provided in
paragraph A above, Consultant shall be paid the value of the work
performed, less payments of compensation previously made.
Payments of fees previously made by City to Consultant shall be
credited to the amount payable to Consultant for allowable costs
as provided herein, except, however, Consultant shall be entitled
to proportionate fee, if any, which, in the opinion of City, it
has legitimately earned and was not related to the cause of which
this Agreement was terminated.
E. If, after notice of termination of this Agreement, as provided
for in this article, it is determined for any reason that Consul -
tant was not in default under the provisions of this article, or
that the default was excusable under the provisions of this
article, then the rights and obligations of the parties shall be
the same as if the Agreement had been terminated for the conve-
nience of City.
8. INTEREST OF OFFICIALS AND CONSULTANT
A. No officer, member, or employee of the City or other public
official of the governing body of the locality or localities in
which the work pursuant to this Agreement is being carried out,
who exercises any functions or responsibilities in the review or
approval of the undertaking or carrying out of the aforesaid work
shall :
1. Participate in any decision relating to this Agreement which
affects his personal interest or the interest of any cor-
poration, partnership, or association in which he has,
directly or indirectly, any interest, or
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2. Have any interest, direct or indirect, in this Agreement or
the proceeds thereof during his tenure or for one year
thereafter.
B. Consultant hereby covenants that he has, at the time of the
execution of this Agreement, no interest, and that he shall not
acquire any interest in the future, direct or indirect, which
would conflict in any manner or degree with the performance of
the services required to be performed pursuant to this Agreement.
Consultant further covenants that in the performance of this
work, no person having any such interest shall be employed.
9. SUBCONTRACTING. Consultant shall not be permitted to subcontract any
portion of this contract, except those identified in Exhibit A,
without the express written consent of City.
10. COMPLETION DATE. Consultant shall complete the work described in
Exhibit A within six (6) months of date of execution of this Agree-
ment. An additional ninety (90) days shall be provided for final
report review and publication.
11. DISPUTE. Any dispute not resolvable by informal arbitration between
the parties to this contract may be adjudicated in a court of law
under the laws of the State of California.
12. SPECIFICATIONS. All specifications, manuals, standards, etc. , either
attached to this Agreement or incorporated by reference, are deemed to
be the issue in effect as of the date of this Agreement and are
binding as to the performance of the work specified in this Agreement
unless they are changed by written amendment to this Agreement,
modified in writing to incorporate such changes. Any and all changes
are subject to City approval .
13. PUBLICATION.
A. No report, information, or other data given to or prepared or
assembled by Consultant pursuant to this Agreement, shall be made
available to any individual or organization by Consultant without
the prior written approval of the City.
B. Any and all reports published by Consultant shall acknowledge
that it was prepared in cooperation with the City of Redding.
14. COPYRIGHTS. Consultant shall be free to copyright material developed
under this Agreement with the provision that the City reserve a
royalty-free, nonexclusive, and irrevocable license to reproduce,
publish or otherwise use, and to authorize others to use, the material
for government or public purposes.
15. INDEMNIFICATION AND INSURANCE.
A. Consultant shall indemnify, defend (upon written request) City,
its officers, employees, and agents from any and all loss,
damage, liability, claim or cause of action of every nature
whatsoever for damage to or destruction of property, including
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the property of City, or for injury to or death of persons,
including the agents, officers, employees of City, to the extent
that they arise out of the negligent acts, error or omission of
Consultant, its officers, employees or agents, provided, however,
that Consultant shall have no such obligations to any indemnity
with respect to such of the foregoing as are caused by any act or
1' omission of City, its officers, employees, or agents.
B. The Consultant shall procure and maintain during the entire
period of performance under this Agreement the following minimum
insurance coverage:
1. Comprehensive General Liability Insurance - five hundred
thousand dollars ($500,000) combined single limits per
occurrence and in the aggregate.
2. Automotive Liability Insurance - five hundred thousand
dollars ($500,000) combined single limits per accident.
,ISI Prior to commencement of work, the Consultant shall furnish to
the City of Redding Risk Manager a certificate of insurance
showing the above required insurance coverages are in effect and
naming the City of Redding, its agents, officers, and employees,
as additional insureds. The certificate shall guarantee the City
at least thirty (30) days written notice of cancellation.
Consultant shall provide City with at least thirty (30) days
written notice of reduction in coverage.
16. OWNERSHIP OF DOCUMENTS. Original documents, methodological explana-
tions, computer programs, drawings, designs and reports generated by
this Agreement shall belong to and become the property of City in
accordance with accepted standards relating to Public Works contracts,
but only for use for the purposes intended by this Agreement. Any
additional copies, not otherwise provided for herein, shall be the
responsibility of City.
17. RECORDS. Consultant and its subcontractors shall maintain all books,
documents, papers, accounting records, and other evidence pertaining
to costs incurred, and make such materials available at their respec-
tive offices at all reasonable times during the contract period and
for three (3) years from the date of final payment to Consultant and
final resolution of all disputes, if any, arising from the execution
of this contract. Such materials shall be available for inspection by
authorized representatives of City, and copies thereof shall be
furnished if requested.
18. NOTICES. Notices shall be sufficient hereunder if personally served
upon the Director of Public Works of City or an officer or principal
of Consultant, or if sent by the United States Postal Service, postage
prepaid, addressed as follows:
Director of Public Works
City of Redding
760 Parkview Avenue
Redding, CA 96001
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I or directed to Consultant addressed:
John P. Long
DKS Associates
1225 8th Street, Suite 260
Sacramento, CA 95814
19. JURISDICTION. This Agreement shall be administered and interpreted
under the laws of the State of California. Jurisdiction of litigation
arising from this Agreement shall be in that State. If any part of
this Agreement is found to be in conflict with applicable laws, such
part shall be inoperative, null and void insofar as it is in conflict
with said laws, but the remainder of the Agreement shall be in full
force and effect.
20. INTEGRATION. This Agreement represents the entire understanding of
City and Consultant as to those matters contained herein. No prior
oral or written understanding shall be of any force or effect with
respect to those matters covered hereunder. This Agreement may not be
modified or altered except in writing signed by City and Consultant.
IN WITNESS WHEREOF, the parties hereto have caused this Agreement to be
executed by Consultant the day of , 1990, and by City
the day of , 1990.
CITY OF REDDING DKS ASSOCIATES
NANCY BUFFUM, Mayor JOH P. LONG, Pri cip
ATTEST:
ETHEL A. NICHOLS, City Clerk
FORM APPROVED:
RANDALL A. HAYS, City Attorney
98A.DW
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I 0 E?GH IBtT A 0 .
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Proposal to Provide Consulting Services
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• -I .: Redding Urban Area Transportation Study
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Submitted to:
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City of Redding
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i rl Submitted by:
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F DKS Associates
' ' xli 1225 8th Street, Suite 260
*: Sacramento, California 95814
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f. (916) 442-4288
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' Project Manager
' Jeffrey P. Damon
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i lig i`` Project Director
.iiiiii John P. Long
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'' tilii. gli March 23, 1990
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CONTENTS
1. PROJECT BACKGROUND AND ISSUES 1
Project Background 1
Key Issues 1
Study Approach 2
Anticipated Difficulties 8
Final Report Outline 8
2. PROJECT WORK PROGRAM 10
Task 1: Refine Work Program 10
Task 2: Modelling System 10
Task 3: Assemble Input Data 11
Task 4: Model Calibration 12
Task 5: Develop Street Master Plan 12
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Task 6: Prepare Draft Report 15
Task 7: Final Report 15
Task 8: Staff Training 15
3. Profile Of Respondent, Project Management 16
Profile of Respondent 16
Project Management and Staffing 16
4. DBE PARTICIPATION 20
5. SCHEDULE AND BUDGET 21
6. QUALIFICATIONS AND REFERENCES 23
Appendix - Resumes
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DKS Associates
1. PROJECT BACKGROUND AND ISSUES
PROJECT BACKGROUND
The development of a sub-regional transportation model and its application to produce a traffic
study which identifies the network needs and deficiencies, comes at a critical and timely point
in the City of Redding's development history. Not unlike many communities, the City of
Redding has experienced a sustained growth of 2-4 percent annually. However, most recently
an influx of retirees, families and others has accelerated growth rates to 10-12 percent annually.
Population growth translates into increasing travel needs with the result being deteriorating
service levels and increased pressure to expend scarce resources on improvement projects.
Having the necessary analysis tools and training to facilitate and prioritize these expenditures
is paramount. Having the capability to identify and understand the implications of land use and
transportation system changes is also key. Therefore, the successful completion of the Redding
Urban Area Transportation Study will entail the development of tools to assist staff in their
focus, prioritization and understanding of the implication of future transportation improvements.
Consequently. the primary objectives of the Redding Area Urban Transportation Study are:
• To develop a sophisticated traffic model for the Redding urban area which projects
noon and /or P.M. peak hour conditions;
• To provide year 2000 and 2010 traffic forecasts based on specified land use scenarios;
• To identify and define existing and future system deficiencies and develop an
improvement plan and program which prioritizes projects;
• To prepare a staged transportation improvement program so that acceptable levels of
mobility are maintained as the community grows; and
• To train local staff in the methodology and use of the model tools so that future
alternatives (land use or system changes) can be evaluated in-house or by consultants
quickly and efficiently.
KEY ISSUES
DKS Associates has reviewed the Request for Proposal (RFP), selected transportation planning
documents, and met with staff. Based on our local knowledge and understanding and our
general modelling experience, we have identified several key issues as crucial to meeting the
goals and objectives of this study.
A90908-01/SA I
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The model development must be state-of-the-art, reflect medium-sized community travel
characteristics and fully calibrated to 1990 conditions.
The land use and socioeconomic data is critical for the 1990, 2000 and 2010 planning horizons.
Most critical will be the format of variables collected. Compatibility in the format and type of
data collected for 1990 and 2005 and with the model input requirements must be recognized and
accounted for as soon as the study is underway. The 1990 dataset is presently being updated
by both the CIty of Redding and Shasta County and should be available by early summer for
model use. This data is on the critical path of the model development for calibration purposes
and the timely completion of the update is crucial. The year 2010 dataset reflects an
approximate 85 percent buildout of the adopted General Plan and is generally provided as
acceptable in its present configuration. The year 2000 dataset is an unknown in terms of both
its extent and spatial distribution. The consultant team proposes to assist staff in developing
this data thereby reducing staff responsibility for a crucial item in the critical path.
The subdivision of traffic analysis zones (TAZ's) in high growth areas of the community, needs
to be undertaken to better replicate 1990 census zones delineation, and in critical areas (such
as the downtown) which require further definition.
Sensitivity to the assumptions and conclusions of the Development Fee Analysis for Roadway
and Signal Improvements must be realized and accounted for in the conduct of the Redding
Urban Area Transportation Plan.
The ability to prioritize projects based on service level changes and other criteria is dependent
upon the use of a model which adequately projects travel changes. The prioritization inputs and
process are key considerations of the study.
The ability to train staff in the workings of the model and an understanding of the parameters
and analysis of outputs is also a key issue. Upon study completion the model 11 reside with
City staff and will become a powerful analysis tool-provide staff is adequately trained in both
the physical running of the model as well as methodological approach to the modelling
environment.
And finally, the last key issue is consultant support and interest. DKS Associates prides itself
in being accessible to clients throughout the study process and available even after study
completion for those modelling questions when "things just don't seem to be going right" as is
typical with new software users.
STUDY APPROACH
The transportation modeling process is at the same time both simple logic and the complex
interaction of various activities to replicate human travel behavior. Based on our discussions
A90908-016A 2
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with City staff about their needs, DKS believes that the City's travel model should include the
following:
• A comprehensive trip generation model that utilizes detailed land use data inputs
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(dwelling units by type. employment by type. etc.) to estimate the number of "person
trips" generated by a project for work and non-work trip purposes.
• A sophisticated traffic assignment process that accurately reflects how traffic congestion
influences travel patterns, along with the ability to define the amount of traffic that a
major project will add to any roadway section.
• A method to refine travel model forecasts to provide a credible set of intersection
• turning movement volumes for detailed analysis.
• A set of traffic analysis tools to analyze intersection levels of service and traffic signal
warrants for numerous intersections at a time (not one by one); and to have these tools
linked to the outputs of the traffic forecasting process.
The transportation modelling procedure is illustrated in Figure 1 and the following discussion
highlights the key elements of the process and our proposed approach to successfully conduct
this study.
Modelling Process: The transportation model builds from a socioeconomic dataset reflecting
existing or future population and employment levels (Land Use) within a series of traffic analysis
zones (TAZ) and a mathematical representation of the City of Redding's existing or future
street system (Highway Networks).
The propensity to travel based on various land use types is then identified (Trip Generation),
as is the anticipated distribution of trips between TAZ's based on a gravity model (the tendency
of trips to 'gravitate" from a production to an attraction) and the travel behavior for similar-
sized communities (Trip Distribution).
TheP rocess to this point results in a Daily Person Trip Table which then has a modal split
element (number of transit or carpool trips) applied and then a daily Traffic Assignment is
undertaken. The traffic assignment can be an "all or nothing- assignment as is the case with
the Central Shasta Transportation Traffic Model or may be a more-sophisticated "capacity-
restrained" assignment which seeks to balance the demand and capacity of the street system
through an iterative assignment process. Any of the traffic models applicable to this study
(MINUTP. TRANPLAN, EMME2, etc.) have the capability to conduct a capacity restrained
assignment process. The assignment process results in Link Forecasts which can than be
analyzed for system deficiencies and other considerations.
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To the daily trip table, a series of Peak-Hour Factors by trip purpose are applied to determine
the peak-hour vehicle trips which are subsequently assigned to the network. This stage of the
process results in Peak-Hour Link Forecasts for the study area. Policy changes in land use
(such as General Plan amendments) or the travel network (add, widen or close streets) can then
be replicated within the model framework and the effect readily identified, analyzed and
evaluated.
An additional phase of the model process involves the application of a Post-Processor to
provide the City of Redding staff with specific traffic engineering analysis at the intersection
level.
Transportation Model: DKS Associates is fully versed and experienced with the various models
available and applicable to the City of Redding. As an example, DKS Associates is the
originator of the TRANPLAN modelling package and has set the model up in numerous
communities. As just one example of the firm's MINUTP experience, DKS Associates is
presently completing a major reconstruction of the Sacramento Area Council of Governments
(SACOG) model to improve its forecasting abilities and bring the model to a state-of-the-art.
