Alternate Pavement - Revision history

Smithk at 18:38, 17 December 2020

2020-12-17T18:38:47Z

← Older revision		Revision as of 13:38, 17 December 2020
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	\|Alternate Pavement has moved to [[~~Other Aspects of Pavement Design#~~Alternate ~~and Optional~~ Pavement\|~~Other Aspects of~~ Pavement ~~Design~~]]. The content was not changed, only article's location.		\|Alternate Pavement has moved to [[:Category:242 Optional and Alternate Pavement Designs\|EPG 242 Optional and Alternate Pavement Designs]]. The content was not changed, only article's location.
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Smithk at 21:08, 19 January 2012

2012-01-19T21:08:36Z

← Older revision		Revision as of 16:08, 19 January 2012
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	\|Alternate Pavement has moved to [[Other Aspects of Pavement Design#Alternate Pavement\|Other Aspects of Pavement Design]]. The content was not changed, only article's location.		\|Alternate Pavement has moved to [[Other Aspects of Pavement Design#Alternate and Optional Pavement\|Other Aspects of Pavement Design]]. The content was not changed, only article's location.
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Smithk: Moved to EPG Other Aspects of Pavement Design. (This 2007 article had 4973 hits. 4/28/08 Revised how life cycle cost adjustment is applied to pv't & shldrs)

2010-08-27T13:24:16Z

Moved to EPG Other Aspects of Pavement Design. (This 2007 article had 4973 hits. 4/28/08 Revised how life cycle cost adjustment is applied to pv't & shldrs)

Show changes

Smithk: /* Specifying One Pavement Type */ update of link to Ddsign Exception

2010-06-14T17:58:16Z

Specifying One Pavement Type: update of link to Ddsign Exception

← Older revision		Revision as of 12:58, 14 June 2010
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	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.

	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 [[131.4 Design Exception Process\|Design Exception]] process.		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 [[131.1 Design Exception Process\|Design Exception]] process.

	[[Category:450 Bituminous Pavement Design]]		[[Category:450 Bituminous Pavement Design]]
	[[Category:550 Portland Cement Concrete Pavement Design]]		[[Category:550 Portland Cement Concrete Pavement Design]]

Smithk: Per Design, LCCA info clarification. Required travelway information has been added.

2010-06-14T17:15:24Z

Per Design, LCCA info clarification. Required travelway information has been added.

Show changes

Smithk: Updated link to EPG 131.1, formerly EPG 131.4

2010-05-13T14:51:56Z

Updated link to EPG 131.1, formerly EPG 131.4

← Older revision		Revision as of 09:51, 13 May 2010
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	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.

	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 [[131.4 Design Exception Process\|Design Exception]] process.		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 [[131.1 Design Exception Process\|Design Exception]] process.

	'''Life Cycle Cost Adjustment'''		'''Life Cycle Cost Adjustment'''

EPG-Admin: Added photo

2009-05-27T16:27:11Z

Added photo

← Older revision		Revision as of 11:27, 27 May 2009
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	Plans for all projects with alternate pavements should contain:		Plans for all projects with alternate pavements should contain:
			[[Image:Alternate Pavement Photo3.gif\|right\|550 px]]
	*Typical sections for both alternates, including station limits, and all side road connections.		*Typical sections for both alternates, including station limits, and all side road connections.
	*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.

EPG-Admin: Clarified "optional" pavement.

2008-10-10T15:48:53Z

Clarified "optional" pavement.

← Older revision		Revision as of 10:48, 10 October 2008
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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 (LCCA) 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.		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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	\|style="background:#CCCEEE" text align="center"\|'''<u>></u>7,500 yd<sup>2</sup> Continuous''' \|\|style="background:#CCCEEE" text align="center"\|'''<7,500 yd<sup>2</sup> Continuous'''		\|style="background:#CCCEEE" text align="center"\|'''<u>></u>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		\|text align="center"\| '''LCCA?''' \|\|style="text-align:center"\| Yes \|\|style="text-align:center"\| Yes \|\|style="text-align:center"\| No (Let as "Optional")
	\|-		\|-
	\|colspan="4" \| *Includes A2 (5 3/4 in.) or thicker shoulders		\|colspan="4" \| *Includes A2 (5 3/4 in.) or thicker shoulders

EPG-Admin: Clarified area for continuous paving.

2008-09-25T18:15:18Z

Clarified area for continuous paving.

← Older revision		Revision as of 13:15, 25 September 2008
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	! 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		! 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'''		\|style="background:#CCCEEE" text align="center"\|'''<u>></u>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		\|text align="center"\| '''LCCA?''' \|\|style="text-align:center"\| Yes \|\|style="text-align:center"\| Yes \|\|style="text-align:center"\| No

EPG-Admin: Revised how life cycle cost adjustment is applied to pavement and shoulders.

2008-04-28T16:12:31Z

Revised how life cycle cost adjustment is applied to pavement and shoulders.

← Older revision		Revision as of 11:12, 28 April 2008
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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.

	~~For projects less than 2 lane miles,~~ alternate ~~bidding~~ is ~~not required, but the~~ core team should look at pavement options that bring the best value to the project. A lane-mile is defined as pavement 12 ± 2 feet (3.6 ± 0.6 m) wide and 1 mile (1.6 km) in length. Full depth paved shoulder widths that have the same pavement type as the mainline should be proportionally (compared to 12 ft. (3.6 m) width) included when calculating lane lane-miles. 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.		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 ~~that contain an aggregate total of more than 2 lane miles of paving bid as~~ alternate pavements will include ~~the~~ life cycle cost adjustment factor as calculated by the Design Division~~. Projects with less than 2 lane-miles bid as alternate pavements will have~~ a $0 life cycle cost adjustment factor.		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 ~~“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”~~. This will enable summation of the appropriate subtotals to compile an estimated total cost per 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.		*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.
	*~~Design~~ Special Provision ALTERNATE FOR PAVEMENTS ~~DSP~~-96-04 should be inserted in the Job Special Provisions. The Life Cycle Cost adjustment factor is calculated by the Central Office.		*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.
	*~~Aggregate total lane-miles~~ of ~~paving. A lane-mile is defined as pavement 12 ± 2 feet (3.6 ± 0.6 m) wide and~~ 1 ~~mile (1.6 km~~) ~~in length. Full depth paved shoulder widths that have the same~~ pavement ~~type as the mainline should be proportionally (compared to 12 ft. [3.6 m] width~~) ~~included when calculating lane lane-miles~~.		*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: