Difference between revisions of "Alternate Pavement"
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To ensure that every effort is being made to increase the competition for paving contracts, and that the latest market rate is considered when determining pavement type, contractors should be allowed to bid an alternate pavement design. Future maintenance costs will be considered with a life cycle cost adjustment factor, thus resulting in the most equivalent specifications possible to draw in the maximum number of bidders for MoDOT paving projects. While alternate bidding is generally advantageous for all projects, circumstances occasionally arise which cause one pavement type to be preferred over the other. | To ensure that every effort is being made to increase the competition for paving contracts, and that the latest market rate is considered when determining pavement type, contractors should be allowed to bid an alternate pavement design. Future maintenance costs will be considered with a life cycle cost adjustment factor, thus resulting in the most equivalent specifications possible to draw in the maximum number of bidders for MoDOT paving projects. While alternate bidding is generally advantageous for all projects, circumstances occasionally arise which cause one pavement type to be preferred over the other. | ||
| − | + | Total area of pavement is used to determine whether an alternate pavement project qualifies for a life cycle cost adjustment factor or is let as an optional pavement project with no factor. Full depth pavement and A2 (5 3/4 in.) or thicker shoulders are included when calculating total area of pavement. The core team should always look at pavement options that bring the best value to the project. Consideration should be given to initial construction cost, long-term maintenance cost, and continuity with existing pavement. Also, impacts to local residents and business along the route should be considered. | |
Pavements having prevailing issues that make only one type of pavement desirable should be examined to determine the feasibility of alternate bids on pavement. These may include circumstances such as widening existing pavements with safety and durability issues due to differing pavement types in the driving lanes, urban construction, consideration of how the pavement type effects the major item of work for the project (e.g., if major item of work for the project is bridge work the life cycle costs may be insignificant to the total project cost), total amount of paving compared to existing pavement, project staging and project scoping with regard to long-range transportation goals. | Pavements having prevailing issues that make only one type of pavement desirable should be examined to determine the feasibility of alternate bids on pavement. These may include circumstances such as widening existing pavements with safety and durability issues due to differing pavement types in the driving lanes, urban construction, consideration of how the pavement type effects the major item of work for the project (e.g., if major item of work for the project is bridge work the life cycle costs may be insignificant to the total project cost), total amount of paving compared to existing pavement, project staging and project scoping with regard to long-range transportation goals. | ||
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'''Life Cycle Cost Adjustment''' | '''Life Cycle Cost Adjustment''' | ||
| − | For alternate pavements a life cycle cost adjustment factor will be added to the lowest asphalt bid to take into consideration the future rehabilitation cost for each pavement type. This life cycle cost adjustment factor considers future cold milling and overlay of the surface layer of asphalt at 20- and 33-year intervals and diamond grinding of the concrete surface at 25 years. The last published real interest rates from the United States Office of Management and Budget will be used to bring the future costs to present worth. The Design Division will calculate the cost adjustment factor utilizing the most updated information available. Projects | + | For alternate pavements a life cycle cost adjustment factor will be added to the lowest asphalt bid to take into consideration the future rehabilitation cost for each pavement type. This life cycle cost adjustment factor considers future cold milling and overlay of the surface layer of asphalt at 20- and 33-year intervals and diamond grinding of the concrete surface at 25 years. The last published real interest rates from the United States Office of Management and Budget will be used to bring the future costs to present worth. The Design Division will calculate the cost adjustment factor utilizing the most updated information available. Two separate LCCA factors will be calculated for the contract, one for the mainline pavement and one for the shoulder pavement (A2 or thicker). This will allow contractors flexibility in bidding thus enabling use of the best valued material for the regional market. Projects with alternate pavements will include a life cycle cost adjustment factor as calculated by the Design Division or a $0 life cycle cost adjustment factor according to the following table: |
| + | |||
| + | {| border="1" class="wikitable" style="margin: 1em auto 1em auto" | ||