DKS Associates is also presently working with the City of Seattle in developing a sub-regional
travel demand model in the EMME/2 software environment. DKS Associates has also recently
completed an installation and training program for the City of Campbell in the TMODEL
environment. Because of the depth of our experience, we understand the complexity and
interrelationship between the model requirements and calibration. and the need to have staff
fully trained and functional in all aspects of running, modifying and maintaining the model.
Some of the key benefits and drawbacks associated with each model are identified in Table 1.
Because of these considerations, DKS Associates is initially recommending the application of the
MINUTP software package as most appropriate for Redding. However, we are fully versed in
each of the modelling packages and prepared to work with the City of Redding should there
be a local preference for an alternative package.
Land Use: The developed land use for the study area is a key consideration. Our
understanding of the issue is that a 1990 dataset will be available by late spring/early summer.
Further, the presently available year 2010 dataset is generally acceptable by the various staffs
involved. Two issues do arise however in developing the year 2000 dataset and in the possible
subdivision of socioeconomic data where existing TAZ's may be split. The DKS team proposes
to work directly with applicable staff and our land use subconsultant. Burns Gunther. in an
intensive process to resolve these issues early in the study.
Street System: The Caltrans model networks will be transferred directly to the selected software
package. A joint review with staff will be undertaken of the model networks to ensure
consistency with existing conditions, adequate vehicular access, the need to add additional links
in high growth and other areas, and based on discussions with staff where capacity or speed
attributes are clearly inconsistent with existing conditions.
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Table 1
Comparison of Travel Demand Model Packages
TRAVEL MODEL SOFIW'ARE
DKS Associates regularly uses all of the most common travel demand forecasting software packages. including MINUTP,
TRANPI.AN. EMMER and TMODEL All of these software packages have the following capabilities:
- Basic calculations for all components of travel demand forecasting
• On-screen display of road networks using color graphics
Ability to produce color plots of road networks
- Widespread users
- Responsive telephone support from program authors
The difference are in the relative cast of changing input assumptions and producing otrtpat. Some software packages have
special features which are useful for special applications.
MINUTP
Advantages:
- Very fast and flexible on-screen graphics
- Flexible setups allow for more automation and easier training
i,
Disadvantages:
- Needs some adaptation to handle vety large metropolitan arca models
- MINUTP documentation and setup files(the list of instructions for the computer)can be difficult to interpret,but DKS
takes advantage of MINUTP capabilities by thoroughly annotating all files
Cost: S5-6,000
TRANPl kN
Advantages:
- Efficient computer algorithms for large models
- Standard English language used for many computer commands
Disadvantages:
- On-screen graphic network editor is less flexible and reliable
- Alternatives require more setup effort than MINUTP
Cost: 55-6.000
EMME/2
Advantages:
- High resolution on-screen graphics
- Sophisticated traffic and transit assignment capabilities
I Disadvantages:
- More costly hardware required to take full advantage of capabilities
- Operation of graphics package and some function can be more cumbersome than other packages
Cost: S15,000+
TMODEL
Advantages: Disadvantages:
- Lowest software cost
- Little flexibility for variations from standard
- Less sophisticated on-screen graphics procedures
Cost: 52-3.000 - Less sophisticated on-screen graphics
RECOMMENDATION
DKS Associates has built models, adapted models,and trained agency staff using call of these software packages. Based
on our experience, we prefer to use MINUTP for travel demand forecasts in al: but the largest metropolitan areas.
particularly when training staff with little travel modeling and/or computer experience..
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Travel Characteristics: The base travel characteristics such as trip generation rates, trip length
frequencies. friction factor curves, and so forth which are currently utilized in the Caltrans model
will be reviewed and adjusted as necessary to reflect the Redding community. Sources such as
the National Cooperative Highway Research Program Report 187 "Quick Response - Urban
Travel Estimation Techniques and Transferable Parameters," 1978.the "Characteristics of Urban
Transportation Demand - a Handbook for Transportation Planners," UMTA, 1978 and other
small-area transportation modelling data available to DKS Associates from previous studies will
be used as necessary to redefine the base travel characteristics.
Model Calibration: The calibration of the Redding model is a crucial activity and will be an
iterative process. Calibration thresholds and screenlines will be developed in concert with staff
input and review and utilized in the calibration process. As a general consideration, the
calibration should replicate facility volumes within at least a lane capacity of the facility and
screenline volumes within a minimum of ten percent with an equal number of highs and lows.
I; A more definitive calibration goal will be achievable once the study is underway. The
calibration process will occur for either 1990 or possibly 1987 depending upon the extent of
traffic and land use data available.
Post-processor. DKS proposes to set up a post-processor that will not only greatly enhance the
reliability of traffic forecasts at the intersection level from the model, but will also provide for
the ability to conduct detailed analysis of a large number of intersections in the modelled study
area. Ideally, recent P.M. peak hour turning-movement counts would be available for the
intersections that the City would desire to analyze in greater detail. Alternatively, DKS could
set up post-processor that utilizes link traffic counts instead of turning-movement counts. Such
a post-processor would not provide the same level of detail in analyzing the roadway system
however. Further discussion of the value, data requirements and outputs of the post-processor
can be found in the Project Work Program, Task 5.6
Transportation Improvement Plan: Once the fully calibrated model is functional, a series of
alternative scenarios will be modelled, analyzed and evaluated for the year 2000 and 2010
planning horizons. The process will be an iterative one first seeking to identify critical links and
then determining the improvements necessary to achieve the stated level-of-service standards.
The DKS team will work with staff to identify the prioritization of projects necessary to achieve
the goals and objectives of the study. This process and the results wi?1 be fully documented in
the study report.
Client Interaction and Staff Training: DKS Associates will perform the technical work in
Sacramento and Oakland and staff training in Redding. We propose to do most development
tasks within our offices trading information via telecommunication and overnight mail. However,
DKS will make twelve (12) trips to the City of Redding offices throughout the model study
development process. These trips will provide ample interface opportunities to complete the
required tasks. Five of the twelve trips are principally aimed at training the City's staff at each
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stage of model development. The proposed schedule, illustrated as Figure 3 in Section S of
this proposal. identifies the approximate timing of the key meetings and training sessions.
.I
ANTICIPATED DIFFICULTIES
The potential difficulties anticipated with this study focus mainly on the study schedule and the
collection of data which is out of the consultant scope.
Two areas of data collection - land use and traffic counts - are crucial in the model calibration
process. City staff anticipates that acceptable levels of data will be available by late spring/early
summer to calibrate the model to 1990 conditions. Slippage of this time frame would result in
slippage of the six-month study schedule assuming an approximate notice-to-proceed of May 1,
1990.
An alternative scenario would be to calibrate the model to 1987 conditions where extensive
traffic data is available and land use data could be developed by the consultant and staff.
The second potential difficulty lies in developing the year 2000 socioeconomic forecasts. To
overcome this potential issue, the DKS team would propose sitting down with all concerned and
knowledgeable individuals in unison along with our land use subconsultant to "hammer out" the
forecasts during an all-day in-depth session. DKS has utilized this approach previously and
found it to be an acceptable format for reaching consensus on a potentially politically difficult
issue subject to numerous perspectives.
FINAL REPORT OUTLINE
i
An initial, annotated, outline of the final report is provided below. The outline may be subject
r to some revision as the study progresses.
I. INTRODUCTION
Background
Study Area
Study Process
Goals and Objectives
II. EXISTING CONDITIONS
Existing Socioeconomic Data and Land Use
Existing Roadway Characteristics
Current Traffic Counts
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III. TRANSPORTATION MODEL DEVELOPMENT
Model Inputs
Model Calibration
IV. FUTURE CONDITIONS
Growth Forecasts
Future Traffic
Operational Characteristics
V. IDENTIFICATION OF ALTERNATIVES AND PRIORITIZATION
Service Standards
Development of Alternatives
Capital Costs
Prioritization of Improvements
Summary
VI. CONCLUSIONS & RECOMMENDATIONS
Major Findings
Recommendations
Areas of Future Study
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2. PROJECT WORK PROGRAM
The following work program outlines the DKS team approach and emphasis to conduct the
Redding Urban Area Transportation Study. Our proposed work program incorporates all the
elements listed in the work program of the RFP, but also includes additional input from City
and Caltrans staff. The proposed work plan involves eight tasks which are as follows:
Task 1 - Refine Work Program
Task 2 - Install Modelling System
Task 3 - Assemble Input Data
Task 4 - Calibrate Model
Task 5 - Develop Street Master Plan
Task 6 - Prepare Draft Report
Task 7 - Prepare Final Report
Task 8 - Train Staff
The work tasks generally reflect those tasks identified in the RFP. A series of subtasks are
provided which expands on the tasks in order to accomplish the study objectives in the most
efficient manner. The proposed work tasks and subtasks are described below.
TASK 1: REFINE WORK PROGRAM
A refined work program will be proposed following discussions with staff. The proposed work
program will be refined reflecting specific concerns or issues raised during the consultant
selection process or to address items not specifically addressed herein. A revised schedule of
meeting and task completion dates will also be prepared to ensure that the schedule is
compatible with local needs.
TASK 2: MODELLING SYSTEM
Task 2.1: Review City Facilities
A preliminary review of the City of Redding's computer hardware and software as presented in
Appendix III of the RFP suggests that MINUTP and TRANPLAN software packages can be
utilized without additional equipment. However, EMME2 may require additional hardware.
A more detailed review of the system will be undertaken to ascertain whether this preliminary
conclusion is correct.
Task 2.2: Install Transportation Model
The consultant team will work with City staff to determine the most appropriate transportation
modelling software package to meet the City of Redding's long-term needs. Our initial
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assessment is that MINUTP is the most appropriate. Upon a mutual agreement of the software
package, DKS will install the software along with the appropriate utilities and hardware so that
the software can be successfully utilized on the City's equipment. Five (5) copies of the model
software user manuals will also be provided to the City.
TASK 3: ASSEMBLE INPUT DATA
The assemblage of model input data and the definition of the model structure and initial
parameters is a key task and will involve the following subtasks.
Task 3.1: Inventory and Define Land Use Data Requirements
The work program is predicated on the assumption that a 1990 socioeconomic database will be
available very early in the study process. The DKS team will review the available data with City
(and County) staff and work with staff to summarize the data in a format for use in the model.
Task 3.2: Define Zonal System
li The Caltrans Central Shasta County Transportation Model developed in 1986 comprises some
390 zones within the Redding area and will be used as a point of beginning. Further definition
of the zonal system may be desireable and warranted to reflect high growth outlying areas, to
improve access and greater detail within the urban core area, and to reflect greater definition
on boundary changes associated with the 1990 censuses boundaries. The DKS team proposes
to undertake this task based on the belief the it is very necessary and beneficial to the City and
the study outcome.
Task 3.3: Review Existing Network
It is acknowledged that the existing highway network will require review and updating. The
consultant team, with staff assistance,
will teview the system components and attributes for
accuracy and updates. Where appropriate, changes in link speeds,capacities and other elements
will be made. If appropriate, other streets will be added to ensure adequate portrayal of
reasonable travel opportunities within the city are accounted for. Coding changes to reflect the
existing street network will be conducted by DKS Associates. Opportunities to train staff on
a "real" example such as this will also be explored with staff.
Task 3.4: Incorporate Regional Travel
The model will be structured to incorporate estimates of external-internal travel (ie., trips that
pass through Redding with either origins or destinations within the City) and through travel (ie.,
vehicles that do not have a trip end within the city). This travel component will be estimated
for existing and future conditions based on a review of the Caltrans model and other available
data.
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Task 3.5: Determine Peak Hour Analysis Scenario
The RFP raises the issue of noon vs. P.M. peak hour assignments. Presently, the noon peak
constitutes 8.5 percent of the daily traffic within the core area while the P.M. peak constitutes
about 8 percent. Conversely. in the outlying area the P.M. peak is 10-11 percent of the daily
traffic while the noon peak constitutes 7-8 percent. Discussions will be held with City staff to
determine which peak period would be most advantageous to model for the future condition.
The initial DKS recommendation is to model the P.M. peak. We believe the evolution and
expansion of the Redding travel market will in time focus the critical period on the P.M. peak.
Further, an overall industry deficiency of reliable data on noon peak hour factors by purpose
may affect the confidence of noon peak forecasts which could be achieved.
TASK 4: MODEL CALIBRATION
The traffic forecast model will be calibrated based on existing land use and network data and
comparing model outputs (e.g., assigned traffic volumes) to actual traffic counts along selected
study area screenlines. The various model parameters such as trip generation rates and
distribution factors will be successively refined until there is reasonable consistency between
modeled and observed traffic counts, trip lengths and other travel patterns.
Calibration of the model based on daily counts for 1990 assumes the timely collection of new
count data. In addition, the peak hour calibration and analysis process will require peak hour
link volumes. If the 1990 counts are unavailable, the 1987 counts which are extensive could be
utilized for calibration purposes but this would necessitate utilizing a 1987 database as well.
The calibration process will entail developing a series of mutually-agreed to screenlines along
with defined threshold criteria for calibration. At a minimum, the calibration process should
result in traffic forecasts which are within 10 percent of actual screenline counts and within a
lane capacity on a given major facility.
The calibration run results will be prepared in graphic and tabular format to facilitate reviews
with City staff. For costing purposes, we have assumed that the model calibration process (daily
and peak hour) will consist of no more the a total of 10 calibration runs.
TASK 5: DEVELOP STREET MASTER PLAN
The development of a street master plan is an iterative process Where the consultant team will
'I involve City staff, in terms of review and input, in every phase.
Task 5.1: Develop Future Year Land Use
Two horizon-year scenarios (2000 and 2010) will be analyzed. For the year 2010 horizon, the
presently adopted General Plan at an approximate 85% of buildout has been incorporated into
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the Caltrans model and zonal system. Based on the outcome of task 3.2 (Define Zonal System),
some limited data revision may be necessary at the zonal level. Otherwise. the present 2010
dataset is assumed to be acceptable for this study.
The year 2000 dataset will require development. This is an issue which can adversely effect the
study schedule if not addressed early in the study process. We propose to work with City staff
in developing the dataset. We would propose to have knowledgeable and concerned staff meet
• •
for an intensive one-day session to "hammer out" the year 2000 forecasts which are acceptable
to all players. The role of the consultant team will be to facilitate the process while the role
of staff will be to make choices. The "adopted" year 2000 dataset will then be documented and
utilized in the study
Task 5.2: Establish Future Year Network
System network improvements already programmed or planned with a high likelihood (ie.,
assured funding) of implementation will be identified by City staff and incorporated into the
model environment by the DKS team. Both the year 2000 and the year 2010 will be explored
for system network improvements.
