Amendment_3_-_GAOA_Copper_City_Issued_0003.pdf

(x)

140L3623R0002 x x

1 copies of the amendment; (b) By acknowledging receipt of this amendment on each copy of the offer submitted ; or (c) By separate letter or electronic communication which includes a reference to the solicitation and amendment numbers. FAILURE OF YOUR ACKNOWLEDGEMENT TO BE

RECEIVED AT THE PLACE DESIGNATED FOR THE RECEIPT OF OFFERS PRIOR TO THE HOUR AND DATE SPECIFIED MAY RESULT IN REJECTION OF YOUR

OFFER. If by virtue of this amendment you desire to change an offer already submitted , such change may be made by letter or electronic communication, provided each letter or electronic communication makes reference to the solicitation and this amendment, and is received prior to the opening hour and date specified.

x

LMALMA

04/19/20230003

13. THIS ITEM ONLY APPLIES TO MODIFICATION OF CONTRACTS/ORDERS. IT MODIFIES THE CONTRACT/ORDER NO. AS DESCRIBED IN ITEM 14.

12. ACCOUNTING AND APPROPRIATION DATA (If required) is not extended.is extended, Items 8 and 15, and returning

Offers must acknowledge receipt of this amendment prior to the hour and date specified in the solicitation or as amended , by one of the following methods: (a) By completing

The above numbered solicitation is amended as set forth in Item 14. The hour and date specified for receipt of Offers

11. THIS ITEM ONLY APPLIES TO AMENDMENTS OF SOLICITATIONS

FACILITY CODE CODE

10B. DATED (SEE ITEM 13)

10A. MODIFICATION OF CONTRACT/ORDER NO.

9B. DATED (SEE ITEM 11)

9A. AMENDMENT OF SOLICITATION NO.

CODE

8. NAME AND ADDRESS OF CONTRACTOR (No., street, county, State and ZIP Code)

7. ADMINISTERED BY (If other than Item 6)

BLM MT STATE OFFICE

MT935

5001 SOUTHGATE DR

BILLINGS MT 59101

CODE 6. ISSUED BY

BLM MT-STATE OFFICE

MT935

5001 SOUTHGATE DR

BILLINGS MT 59101

PAGE OF PAGES

4. REQUISITION/PURCHASE REQ. NO.3. EFFECTIVE DATE2. AMENDMENT/MODIFICATION NO. 5. PROJECT NO. (If applicable)

1. CONTRACT ID CODE

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT

03/15/2023

CHECK ONE A. THIS CHANGE ORDER IS ISSUED PURSUANT TO: (Specify authority) THE CHANGES SET FORTH IN ITEM 14 ARE MADE IN THE CONTRACT

B. THE ABOVE NUMBERED CONTRACT/ORDER IS MODIFIED TO REFLECT THE ADMINISTRATIVE CHANGES (such as changes in paying office, C. THIS SUPPLEMENTAL AGREEMENT IS ENTERED INTO PURSUANT TO AUTHORITY OF:

D. OTHER (Specify type of modification and authority) appropriation data, etc.) SET FORTH IN ITEM 14, PURSUANT TO THE AUTHORITY OF FAR 43.103(b).

E. IMPORTANT: Contractor is not is required to sign this document and return __________________ copies to the issuing office.

ORDER NO. IN ITEM 10A.

14. DESCRIPTION OF AMENDMENT/MODIFICATION (Organized by UCF section headings, including solicitation/contract subject matter where feasible.)

Project Title: Copper City Road Resurfacing & Realignment - Great American Outdoors Act, Montana

See Page 2 of 40 for changes incorporated with this amendment.

16A. NAME AND TITLE OF CONTRACTING OFFICER (Type or print)15A. NAME AND TITLE OF SIGNER (Type or print)

15C. DATE SIGNED 16B. UNITED STATES OF AMERICA 15B. CONTRACTOR/OFFEROR 16C. DATE SIGNED

(Signature of person authorized to sign) (Signature of Contracting Officer)

Christine Mundt

STANDARD FORM 30 (REV. 11/2016)

Prescribed by GSA FAR (48 CFR) 53.243

Previous edition unusable

Except as provided herein, all terms and conditions of the document referenced in Item 9 A or 10A, as heretofore changed, remains unchanged and in full force and effect .

Solicitation No: 140L3623R0002 PROJECT DESCRIPTION: Copper City Road Resurfacing & Realignment (GAOA)

Amendment No. 0003

Description of Changes - This amendment incorporates the following information:

1. The Government is providing additional Questions received from interested offerors and the associated Answers provided by the Government.

2. In Section J, List of Documents, Exhibits, and Other Attachments, add the attached document entitled “Surface-Aggregate Stabilization with Chloride Materials.”

Acknowledgement - See Block 11 above regarding how to acknowledge this amendment. The Government must receive the acknowledgement at the place designated for receipt of offers (See Block 8 of the Standard Form 1442).

Question Response Date – The hour and date for receipt of questions remains unchanged at 1:00 pm Mountain Time on Monday, April 24, 2023.

Proposal Response Date - The hour and date for receipt of quotations remains unchanged at 5:00 pm Mountain Time on May 1, 2023.