| + | |+ '''Use of Life Cycle Cost Adjustment Factor for Alternate Pavements''' | ||
| + | ! rowspan="2" style="background:#BEBEBE" |Area of Pavement and Shoulder* !! rowspan="2" style="background:#BEBEBE" |>14,000 yd<sup>2</sup> total !! colspan="2" style="background:#BEBEBE" text align="center"|<14,000 yd<sup>2</sup> total | ||
| + | |- | ||
| + | |style="background:#CCCEEE" text align="center"|'''>7,500 yd<sup>2</sup> Continuous''' ||style="background:#CCCEEE" text align="center"|'''<7,500 yd<sup>2</sup> Continuous''' | ||
| + | |- | ||
| + | |text align="center"| '''LCCA?''' ||style="text-align:center"| Yes ||style="text-align:center"| Yes ||style="text-align:center"| No | ||
| + | |- | ||
| + | |colspan="4" | *Includes A2 (5 3/4 in.) or thicker shoulders | ||
| + | |} | ||
| + | |||
| + | The following examples shows how the LCCA is applied to a full asphalt option and a concrete mainline with asphalt shoulder option: | ||
| + | |||
| + | <center>[[image:AltPavement LCCA Asphalt.gif]]</center> | ||
| + | <center>[[image:AltPavment LCCA Concrete.gif]]</center> | ||
| + | |||
| + | <center>Note that no LCCA is applied to concrete shoulders.</center> | ||
| + | |||
| + | |||
| + | |||
==Plans For Projects with Alternate Pavements== | ==Plans For Projects with Alternate Pavements== | ||
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*All [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm pay items] for full depth alternate pavements shall be in square yards for the entire pavement surface. | *All [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm pay items] for full depth alternate pavements shall be in square yards for the entire pavement surface. | ||
*One set of 2B sheets with separate sheets for the items associated with each alternate. | *One set of 2B sheets with separate sheets for the items associated with each alternate. | ||
| − | *Using the | + | *Using the "Estimate 2000" program, the quantities for pavement and other items associated only with the asphalt alternate (designated as "Alternate A") should be designated as "Section 02" and the quantities for pavement and other items associated only with the concrete alternate (designated as "Alternate B") should be designated "Section 03". For A2 shoulders or thicker use "Section 04" for the shoulder type that corresponds with "Section 02" and "Section 05" for the shoulder type that corresponds with "Section 03". This will enable summation of the appropriate subtotals to compile an estimated total cost per alternate. |
*No pay item listed in Section 02 or 03 should be listed in Section 01. This would lead to differing bids and cause confusion when administering the contract. For example, if the base quantities differ, include the appropriate total base quantities in Sections 02 and 03, but not Section 01. | *No pay item listed in Section 02 or 03 should be listed in Section 01. This would lead to differing bids and cause confusion when administering the contract. For example, if the base quantities differ, include the appropriate total base quantities in Sections 02 and 03, but not Section 01. | ||
*For shoulder rumble strips, include the bituminous rumble strip pay item with the asphalt alternate, and the concrete rumble strip pay item with the concrete alternate. | *For shoulder rumble strips, include the bituminous rumble strip pay item with the asphalt alternate, and the concrete rumble strip pay item with the concrete alternate. | ||
| − | * | + | *Job Special Provision ALTERNATE FOR PAVEMENTS JSP-96-04 should be inserted in the Job Special Provisions. The Life Cycle Cost adjustment factor is calculated by the Central Office. |
| − | * | + | *Area of 1) total pavement including A2 or thicker shoulders and 2) area of continuous paving. |
Following are design guidelines for different project scenarios: | Following are design guidelines for different project scenarios: | ||
Revision as of 11:12, 28 April 2008
| Examples and Results |
| Request for Bids |
| Pavement Plans |
| January 2007 Bid Results |
| Overall Bid Results |
To ensure that every effort is being made to increase the competition for paving contracts, and that the latest market rate is considered when determining pavement type, contractors should be allowed to bid an alternate pavement design. Future maintenance costs will be considered with a life cycle cost adjustment factor, thus resulting in the most equivalent specifications possible to draw in the maximum number of bidders for MoDOT paving projects. While alternate bidding is generally advantageous for all projects, circumstances occasionally arise which cause one pavement type to be preferred over the other.
Total area of pavement is used to determine whether an alternate pavement project qualifies for a life cycle cost adjustment factor or is let as an optional pavement project with no factor. Full depth pavement and A2 (5 3/4 in.) or thicker shoulders are included when calculating total area of pavement. The core team should always look at pavement options that bring the best value to the project. Consideration should be given to initial construction cost, long-term maintenance cost, and continuity with existing pavement. Also, impacts to local residents and business along the route should be considered.