Task 53: Prepare Traffic Forecasts
A series of model runs will be conducted to establish the future traffic forecast conditions. The
RFP identifies five preliminar; alternatives for which traffic forecasts are required. Each of
these alternatives will require a minimum of two model runs to adequately address the balancing
of highway supply and traffic demand within the level of service criteria identified.
Additional model runs may be appropriate particularly if the magnitude of required
improvements is such that it appears unrealistic to implement in their entirety within the 2010
timeframe. A tradeoff of improvements and identified benefits and drawbacks would be of value
to staff and the community in the prioritization of improvements projects and an understanding
of their implication on travel service levels.
As a result. a maximum total of fourteen (14) model runs are assumed for the entire analysis.
The distribution of runs for the year 2000 and 2010 horizons will be dependent upon the study
process.
Task 5.4: Identify Deficiencies and Improvements
The results from Task 5.3 will be evaluated to identify the future system deficiencies and
required improvements. Emphasis will be placed on tabular and graphic presentation of data
so that City staff can readily review the model results.
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Task 5.5: Prepare Cost Estimates
The identified system improvements will be costed on an order-of-magnitude basis in 1990
dollars and reviewed with City staff.
Task 5.6: Post-Processor
Discussions with City staff revealed a desire to utilize model outputs at the intersection level
for traffic engineering applications. We would caution the City on utilizing direct model outputs
p. for such detailed analysis. The strength of a transportation model lies in its ability to forecast
trends and link volumes. Transportation models are inherently weakest at predicting intersection
level turn volumes which "make sense."
To overcome this weakness, DKS has developed a "post-processor"which will expand the City's
traffic engineering applications abilities. DKS can provide the City with a model post-processor
that will refine "raw" model forecasts based on existing traffic data, provide estimates of turning
movement volumes at key intersections or ramps, calculate MUTCD signal warrants, and provide
intersection level of service estimates based on the Circular 212 method. The post-processor
consists of a series of Lotus 123 spreadsheets and special data conversion programs that perform
the following tasks:
'I • Converts the model's link/node data into intersection approach and exit volumes for
use in 123 spreadsheets.
• Adjusts the future year model intersection approach and exit volume forecasts using
actual traffic counts and the base year model calibration run volumes.
• Calculates future year turning movement volumes based on actual base year turning
movement counts and future year approach and exit link volumes.
• Determines if signals are warranted at each intersection.
• Calculates the volume/capacity ratio and planning level of service for each approach
of all signalized intersections.
'I To utilize the post-processor a commitment of Cit} resources is necessary to conduct baseline
and on-going turn movement counts at the key intersections. We recognize that this
commitment may not be within City resources. However, DKS believes the tool is valuable to
the community and would be willing to discuss it's use further with staff. As a part of this
study, DKS will conduct five (5) P.M. peak hour counts at key intersections identified by staff.
The post-processor will then be applied for analysis and staff training purposes for one planning
scenario to be decided by staff and the consultant.
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TASK 6: PREPARE DRAFT REPORT
A draft report will be prepared which documents the findings, conclusions and recommendations
of the study. The draft report will also document the model set up and calibration process, any
model refinements recommended in the future, as well as the major uses and limitations of the
model as an ongoing planning tool. Emphasis will be placed on graphic and tabular materials
to ease reader understanding. An initial outline of the final report is presented in Section I of
this proposal. Five (5) copies of the draft report will be submitted to the City for review and
comment.
TASK 7: FINAL REPORT
Upon receipt of staff comments, a final report will be prepared and submitted. Fifty (50) copies
of the final report will be provided. DKS will also present the results of the study report at one
regularly scheduled meeting with the City. The meeting will be arranged by City staff.
TASK 8: STAFF TRAINING
As part of the Redding Urban Area Transportation Study. DKS proposes to provide three days
of training. The initial day will be devoted to an overview of transportation forecasting models
in general and the City's model in particular. The remaining two days will be set up as an
exercise in producing and interpreting forecasts from the model and the post-processor. The
sessions will be phased in such a way as to allow city staff time to absorb the material of each
session before going on to the next step. At the conclusion of the process, City staff will have
a complete working understanding of the entire process.
We believe the above-discussed scope of work will meet the stated objectives of the study as
presented in the RFP. The conduct of Task 5.6 will exceed the stated objectives by providing
an important traffic engineering tool to the City.
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3. PROFILE OF RESPONDENT, PROJECT MANAGEMENT
AND STAFFING
PROFILE OF RESPONDENT
DKS Associates is a ten year old California-based consulting firm specializing in transportation
planning and traffic engineering. DKS Associates offices are located in Sacramento, Oakland,
Los Angeles. and in Orange County. The Sacramento, California office of DKS Associates, is
located at 1225 8th Street, Suite 260, Sacramento, California 95814 and will be the project
office for this study. The office phone number is (916) 442-4288. A summary of representative
experience relevant to the Redding Urban Area Transportation Study is presented in Section
6 of this proposal, Qualifications and References.
The proposed project staffing and organization is presented in the following section.