Third Party – If you have given a copy of the solicitation to someone else, please forward this amendment accordingly.

QUESTIONS AND ANSWERS

Amendment Number 0003

Additional questions for this project must be submitted by 1:00 pm Mountain Time on Monday, April 24, 2023.

Offerors for this RFP, including subcontractors and teammates, shall consolidate questions related to this solicitation and site visit in a Request for Information (RFI) formatted Word document. Any RFI is to be emailed as an editable attachment to Christine Mundt (cmundt@blm.gov) with the subject line: RFI – 140L3623R0002 Copper City Road (GAOA). Only written RFI’s will be considered and responded to. BLM responses to the RFI will be posted as an amendment to the solicitation.

Solicitation Number: 140L3623R0002 Project Title: Copper City Road Resurfacing & Realignment – Great American Outdoors Act, Montana

Q6: Will the DOT require any traffic control on the highway?

A6: Contractor to place "Trucks Entering" signs each way at 1,000 ft from intersection per MUTCD.

Q7: For additive pay item 31102, Section 725.02 is too vague and many of the options are not readily available. Could you please clarify a specific product and concentration?

A7: Pay item 31102 is intended to be flexible for contractor innovation and local availability of materials by allowing use of any materials listed in 725.02. Please provide the product of your choice to a minimum of what is listed in 725.02 by type of material.

A new attachment for Section J has been added with Amendment 3. This conversion table may provide assistance.

Please provide cost for product placed from Sta 32+50 to Sta 53+43 widths are 14 and 16 ft; See sheet C8 for stationing and cross section.

Q8: Do you have CADD files for this project? If so, can you email them for quantity take-off purposes?

A8: The project was designed in Civil 3D, files will not be available during the solicitation period. The successful offeror may work with the BLM if they are needed post award. A Mass haul diagram is provided on Sheet C2; Sheet C16 has cut and fill cubic yards per station. Additionally cross sections are provided C17-21.

Q9: Can you tell me what an acceptable spec is for the base course on this project, having a hard time coming up with a material that meets specific requirements.

A9: There are two Aggregates paid in the project Pay item 30112 and 30201. Pay Item 30112 is an aggregate surface course. First see FP-14, Section 301 that takes you to 703.05.

703.05 (c) Surface Course Aggregate is the base specification and it is modified in part by the Special Contract Requirements section 703.05 gradation is listed there.

Pay Item 30201 is a bedding and backfill aggregate. First see Section 302 Minor Crushed Aggregate which references section 703.06 for crushed Aggregate material. It is a 1-inch locally available "...uniformly graded from coarse to fine..." No specific gradation requirement. There is no base course material requirement.

CORRECTION SHEET C7 TYPICAL refers to a layer of base course. Please disregard. The Native material will be excavated, placed and compacted per 204 (Note 204 is completely replaced in the Special contract Requirements). The native material is considered Unclassified Borrow 704.06

Q10: Please clarify Revised Section #703 – Aggregate, of the Special Contract Requirements for Copper City Road. To increase the Plasticity Index in gravel a clay binder is usually added which also increases the material passing the No. 200 Sieve. The revised PI requirement seems to lower the PI as the No. 200 sieve increases. The revised Plasticity Index requirement is also different if the percent passing the No. 200 Sieve is greater or less than 12% but Table 703-3 limits the gradation to a maximum of 8%.

Will the Plasticity Index requirement or the gradation be considered first for material approval?

If native material is mixed with the aggregate onsite, will the material still be required to meet all the sieves in Table 703-3 (3/4”, 3/8”, #4, 40)?

A10: The Special Contract Requirement is borrowed from the Forest Service and based on some of the work of Steve Monlux. From his research the relationship between the minus 200 and PI drove the specification. It is our understanding that if you have an aggregate or soils with >12% passing the 200 then the PI isn't gaining you much in the way of providing that binder and stabilizing road.

A new attachment for Section J has been added with Amendment 3. This publication is on a similar topic 'Surface-Aggregate Stabilization with Chloride Materials'.

The desired gradation with Plasticity Index is provided in the Special Contract Requirements Table 703-3 with a note of (Or approved equal based on local availability). Should the local pits only have a gradation with >12% passing 200 then the PI requirement would change to less than 2. As the gradation and PI are listed in the specifications the requirement is #200 of 0-8% therefor it is < 12% passing 200 and PI should be between 2 and 9 percent. Gradation and Plasticity are considered together. Ideally the pit would have gradation and the testing to show meeting these requirements. If the materials are not available there is an option for the contractor to test the native material of the road and utilize it to blend with a commercial aggregate to meet the requirements.

CORRECTION TO SPECIAL CONTRACT SPECIFICATION 703.05 (c)(3) replace "mix on site" with "mix on or off site" If utilizing the onsite material is needed the contractor would need to demonstrate how they would achieve the mix and provide a test showing it then the quality control to repeat.

Q11: Clarification of Sheet C8 with typical sections showing two lifts of aggregate one "Aggregate Surface course" and one "Stabilized Surface Course"

A11: Per Option Item 31102 the Aggregate is considered "in-place" and the pay item pays for the product (Calcium Chloride, Magnesium Chloride or Lignosulfonate) and its placement. There are not two lifts of Aggregate as may be inferred from the Typical on Sheet C8. Rather 1 lift and an option item for the addition of product.

Q12: The first amendment form indicated no bid bond or any PP bonds would be required. Is that correct?

A12: There was an oversight on the form issued with Amendment Number 0001. Bid bonds, payment bonds, and performance bonds are required for this project. Please reference back to FAR Clause 52.228-15 (Section I) and FAR Provision 52.228-1 (Section L).

Surface-Aggregate Stabilization with Chloride Materials

FOREST SERVICE

DE

P A RTMENT OF AGRICU L T UR

E

U.S. Department of Agriculture

Forest Service

National Technology and Development Program

0677 1805—SDTDC

7700—Transportation Management

December 2006

Information contained in this document has been developed for the guidance of employees of the U.S. Department of Agriculture (USDA) Forest Service, its contractors, and cooperating Federal and State agencies. The USDA Forest Service assumes no responsibility for the interpretation or use of this information by other than its own employees. The use of trade, firm, or corporation names is for the information and convenience of the reader. Such use does not constitute an official evaluation, conclusion, recommendation, endorsement, or approval of any product or service to the exclusion of others that may be suitable.

The U.S. Department of Agriculture (USDA) prohibits discrimination in all its programs and activities on the basis of race, color, national origin, age, disability, and where applicable, sex, marital status, familial status, parental status, religion, sexual orientation, genetic information, political beliefs, reprisal, or because all or part of an individual’s income is derived from any public assistance program. (Not all prohibited bases apply to all programs.) Persons with disabilities who require alternative means for communication of program information (Braille, large print, audiotape, etc.) should contact USDA’s TARGET Center at (202) 720-2600 (voice and TDD). To file a complaint of discrimination, write USDA, Director, Office of Civil Rights, 1400 Independence Avenue, S.W., Washington, D.C. 20250-9410, or call (800) 795-3272 (voice) or (202) 720-6382 (TDD). USDA is an equal opportunity provider and employer.

Surface-Aggregate Stabilization with Chloride Materials by Steve Monlux, P.E., Materials Engineer (Retired), USDA Forest Service, Northern Region, Missoula, MT

Michael R. Mitchell, P.E., Civil Engineer (Retired), National Technology and Development Program, San Dimas Technology and Development Center, San Dimas, CA

December 2006 v

Table of Contents

Executive Summary

Introduction

Project Scope

Road Selection

Test Road Construction

Project Monitoring

Road Surface Performance Monitoring

Soil, Water, and Tree Monitoring

Weather Monitoring

Construction Monitoring

Road Blading Maintenance

Road Use

Laboratory Testing of Aggregate and Chloride Materials

User Guide for Chloride Stabilization Projects

Cost and Performance Analysis

Intangible Benefits

Conclusions

Treated Sections versus Untreated Sections

Treated Sections

Construction

Recommendations

Design

Construction

Maintenance

Additional Studies

Acknowledgements vi

Surface-Aggregate Stabilization with Chloride Materials

Appendixes (on enclosed CD)

A—Project Characteristics and Performance

1—Project Area Map

2—Project Characteristic Summaries

3—Two-year Performance Curves

4—Project Characteristics and Performance Curves

5—Performance Life Ratios

6—Performance Equation (RESERVED)

B—Cost Analysis

1—Construction Cost Estimate

2—Blading Maintenance Costs

3—Construction and Maintenance Costs Analysis

4—Average Vehicle Speed

5—Road User Costs

6—Aggregate Loss by Vertical Survey

7—Aggregate Loss by Loss of Dust

8—Cost Benefit Summary and Analysis

9—Life Cycle Costs

C—Construction and Maintenance

1—Construction Specification

2—Chloride Quality and Quantity Assurance

3—Maintenance Methods

D—Project Photos, Power Point Presentation

1—Project Photos

2—PowerPoint® Presentation vii

Table of Contents

E—Test Results

1—Aggregate Test Results

2—Chloride Mix Design Curves

3—Roadside Soil Chloride Content

4—Stream Water Quality

5—Chloride Content in Roadside Trees

6—Chloride Product Quality

F—Measurement Methods

1—Performance Measurement Form

2—Aggregate Loss Measurement

3—Tree Sampling

4—Chloride Mix Design Method

5—Aggregate Fracture

G—Supporting Analysis Spreadsheets

1—Traffic Count and Classification

2—Weather Summary

3—2003 and 2004 Condition Index, Traffic Speed, and Count Analysis

4—Condition Index versus Blading Needed-Critical

H—Unsurfaced Road Condition Index (URCI)

U.S. Army Corps of Engineers Special Report 87-15

I—Test Road Plan

J—Implementation Guide

Executive Summary Road managers should consider chloride stabilization as a cost-effective method when selecting maintenance options and strategies for aggregate-surface roads. This stabilization technique also is a viable option for newly crushed aggregate. With proper maintenance, stabilized aggregate-surfaced roads have a projected life of 10 years, resulting in an annual maintenance cost savings of $3,300 per mile when compared to untreated aggregate surfacing. Additional benefits of chloride stabilization include improved ride, reduced sedimentation in streams, reduced aggregate resource depletion, reduced inhalation health hazards, reduced vehicle maintenance, and increased road-user safety.

This publication provides Federal, State, county, and local road managers information on the performance and cost effectiveness of road-mixing high applications of calcium and magnesium chloride that are applied in a one-time construction process. Stabilization provides a much higher standard of road surface performance by improving ride quality and reducing dust, washboarding, and raveling (loose aggregate). Road managers can expect similar results when using this process with newly crushed aggregate.

The purpose of this project was to develop guidelines for chloride-stabilization and aggregate-surfacing materials in various environments.

Road maintenance engineers monitored construction and maintenance costs, road surface deterioration, weather conditions, environmental effects, and construction materials for 2 years. The data collection and analysis provides a valuable tool for road managers.

Benefits and cost effectiveness of chloride stabilization were measured on 12 projects constructed in 2003 and monitored for two seasons in four Western States. Thirty-nine treated and 40 untreated sections were built with magnesium and calcium chloride mixed at two concentrations (1.5-percent and 2-percent pure chloride based on the dry weight of aggregate) with crushed aggregate surfacing 2 inches deep. Detailed periodic distress measurements of road surface conditions have shown significant reductions in dusting, raveling, and washboarding for the stabilized sections.

Construction costs for inplace stabilization are about $8,000 to $10,000 per mile depending on the chloride, construction process, and project location. Construction costs are offset by cost reductions for maintenance grading (blading), aggregate loss, and vehicle-use. Based on the projected life of the treated sections, the average annual savings for the 12 projects was $3,300 per mile. The greatest savings are realized on projects where aggregate-surfacing replacement costs and average daily traffic volumes are high. Additional qualitative benefits are increased road-user safety, higher standard of road surface, reduced sedimentation in streams, reduced aggregate resource depletion, and reduced inhalation health hazard (dust). Cost analysis indicates treatment methods pay for themselves by the second season and, with proper maintenance treatments, will last 10 years.

After 2 seasons, monitoring indicates that, on average, treated surfacing needed blading after 25,500 vehicles, where untreated surfacing needed blading after only 3,200 vehicles; thus treated sections initial performance life was 8 times greater than untreated sections.

Based on 2 years of monitoring and analysis, chloride stabilization works well in moderately dry climates (semiarid), where daily traffic volumes are less than 250, and where crushed aggregate surfacing is well graded and has more than 11-percent minus #200 material. Performance is also influenced by the amount of 0.02-millimeter material and the plasticity index.

Performance of both magnesium chloride and calcium chloride was similar after 2 years. They are both hygroscopic (moisture absorbing) and deliquescent (moisture retaining). They attract moisture from air and promote greater density and capillary tension of fines in aggregate surfacing that helps bond the materials together. There are some significant construction advantages and resulting cost savings with dry or solid chlorides versus liquid chlorides. Although blade-mixing chlorides with a grader works, it costs more than mixing with a cross-shaft mixer or tractor-tiller.

Adverse environmental effects from the chloride on roadside trees and streams, along with lateral migration in the soil, were not shown to be a significant problem. Staff collected 96 soil samples, 20 water samples, and 202 tree samples and tested them for chloride content.

Thirty-six appendixes (on the enclosed CD) provide detailed cost and performance analysis, testing protocols and results, and construction and maintenance specifications. The information and tools in the appendixes will help road managers determine if stabilization is a cost-effective option.

Introduction Each year, U.S. Department of Agriculture (USDA) Forest Service road managers maintain thousands of miles of unpaved roads by surface grading (blading). Blading is a high-cost activity typically done up to three times per year on heavily traveled roads. Aggregate-surface blading is a maintenance activity that also contributes to the increase of stream sediment and contamination and breakdown of expensive aggregate surfacing.

With road-surface stabilizers, the frequency of blading can be reduced significantly and results in financial savings and reduced environmental effects. Prior to this project, the USDA Forest Service’s Northern Region completed a total of four projects that mixed calcium chloride into the road surface 2 inches deep. These projects had excellent results in stabilizing the aggregate-road surface and extending the service life between maintenance blading.

This project analyzes the use of calcium chloride and magnesium chloride as an aggregate-surface stabilizer with the following objectives:

n Refine a chloride stabilization process for crushed-aggregate road surfaces that road managers can implement to reduce blading maintenance, sediment generation, and road-surface defects, including dust, washboards, loose aggregate, and potholes.

n Determine long-term cost-effectiveness of the treatment in various conditions such as environment, traffic, road surface materials, road geometric, construction techniques, chloride types, and concentration percentage of the chloride treatment.

n Determine if streamwater quality and roadside vegetation are adversely affected.

n Develop tools for road managers to implement stabilization. These tools include:

n Cost estimating guide.

n Guidelines for predicting performance in various conditions.

n Design guide for appropriate stabilization thickness, con-centration percentage, product type, and construction process.

n Construction specification.

n Quality control and quality assurance procedures.

n Maintenance procedures for blading.

Project Scope Staff engineers selected 12 roads in relatively dry-climate areas of Montana, Washington, Idaho, and Oregon. Appendix A1 shows the 12 roads plotted on an area map. Then, they divided each road into similar test sections ranging in length from 750 to 900 feet--79 test sections in all. For each project, the contractor constructed three types of sections, using four types of chlorides at concentration rates of 1.5- and 2.0-percent pure chloride salt based on the dry weight of aggregate. They mixed the treated sections with chloride using the blade and with a tractor-tiller (cross-shaft mixer). The contractor mixed at least one untreated control section with the blade or tractor-tiller to see if the construction process provided significant benefits by itself. They built at least one section to model the normal maintenance blading that is done on each road. Project locations are shown in figure 1 and project details are in the table 1.

Performance monitoring, measurements, and testing are a significant part of this project. Engineers measured road surface defects three to four times each season to determine the effective life of each test section. The treatment life and costs for aggregate loss, construction, maintenance, and road user costs are the primary inputs for a lifecycle cost analysis.

They also measured environmental influences by testing chloride migration, roadside tree chloride concentration, and adjacent streams for streamwater contamination.

This publication provides project characteristics for the 12 projects, allowing forest road managers to determine if roads they want to stabilize are similar. These characteristics are traffic volume, ambient temperature, relative humidity, rainfall, road geometrics, aspect, canopy, and aggregate surface.

Figure 1—Project location map.

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N or m al b la di ng a ss im ila te s th e tr ad iti on al p ra ct ic e of b la di ng to th e bo tto m o f al l s ur fa ce d ef ec ts in th e ro ad s ur fa ce , a nd th en s ha pi ng to th e de si re d cr ow n.

Road Selection The goal in road selection was to get a broad cross section of roads—that were in relatively dry climates—in three USDA Forest Service western regions. Within each road, test sections have similar aggregate, exposure, canopy, aspect, grade, and curvature. There were problems achieving similar test sections on three projects: the first segment of the Tucannon River Road had different aggregate; sections of the East Fork Road had minimal aggregate thickness; and road curvature and vehicle-speed variations were problems on the Conklin Road.

Test Road Construction Moline Grading, Sandpoint, ID, was awarded a service contract for construction in September 2002. Oxford Inc., Moyie Springs, ID, provided, applied, and mixed all chloride materials. Moline Grading built the Trout Creek Road project as a pilot project in October 2002.

They built the remaining 11 projects between mid May and early July 2003. The general construction process was as follows (see appendix D1 for photos of the construction process):

n Water all sections to assist the initial blading and shaping.

n Blade all sections to remove ruts, washboards, potholes, and process in loose aggregate. The road surface was shaped to a 4-percent crown.

n Water the road surface to ensure that the aggregate would be at optimum moisture during mixing where solid (dry) products were used. Do not apply water to the road surface prior to mixing liquid products for fear of exceeding optimum moisture.

n Apply and till chloride into the top 2 inches of aggregate for tractor-tiller mixed sections. Lightly shape the surface to ensure a 4-percent crown and then compact with a loaded watertruck. Note that the

n Build, size, and flatten windrows for blade-mixed sections. Base the size of the windrow on a 2-inch compacted depth times a 1.25-swell factor. Spread chloride materials on the flattened windrow and mix by moving material from one side of the road to the other, two times.

Then, shape the mixed surfacing to a 4-percent crown and compact

and cost effective on longer projects. Finally, spread a light surface application of chloride on the finished surface.

n Use application rates shown in table 2 for stabilization and surface application.

Table 2—Calcium-chloride and magnesium-chloride application rates

Chloride Product Type Chloride for Stabilization and Percentage by Weight of Dry Aggregate Surface Concentration 1.5% 2% Application

Calcium-Chloride Solid (94 percent) 3.23 lb/sy* 4.31 lb/sy* 1.06 lb/sy*

Calcium-Chloride Solid (77 percent) 3.94 lb/sy* 5.26 lb/sy* 1.30 lb/sy*

Calcium-Chloride Liquid (36 percent) 0.74 gal/sy** 0.99 gal/sy** 0.24 gal/sy**

Magnesium-Chloride Liquid (28 percent) 1.01 gal/sy** 1.35 gal/sy** 0.33 gal/sy**

* Pounds per square yard ** Gallons per square yard.

The contractor built 40 untreated control sections using the same methods as treated sections, except chloride materials were not used.

Project Monitoring Road Surface Performance Monitoring Road engineers used the comprehensive unsurfaced road condition index (URCI), developed by the U.S. Army Corps of Engineers, to monitor road surface performance (see appendix H). The URCI is a road management tool for scheduling maintenance and avoiding costly repairs. Similar but less measurement-intensive methods are used by many low-volume road agencies. The distress types or defects rated for this project are:

n Corrugations (washboards).

n Dust.

n Potholes.

n Ruts.

n Loose aggregate.

Each distress type measured is categorized into three severity levels (low, medium, and high) and the extent of each level is measured in square feet. Each measured distress level is converted into a value and subtracted from 100 to get the condition index. A defect-free road has a

URCI process more measurement intensive and to allow index values less than zero. Performance curves for each project are in appendix A3.

An example of the Tucannon River Road project performance curve is shown in figures 2 and 3 (see figures folder on enclosed CD). For additional information on URCI, refer to appendix H.

Prior to construction, engineers took aggregate loss measurements using a vertical survey grid on two sections of each project, one treated and one untreated. The final measurements are scheduled for 2006.

Appendix F2 provides a protocol for the measurement process. It is assumed that all loss is from the road surface and not from intermixing with the subgrade since all roads have been arterials for many years and the subgrades are stable. Appendix B6 shows the initial aggregate-loss survey data for each project.

Engineers measured road surfacing strengths with a Clegg hammer.

Strengths for treated and untreated sections had such a broad and overlapping range that the test was dropped from the monitoring program in August 2004.

The engineers observed road surface conditions to determine if blading was needed and to determine reasonable vehicle speed on each section.

Vehicle speed is important because it influences user costs and provides another indication of road serviceability. Reasonable vehicle speeds and corresponding thresholds for blading needed and blading critical are on performance curves to provide a better description of the extent of deterioration that was taking place during each season. A 25-percent reduction in vehicle speed correlates with blading needed and a 40-percent reduction in vehicle speed correlates with blading critical. These thresholds are the basis for figuring maintenance and user costs.

Soil, Water, and Tree Monitoring Engineers took 48 soil samples, from both treated and untreated sections on the road shoulder, before construction on each project. After two seasons, they took 48 additional samples on these same sections to see if there was a significant change in chloride concentration. Data in appendix E3 shows a rise in soil chloride levels that are below the thresholds for concern.

Before and after treatment of the Tucannon River Road, engineers measured chloride levels in the Tucannon River. Umatilla National Forest fisheries biologist, Dell Groat, arranged for sampling and testing of river water. The river varied 15 to 20 feet from the road shoulder.

Results shown in appendix E4 indicate there is no significant change in calcium- or chloride-ion levels in the water after treatment.

On 4 projects, before construction, staff sampled 101 conifers close to the road and adjacent to a treated and an untreated test section. Locations of trees ranged from 5 to 50 feet from the road shoulder. Staff took duplicate samples from the same trees after two growing seasons to see if there was a significant increase in chloride concentration. Data from tree samples in appendix E5 indicates the chloride level increased, but is not a significant long-term threat to vegetation survival. USDA Forest Service Northern Region plant pathologist, Blakey Lockman, provided the sampling, testing protocol, and review of the results and conclusions.

Photos of each section were taken before treatment in 2003 and two growing seasons after treatment in fall 2004. There was no discernible difference between the photo sets.

Weather Monitoring Onsite gauges measured relative humidity and temperature on all 12 projects. Gauges measured onsite rainfall on six projects. During 2003, staff gathered data on the other six projects using nearby remote automated weather stations. In 2004, all projects had onsite rainfall gauges. Onset Computer Corporation manufactured the onsite weather monitoring equipment. A summary of weather data is provided in appendixes A2 and G2 by project and year.

The data for spring, summer, and fall begins and ends when the average air temperature for 3 consecutive days reaches 32 degrees Fahrenheit.

Deterioration of the road surface essentially stops when temperatures drop below freezing unless snowplowing takes place. Snowplowing on the Trout Creek Road removed substantial amounts of loose aggregate on the road surface and flattened the crown so much that pothole failures occurred the following season.

Precipitation during the spring, summer, and early fall was light in 2003 and heavy in 2004. About two-thirds of this precipitation occurred during the hot summer months as isolated thunderstorms dropping 0.3 to 0.5 inches of rain over a 1-hour period.

Construction Monitoring Staff monitored construction equipment time and developed a cost guide, appendix B1, for the stabilization process. They also used construction costs in each project’s cost analysis. A preliminary cost analysis is in appendix B8.

During construction, several quality assurance methods ensured that

provided in appendix C2.

Road Blading Maintenance The engineering staff monitored blading maintenance on treated sections on three projects during the first two seasons. Unfortunately, the results of this monitoring were not typical because of equipment breakdowns and unusual weather conditions. Treated-section blading on the other four projects was done under dry summer conditions and was not monitored. More controlled blading and monitoring was done in 2005 to illustrate the benefits of correct maintenance techniques. These maintenance techniques are in appendix C3.

Fork Payette River Road had the highest (157). Four of the 12 roads had peak daily traffic counts of over 400 vehicles with the greatest count being 922. The primary operating season is from April to November and

A3. The raw data used to generate the graphs is provided in appendix G1. Numerous traffic counter equipment problems occurred in 2003 and estimates had to be made on some projects during the performance period. Equipment and data were improved significantly in 2004 but estimated values were still necessary during certain time periods on some projects.

Forest road managers provided traffic classification and generally fit it into the three categories:

n Light vehicles including light-duty trucks (79 percent).

n Two-axle trucks and light-duty trucks with trailers (16 percent).

n Trucks with more than two axles (5 percent).

Laboratory Testing of Aggregate and Chloride Materials Road-surfacing aggregate on 11 of the 12 projects is good quality, well-graded crushed aggregate. Gradation tests show from 48 to 72 percent passing the #4 sieve, and 11.1 to 17.2 percent passing the #200 sieve.

These gradations perform well in semiarid climates because they capture the chloride ions in a relatively impervious gradation. Impervious gradations prevent rains from flushing chloride ions in the aggregate down into the subgrade. Less amount of minus #200 would be necessary if the minus-#40 materials were plastic. Aggregates on all projects are nonplastic, including the Payette River Road aggregate that was treated with 2.5-percent bentonite clay in 1999. Aggregate quality test results are in appendixes A2 and E1.

Engineers based the percentage of chloride used for stabilization on prior stabilization projects. The 1.5- and 2-percent chloride salt concentrations--by weight of aggregate surfacing--is similar to concentrations obtained by annual dust abatement treatments over a 4- to 6-year period. An indication of the optimum chloride content for a particular aggregate can be determined by running moisture density tests with various percentages of chloride, similar to an asphalt mix design. Experience with this approach is limited, but the optimum chloride content may be where density increases begin to level off and the mixture becomes relatively impermeable. Appendix E2 provides curves on three projects that represent a cross section of all projects and appendix F4 shows the mix-design test method. The modified Marshall hammer method provides higher and more realistic moisture density results for aggregate materials than the proctor method. It is easier to perform and is more repeatable than American Association of State Highway and Transportation Officials or American Society for Testing and Materials procedures.

Two samples of each chloride type were laboratory-tested to verify concentration percentage, impurities (sulfates and nitrates), and hazardous waste (arsenic and lead). Test methods are in appendix C2 and the results are in appendix E6.

User Guide for Chloride Stabilization Projects The information provided in the appendixes is valuable for road managers considering chloride stabilization as an option for improving road surface performance.

The first step in a chloride stabilization project is to estimate the length of performance that can be expected for the project conditions.

n Compare the proposed project’s characteristics with project characteristics listed in appendix A2.

n Select the project(s) with the closest project characteristics and look at the selected project(s) performance curves in appendix A3 to see if the results are desirable.

n Use performance equations as another option to predict performance.

If additional monitoring is approved, these performance equations can be developed (appendix A6). The equations will permit more accurate life prediction because each project variable can be considered.

The second step is to perform a cost analysis.

n Perform a preliminary construction cost estimate using appendix B1.

n Tabulate the savings in annual blading maintenance, road user cost, and aggregate loss using appendixes B2, B5, and B7.

n Attempt to quantify intangible benefits for sedimentation, resource damage, road user safety, dust health hazard, and public opinion.

n Obtain price quotes for chloride materials from regional chloride manufacturers (appendix B1) and refine the construction cost estimate if the project is feasible.

n Complete the cost benefit analysis using appendix B8 as a guide.

The third step is to prepare the contract package.

n Visit the project, dig holes to confirm depths of aggregate surfacing and measure road crowns. Take representative samples for testing of gradation, Atterberg limits, and mix design. Using project data, check the original performance estimate and cost analysis.

n Review, and if necessary, edit the construction specification in appendix C1.

n Use the PowerPoint® presentation in appendix D2 to explain the process to management if necessary.

Cost and Performance Analysis Treated-section performance for each project is most easily seen by

n Sections untreated show an initial rapid deterioration due to high-speed traffic. After a significant number of defects develop, vehicle speed decreases and the deterioration rate decreases.

n Thresholds for blading needed and blading critical are based on reductions in vehicle speed, road manager comments, and visual observations of monitoring personnel. Appendix G4 shows correlations between the condition index and reasonable vehicle speed for each project. A 25-percent reduction in vehicle speed correlates with blading needed and a 40-percent reduction in vehicle speed correlates with blading critical. To visualize the significance of reductions in the condition index, the information was plotted on the performance curves in appendixes A3 and A4.

The performance equation in appendix A6 will be completed if additional monitoring is approved. This work cannot be completed until more treated sections need blading. The equation allows road managers to make an estimated prediction on the performance life given their

sections prior to blading being needed. Essentially, the ratio is a number that represents how much longer the initial performance life of the treated sections is versus the untreated sections prior to maintenance blading. The ratios in table 3 range from a low of 4 to a high of 57.

Table 3—Life ratios for each project

Project Traffic Volume Prior to Life Blading Needed Ratio Treated Untreated

Trout Creek 21,000 2,000 11

Tucannon 50,000 10,000 5

Miller Lake 10,200 2,800 4

Williamson 9,000 1,200 8

Wickiup 32,000 3,000 11

Conklin 17,000 3,000 6

Payette 52,500 5,000 11

East Fork 50,000 6,700 7

South Side 12,000 700 17

South Side II 20,000 350 57

Deer Creek 22,000 2,700 8

Snow Creek 11,000 1,000 11

Average 25,558 3,204 8

Staff developed construction costs for the four chloride products mixed by blade and tractor-tiller. They also developed costs for a 5-mile-long project located within 35 miles of Missoula, MT, Boise, ID, and Bend, OR. The format provided in appendix B1 serves as a cost guide. The construction times for each equipment operation came from detailed monitoring during test-project construction. Chloride costs came from regional suppliers shown in appendix B1. Follow directions on the spreadsheet to perform project estimates.

Blade maintenance costs in appendix B2 are based on the blading cost per mile and number of bladings needed over the 2003 and 2004 performance period. Cost-per-mile data was available from forest road managers and the actual equipment hours required for various road surface conditions. For consistency in the analysis, the blading cost per mile was based on the cost that correlated with the condition index for blading needed for each project. The number of bladings needed is based on staying above the blading needed line on performance curves provided in appendix A3. As expected, blading frequency is strongly influenced by traffic volumes, vehicle speed, and aggregate-surfacing quality.