Pavements having prevailing issues that make only one type of pavement desirable should be examined to determine the feasibility of alternate bids on pavement. These may include circumstances such as widening existing pavements with safety and durability issues due to differing pavement types in the driving lanes, urban construction, consideration of how the pavement type effects the major item of work for the project (e.g., if major item of work for the project is bridge work the life cycle costs may be insignificant to the total project cost), total amount of paving compared to existing pavement, project staging and project scoping with regard to long-range transportation goals.
In unique circumstances, the core team may determine there is a need to specify one pavement type over another on a project. The core team decision, which will include the concurrence of the Pavement Team member and the Design Liaison Engineer, is documented through the Design Exception process.
Life Cycle Cost Adjustment
For alternate pavements a life cycle cost adjustment factor will be added to the lowest asphalt bid to take into consideration the future rehabilitation cost for each pavement type. This life cycle cost adjustment factor considers future cold milling and overlay of the surface layer of asphalt at 20- and 33-year intervals and diamond grinding of the concrete surface at 25 years. The last published real interest rates from the United States Office of Management and Budget will be used to bring the future costs to present worth. The Design Division will calculate the cost adjustment factor utilizing the most updated information available. Two separate LCCA factors will be calculated for the contract, one for the mainline pavement and one for the shoulder pavement (A2 or thicker). This will allow contractors flexibility in bidding thus enabling use of the best valued material for the regional market. Projects with alternate pavements will include a life cycle cost adjustment factor as calculated by the Design Division or a $0 life cycle cost adjustment factor according to the following table:
| Area of Pavement and Shoulder* | >14,000 yd2 total | <14,000 yd2 total | |
|---|---|---|---|
| >7,500 yd2 Continuous | <7,500 yd2 Continuous | ||
| LCCA? | Yes | Yes | No |
| *Includes A2 (5 3/4 in.) or thicker shoulders | |||
The following examples shows how the LCCA is applied to a full asphalt option and a concrete mainline with asphalt shoulder option:
Plans For Projects with Alternate Pavements
Plans for all projects with alternate pavements should contain:
- Typical sections for both alternates, including station limits, and all side road connections.
- All pay items for full depth alternate pavements shall be in square yards for the entire pavement surface.
- One set of 2B sheets with separate sheets for the items associated with each alternate.
- Using the "Estimate 2000" program, the quantities for pavement and other items associated only with the asphalt alternate (designated as "Alternate A") should be designated as "Section 02" and the quantities for pavement and other items associated only with the concrete alternate (designated as "Alternate B") should be designated "Section 03". For A2 shoulders or thicker use "Section 04" for the shoulder type that corresponds with "Section 02" and "Section 05" for the shoulder type that corresponds with "Section 03". This will enable summation of the appropriate subtotals to compile an estimated total cost per alternate.
- No pay item listed in Section 02 or 03 should be listed in Section 01. This would lead to differing bids and cause confusion when administering the contract. For example, if the base quantities differ, include the appropriate total base quantities in Sections 02 and 03, but not Section 01.
- For shoulder rumble strips, include the bituminous rumble strip pay item with the asphalt alternate, and the concrete rumble strip pay item with the concrete alternate.
- Job Special Provision ALTERNATE FOR PAVEMENTS JSP-96-04 should be inserted in the Job Special Provisions. The Life Cycle Cost adjustment factor is calculated by the Central Office.
- Area of 1) total pavement including A2 or thicker shoulders and 2) area of continuous paving.
Following are design guidelines for different project scenarios:
SEPARATE GRADING AND PAVING PROJECTS WITH 18 IN. ROCK BASE
- Subgrade profile and cross sections should be designed for the thicker pavement alternate.
- If the thinner option is constructed, the contractor will be responsible for maintaining the profile grade. In the paving project the addition of subgrade material for the thinner pavement design will be paid for as Subgrading and Shouldering, Class 2.
SEPARATE GRADING AND PAVING PROJECTS WITHOUT 18 IN. ROCK BASE
- Subgrade, profile and cross sections should be designed for the thinner pavement alternate.
- If the thicker option is constructed the contractor will be responsible for maintaining the profile grade. In the paving project the removal of subgrade material for the thicker pavement design will be paid for as Subgrading and Shouldering, Class 1.
- Crossroad structures should be designed to accommodate a minimum cover based on the thicker pavement design.
COMBINED GRADING AND PAVING PROJECT
- Subgrade profile and cross sections should be designed for the thinner pavement alternate.
- The contractor will be responsible for maintaining the profile grade for either alternate pavement with no direct pay.
- Crossroad structures should be designed to accommodate a minimum cover based on the thicker pavement design.