PROJECT MANAGEMENT AND STAFFING
To undertake the Redding Urban Area Transportation Study, DKS Associates has assembled
a project team that includes professional, experienced traffic engineers, civil engineers and
transportation planners. Figure 2 shows our proposed project organization. The qualifications
and experience of our project team members are summarized below. A detailed resume for
each person is contained in the Appendix.
John P. Long. Project Director
John Long will participate in the review of existing models and recommendations for subarea
modeling procedures. As a Senior Transportation Engineer and Director of Operations for our
Sacramento office, John has over 15 years of professional experience. In particular, he recently
managed' a major downtown transportation study for Bellevue, Washington, which involved
development of a model for the entire city focused on the downtown area. He also directed
our transportation study for Washington County which involved developing a focused subarea
model from the City of Portland's model. Most recently, he developed and used a corridor
models for the I-80 Corridor Strategic Planning Study for SACOG and MTC, and for the Route
102 feasibility study for Caltrans.
Jeffrey P. Damon, Project Manager
Jeff Damon is a senior transportation planner with 10 years of professional experience in
transportation planning, traffic engineering, and transit planning. Mr. Damon has been project
manager for a variety of circulation and areawide studies, transportation corridor studies, and
transportation elements of General Plans for various communities throughout California and
Arizona.
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Mr. Damon is presently directing the development, definition and coding of alternatives for the
Sacramento Systems Planning Study. The MINUTP modelling environment is being utilized in
this study and it entails an analysis and evaluation of multi-model alternatives.
Prior to relocating to Sacramento, Mr. Damon was deputy project manager for the Broadway
Corridor Study (Phase 1 and 2) in Tucson, Arizona. This study involved the development and
application of the full model chain with regards to a multimodal analysis of alternatives under
UMTA and FHWA scrutiny. He was also project manager or a key task leader on several
small-area transportation studies in Arizona conducted for the Arizona Department of
Transportation and the local community. Each of these studies were conducted within the
TRANPLAN modeling environment.
Mr. Damon's experience also includes project management of a diverse team of civil engineers,
planners and landscape architects for the Kolb Road Extension Study in Tucson. This study
focused on an analysis and identification of unmet traffic needs, directing a team of civil
engineering and landscape architects in conceptual design and overseeing a comprehensive public
involvement program which included a Citizen Advisory Committee and various public workshops
and meetings. These and other major transportation studies which Mr. Damon has directed
have given him a well-rounded background in project leadership and technical skills required
to successfully conduct the Redding Urban Area Transportation Study. Mr. Damon is based in
Sacramento.
Michael N. Aronson, Computer Model Development
Mike Aronson is a transportation engineer with over nine years experience. He is a key
member of our travel modelling staff, and has served as a project engineer for many of DKS'
Northern California model development studies. SOme of these are the SACOG;MTC Strategic
Transportation Planning Study of the I-80 Corridor, Morgan Hill, Fairfield, El Dorado County,
and Woodland. He was also responsible for expansion of DKS' San Ramon model to cover the
Tri-Valley area, and for recent modelling for the BART Dublin-Pleasanton Corridor.
Derek Bell - Model Expansion, New Model Development
Derek Bell has served as a project engineer on a number of DKS' recent transportation
modelling projects. most recently the development and calibration of a model for the Tri-Valley
Area, which includes the Bay Area cities of Danville, Dublin. San Ramon. Pieasanton and
Livermore. He also developed the network for the State Route 7099 Corrid - Study and
analyzed 14 future alternative network improvements with MINUTp. as well as participating in
the development of a transportation network model a project focusing on the I-SO Corridor.
In the study area, his work includes project work analyzing future scenarios in Kern County, and
he has performed similar tasks for El Dorado County, and the cities of Woodland and Bellevue,
Washington.
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DKS Associates
Martin W. Hanneman, Design/Cost Estimating
Marty Hanneman will serve as project engineer for the design and cost estimating tasks of the
study. Mr Hanneman has over four years of experience in civil and traffic engineering and
design. He has served as project engineer for a variety of design studies and street
improvement projects throughout Northern California.
Teresa Burns Gunther, Principal, Burns Gunther (WBE)
Ms. Gunther has 10 years of professional experience in planning. policy and transportation
projects. She is presently working with DKS Associates on the Route 102 Feasibility Study in
a similar role as proposed for this study. Ms Gunther's expertise and training will be utilized
in the development of the 1990 and 2000 land use data bases.
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4. DBE PARTICIPATION
DKS Associates' commitment to the utilization of Disadvantaged Business Enterprises is
illustrated in our proposed use of the consulting firm of Burns Gunther Associates of Berkeley,
California.
Burns Gunther Associates, is a Caltrans-certified (#T-531) Woman Business Enterprise. Mr.
Teresa Burns Gunthers, Principal, has worked with DKS Associates on several studies by
providing land use allocation input and review services. Burns Gunther Associates fee
constitutes approximately five percent (5%) of the total proposal fee.
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