The average condition index for normally bladed versus untreated control sections was very similar as shown in appendix G3. This indicates there are little long-term performance benefits from compaction while doing routine blading on untreated aggregate surfacing. Results were inconsistent, but an overall average showed a slight increase in condition index and vehicle speeds for the compacted segments over those not compacted. These increases in performance probably do not justify compaction’s added expense. Greater increases in performance can probably be obtained by watering during blading.

Staff used the World Bank Roads Economic Decision Model for determining road-user costs in appendix B5. Variables in this model include road roughness, vehicle speeds and types, terrain, and road surface. Appendix B4 provides average vehicle speed throughout the season for each project for both untreated and treated sections. This analysis was based on only one vehicle, which was described as a “goods vehicle” driven in mountainous terrain on an aggregate surface. This vehicle has a 4,000-pound gross weight, a new cost of $14,000, and is driven 20,000 miles per year. Fuel costs are $1.14 per gallon. Increasing vehicle and fuel costs to current values and selecting a mix of vehicles that included trucks would show an even greater user-cost savings for vehicles traveling over treated road surfaces.

Staff will determine aggregate replacement costs by conducting an identical vertical survey at the initial sites in 2005. Aggregate loss is expected to be a significant cost factor for untreated road segments.

Initial survey measurements for aggregate loss are shown in appendix B6. An estimated loss, based on loss of dust from the aggregate, is in appendix B7. This estimate is based on the 1973 Iowa Highway Research Board Project HR-151 test results and assumes that aggregate loss is proportional to dust loss.

The cost benefit summary and analysis, appendix B8, compares all costs for untreated and treated sections on the 12 projects. This analysis cannot be finished until more treated sections need blading and the aggregate loss survey is completed. Preliminary results indicate that the treatment cost is recovered during the second season for some projects. The graph in figure 4 (from figures folder) compares the life cycle cost benefits of both untreated and treated sections of all projects. This graph is based on 2 years of actual performance and long-term projections that depend on annual maintenance practices on treated sections that have been used successfully by others. Figures 5 and 6 (from figures folder) show the cumulative cost by year for both treated and untreated sections on 2 of the 12 projects.

Intangible Benefits There are five intangible benefits that may, in many cases, be more important than actual costs.

Sediment Reduction Research by Randy Foltz, USDA Forest Service, Rocky Mountain

Research Station, Forestry Sciences Laboratory, Moscow, ID, and others has shown that if road blading is reduced, sediment that reaches streams is reduced. This project shows that blading is reduced when road surfaces are stabilized. When sediment is reduced, costs are reduced or eliminated for design, construction, and maintenance of sediment control structures.

Resource Damage from Aggregate Sources Road surface stabilization clearly reduces the need for aggregate replacement. Less aggregate usage would conserve aggregate resources that are scarce in many areas and save funds currently spent for locating new sources, preparing pit development plans, securing necessary permits, and developing and restoring the site.

Road User Safety Chloride materials are an effective dust abatement product, as well as a stabilization agent. Less dust reduces vehicle accidents, which reduce costs associated with vehicle repair and medical expenses. Less dust also decreases loss of life.

Dust Inhalation of Airborne Particulate Public health costs are less when a known health hazard, such as dust,

of individuals exposed for longer periods in roadside residences and campgrounds.

Public Opinion Poorly maintained public roads generate negative public opinion. Public complaints require valuable employee resources that adversely affect the Government workforce’s overall productivity.

Conclusions The following conclusions are from field observations and data collected during construction and monitoring of this project throughout the 2003 and 2004 seasons.

Treated Sections versus Untreated Sections n Economic benefits of stabilization are greatest on projects well suited for stabilization, that have high traffic volumes, and that have high costs for aggregate replacement.

n The average initial performance period for the treated sections lasted eight times longer than the untreated sections: sections treated required blading after 25,500 vehicles, and untreated sections required blading after 3,200 vehicles.

n Average speed on treated sections was 37 miles per hour and the average speed on untreated sections was 26 miles per hour for the 2-year period.

n Four of the 39 treated sections needed blading for part of the 2003 season.

n Blading became critical on several untreated sections during the same 2003 season.

n Forty untreated sections needed blading 95 percent of the time during the 2003 season.

n Rate of deterioration decreases as more defects develop in the road surface and traffic speed decreases.

n Visual observations indicate treated sections reduced the dust by approximately 90 percent, thus reducing inhalation health hazard.

n Condition of all test sections improved after periods of wet weather and over the winter season. Treated sections improved more than untreated sections.

Treated Sections n During the first 2 years of monitoring, 13 of 39 treated sections needed blading. Six of these sections had construction problems or the crown was removed by snowplowing. The predominant failure mode in the other seven sections was potholing, washboarding, and rutting.

All the pothole problems existed where the crown was less than 2 percent due to snowplowing or at the centerline where the crown was flattened by traffic.

n No distinct difference in performance existed between the four different products: magnesium chloride liquid, calcium chloride liquid, and calcium chloride solid at 77- and 94-percent salt concentration.

n After the 2004 season, no significant difference in performance was noticed on 2-percent chloride content versus 1.5 percent. A greater difference in performance may be evident in year 2005.

n Chloride…