Site work and paving for a mixed-use development in City of Industry, California. Completed plans call for site work for a road / highway; for paving for a road / highway; sidewalk / parking lot; and sidewalk / parking lot.

Reconstruction of existing AC pavement with a portion of the pavement being reconstructed to PCC pavement; repair of PCC curb and gutter, sidewalk, and driveways; upgrade curb ramps to ADA standards, and pavement markers, markings and traffic striping. Online Q&A Yes Q&A Deadline 01/02/2026 5:00 PM (PST) Liquidated Damages $300 per calendar day Estimated Bid Value $14,880,400.00 Project Duration 120 Working Days Our understanding of this project is based on email correspondence with you on January 14, 2025 and the provided annotated aerial map showing the highlighted extents of the project area. We understand that the City of Industry is planning pavement improvements for an approximately 5,900-linear-foot segment along Baker Parkway between Grand Avenue and the cul-de-sac south of Grand Crossings Parkway. Baker Parkway south of Grand Crossings Parkway generally consists of a single lane in each direction with a designated center left turn lane, with enough space for edge parking. Baker Parkway north of Grand Crossings Parkway generally consists of two lanes in each direction with a designated center left turn lane and parking spaced at 45- degree angles along select intervals. Baker Parkway is currently asphalt paved with select segments consisting of PCC pavement. The existing road ranges in elevation from the southern terminus at the cul-de-sac at an elevation of approximately 555 feet above mean sea level (msl) to an elevation of approximately 675 feet above msl at Grand Avenue. The purpose of our borings has been to obtain existing pavement section data, subgrade data, and to provide pavement design and rehabilitation recommendations in support of the City's pavement rehabilitation/reconstruction project. Our work included the following: o Utility Clearance and Encroachment Permit: Prior to coring and drilling, we pre-marked boring locations and contacted Dig Alert (811) for utility clearance. Follow-up visits were performed to confirm utility marking and offset locations as needed prior to drill rig mobilization. Encroachment permits were obtained from the City of Industry. o Field Borings: Field explorations consisting of six (6) borings (LB-1 through LB-6) were performed on August 12, 2025. The existing asphalt pavement sections were drilled through utilizing the subcontracted hollow-stem-auger drill rig. Asphalt pavement and base thicknesses were observed and measured. Hollow-stem auger borings were drilled to a maximum depth of approximately 6.5 feet below the existing ground surface (bgs). o Earth materials encountered in the hollow-stem auger borings were logged in the field by our representative and described in accordance with the Unified Soil Classification System (ASTM D2488). Relatively undisturbed soil samples were obtained from the borings at selected depths below existing base material (generally, depths ranging from 2 foot to 5 feet) within these borings using a California ring-lined sampler. Sampling resistance blow counts were obtained by dropping a 140-lb, automatic-trip hammer through a 30-inch free fall onto a sampling rod anvil. Representative bulk soil samples were also collected at shallow depths. o After logging and sampling, our borings were then backfilled with native soils, then patched with black-dyed, ready-mix concrete patch at the surface. Per City of Industry's inspector, concrete patches were a minimum of 1 inch thicker than the encountered existing asphalt thickness. A description of our subsurface exploration and boring logs are presented in Appendix A, Field Exploration Logs. o Pavement Condition Index (PCI) Survey: PCI surveys were conducted within select street segments to visually assess the surface conditions of the existing pavement conditions. PCI surveys were conducted in general accordance with ASTM D6433-23. The number of sample units within each pavement section was determined based on the total area of the pavement section divided by the standard size of a sample unit (5,000 contiguous square feet). Ten percent of the number of sample units within each pavement section was visually evaluated for pavement distress.