Work Plan (SEP-14) Alternative Contracting
Work Plan Special Experimental Project No. 14 (SEP-14)
Project: 400-29 K-8237-01 West of Dodge City southeast to US-56 Ford County
December 21, 2007
The Kansas Department of Transportation (KDOT) submits this work plan for review and approval as an Alternate Pavement Type Bidding (APTB) project under the provisions of Special Experimental Project-1 4 (SEP -1 4) for the use of innovative contracting practices. The KDOT has traditionally used the life cycle cost analysis (LCCA) procedure to select pavement type. The project in this work plan consists of the construction of a by-pass around Dodge City on US-400 in Ford in southwest Kansas. KDOT's traditional LCCA for the selection of surface type is showing the flexible and rigid alternates to be nearly the same in initial and life cycle costs. In this plan it is proposed to let these projects with an alternate surface type.
The proposed alternate pavement type bidding is being considered by KDOT to take advantage of the cost competitive market between hot mix asphalt (HMA) and Portland cement concrete pavement (PCCP). Further, price instability in crude oil products, cement, and other pavement construction materials makes it difficult for the Agency to make a cost estimate that would be representative of the market prices at the time of letting. The current estimated prices used to make the agencies estimate shows the alternates to be nearly equal in initial and life cycle costs. Selecting one alternate over the other is nearly a toss up. Furthermore there are no over-riding indirect cost features that cause the agency to choose one alternate over the other.
There are numerous occasions in the past where the LCCA show the surfacing alternates to be very close in cost. With rising costs associated with paving materials and fewer lettings to obtain current costs there is a challenge to make accurate cost estimates. Competitive alternate bids could help ensure that the agency obtains the least cost alternate. In addition the alternate bid process would put the pavement type selection in the hands of the paving industries. This would be a desirable feature since the industries frequently question the decisions made by the agency regarding its surface selection. Increasing demands on available highway funds is pressuring KDOT to actively pursue methods that have the potential to enhance the use of tax dollars.
The scope of the project will include the design and construction of two lanes of pavement on a 2.55 mile corridor from the west side of Dodge City southeast to US-56 in south Dodge City. The design work has included the required surveys, geotechnical work, pavement design, bridge design, drainage, and roadway design. The designs meet the current requirement of KDOT's Design manuals and AASHTO Standard Specifications for the Design of Highways and Bridges.
Construction will include new alignment of the existing roadway to improve the geometric features, increased capacity, improved traffic flow around the city, and reduced uncontrolled access points for traffic. The present highway goes through the city. Construction will comply with KDOT's Standard Specifications for Highway Construction, edition 2007 and any special provisions. The pavement will be constructed using Quality Control and Quality Acceptance (QCIQA) specifications. The QA/QC characteristics monitored for PCCP are percent entrained air, slump of concrete mixture, unit weight, in-place density, and individual aggregate gradation. Payment is based on pavement thickness and strength. The QAIQC characteristics monitored for HMA are joint density, variation in aggregate gradation, voids in the mineral aggregate, and voids filled. Payment is based on in-place density, air voids, and thickness.
The Contractor will be obligated to construct the pavement section shown on the Plans according to the Standard Specifications. A grading template will be provided in the Plans for the proposed thickest pavement section. The successful bidder will be required to adjust the subgrade profile at structures such as bridges so that the pavement transitions into and away from the structure in a safe manner. KDOT will establish the pavement template for both the HMA and PCC pavement alternate. Both pavements will be constructed on a chemically stabilized subgrade.
KDOT will advertise and solicit bids for these projects in its normal monthly letting cycle. A pre-bid conference will be held and all potential bidders will be required to attend. Prior to the letting, KDOT will provide the LCC value that will be added to the Contractors initial bid price for HMA or PCC pavement. The LCC will be for future actions between year 10 and 40 for HMA pavement and between year 20 and 40 for the PCC pavement. The life cycle cost will be estimated using current bid item costs for the future actions. The future action costs are standard for KDOT's design process for both types of pavement. The life cycle cost will include a discount rate and will be presented as a present worth value. The successful bidder will be the Contractor with the least cost sum of the initial bid cost plus the life cycle cost (LCC) provided by KDOT.
- KDOT will advertise the project 30 days prior to the letting date.
- KDOT will hold a pre-bid conference. All potential bidders will be required to attend.
- Bids will be received and read.
- Chief, Construction and Maintenance (C&M) will determine the low bid.
- The State Transportation Engineer will award the contract to the lowest bidder based on sum of initial bid cost and LCC.
- A notice to proceed with the contract will be issued by C&M approximately 60 days after the award.
KDOT will prepare and submit an initial and final report on the project. The initial report will include the paving industries reaction to the alternate bid type selection process. It will contain the individual bid items, quantity, and cost for the work as well as the life cycle actions and estimated costs. KDOT will prepare and submit a final report on the completion of the project. The evaluation will be prepared cooperatively by the Bureau Materials & Research, Bureau of Construction & Maintenance, Bureau of Design, District Construction Engineer, and the Contractor. The final report will contain an overall evaluation of the process along with any suggestions and recommendations for improving the process.