GOGAAmendmentA001.pdf

TABLE OF CONTENTS

Notice to Bidders ............................................................................................................. A-i

Solicitation, Offer, and Award ........................................................................................ A-1

Construction Manager/General Contractor .................................................................... A-4

Instructions to Offerors .................................................................................................. A-9

Bid Schedules ............................................................................................................... A-16

Solicitation Provisions .....................................................................................................B-4

Contract Clauses ..............................................................................................................C-1

Davis Bacon Wage Determination .................................................................................. D-1

APPENDICES

PAST PERFORMANCE QUESTIONNAIRE .............................................. APPENDIX A

OPTION X ESTIMATED QUANTITIES..................................................... APPENDIX B

PRELIMINARY PLAN SHEETS ................................................................. APPENDIX C

Amendment A001 Revised January 21, 2011

NOTICE TO BIDDERS

A-i

FACSIMILIE BIDS WILL NOT BE ACCEPTED. See block 8 of SF 1442 (page A-1) for bid submission information. Before submitting your bid, please review the following:

Have you completed the bid schedule and rechecked your figures?

Have you completed and signed the SF-1442, Solicitation, Offer & Award?

Have you completed the Representations & Certifications and Bidders Information?

A. I. PRE-BID INFORMATION

It is the responsibility of the bidder to verify that this solicitation document is complete as listed in the table of contents.

This solicitation and subsequent contract are governed by the Federal Acquisition Regulations (FAR), agency supplemental regulations, and the Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects, FP-03 U.S. Customary Units (FP).

Applicable FAR provisions and clauses in this IFB are incorporated by reference or full text. FAR provisions and clauses incorporated by reference can be accessed on the Internet at https://www.acquisition.gov/far/ .

The construction site is closed to the public. If you would like to visit the project site, please contact Mr. David Dusterhoff, Project Manager for the Golden Gate National Recreation Area, at

(415) 561-4977. After contacting Mr. Dusterhoff, he will provide you with a time and date that he is available to provide access to the project site.

Representations and Certifications – This solicitation is issued under NAICS 237310 – Highway, Street & Bridge Construction with a small business size standard of $33.5 million. If your average annual gross receipts for the past 3 years are above $33.5 million, you are a large business for this solicitation. If they are below $33.5 million you are a small business. Please complete the certification listed in paragraph (b) of FAR Provision 52.204-8 Annual Representation and Certifications on Page B-1. Your small business information is pulled into the Online Representations and Certifications Application (ORCA) website from the Central Contractor Registration (CCR). Please include NAICS 237310 in your CCR. Before submitting bids, please ensure you have completed your annual representations and certifications electronically at the ORCA website at http://orca.bpn.gov.

ATTENTION: Minority, Women-owned, and Disadvantaged Business Enterprises (DBEs). The Department of Transportation (DOT), offers working capital financing and bonding assistance for transportation related contracts. DOT's Bonding Assistance Program (BAP) offers bid, performance and payment bonds on contracts up to $1,000,000. DOT's Short-Term Lending Program (STLP) offers lines of credit to finance accounts receivable. Maximum line of credit is $500,000 with interest at the prime rate. For further information, call (800) 532-1169. Internet address:

http://osdbuweb.dot.gov.

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III. CM/GC INTRODUCTION

CM/GC is a contracting method that involves the contractor in the design process. The intent is to form a partnership with Central Federal Lands Highway Division (CFLHD), the designer working for CFLHD, the Golden Gate National Recreation Area (GOGA), and you as the contractor. The focus is on a partnership in which we minimize risk, improve construction schedule, try new innovations, and live within the budget. An important role of the contractor is to help acquire the information to reduce risk. We anticipate that your involvement will help reduce errors in design, improve constructability and meet budget goals.

The CM/GC team relies on the expertise of the contractor to deliver a better product in less time and at a lower cost than design-bid build construction processes. The team relies on the contractor to bring the following expertise to the project during the design phase:

The skills and knowledge to estimate the quantities of materials, labor, and equipment needed to construct the project.

The skills and knowledge to determine the tasks (work breakdown structure) needed to complete the project and estimate the costs, duration, and sequence of these tasks.

An understanding of the availability, cost, and capacities of materials, labor, and equipment.

The skills and knowledge to identify potential risks (including financial risks) and methods to mitigate them during the design process.

Constructability

Contractor input and collaboration is key to the team’s success. It is not expected that all contractor suggestions can be applied, but it is expected that they are evaluated and considered in a timely process.

During the design process the contractor works with the designer to:

Reduce risk, Continuously update cost, and Negotiate a fair and reasonable price for the construction contract.

Assumptions are documented and updates are with open book prices.

When the project plans and specifications are complete, the contractor should prepare and submit an updated price proposal for the construction contract. Because this approach minimizes risk, the construction cost is expected to be less than conventional Design Bid Build projects. Should you win the award for this contract, your role will be to help manage the budget and propose solutions that will help achieve the goal of staying within budget. This will include a careful design that avoids the need for change orders. If this project cannot be delivered within the allocated budget CFLHD has the option to reduce scope, seek additional funds, or end negotiations and advertise the project as a sealed bid.

Early phasing may be considered for early procurement of long lead items or for long lead tasks that can be completed and turned over to another contractor should negotiations for final construction fail. Early phases must be independent and severable from the final construction and are not a guarantee of selection for final construction. Final construction will not begin until design is substantially complete.

IV. PROJECT DESCRIPTION

Project Goals Provide a safe working and traveling environment that minimizes the potential for injuries to the visiting public and construction workers;

Minimize inconvenience to the visiting public by minimizing construction time and delays;

Maximize innovation to provide increased quality and performance within the project budget.

Provide low maintenance, context-sensitive design that meets the design, environmental and historic preservation parameters of the project.

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In 1954 the US Coast Guard built a suspension footbridge to access the Point Bonita Lighthouse on the outer northwestern point overlooking San Francisco Bay. Since then the bridge has undergone at least two major renovations including replacements of major components of the bridge. The bridge is currently owned by the US Coast Guard, and the NPS undertakes maintenance on the bridge under the conditions of a USCG Special Use Permit. Point Bonita is in the Golden Gate National Recreation Area. Based on previous field inspections, the National Park Service has determined that the Point Bonita Lighthouse Bridge should be replaced.

Historical Background The current suspension bridge was constructed in 1954. In the 1960’s, the Coast Guard closed the light station to the public. Then in 1972, the Golden Gate National Recreation Area was established, sometime after which the station was reopened to the public. While still owned by the Coast Guard, the suspension bridge is maintained by the National Park Service as part of the Golden Gate National Recreation Area In 1991, the Point Bonita Light Station was entered into the National Record of Historic Places (NRHP). The nomination form established the period of significance as extending from 1855 to 1940. Since the suspension bridge was constructed in 1954, it was determined to be a noncontributing structure. In a Cultural Landscapes Inventory (CLI) completed in 2005, the Point Bonita Historic District period of significance was extended to 1966 and the suspension bridge was determined to be a contributing structure.

Existing Conditions

Bridge Configuration and Condition The existing structure is a two-hinged suspension bridge with asymmetrical straight backstays. The main span is 156’-0” between the towers. The clear distance between the handrails is 4’-6”. The towers, stiffening truss and decking are all made of timber. Originally, the span was supported by two main cables consisting of 1 3/8” diameter galvanized steel bridge cable (bridge rope) with 3/4” diameter galvanized steel rod suspenders; and, the wind cable system consisted of 3/4” diameter galvanized steel bridge cable with 1/2” diameter galvanized plow steel suspenders. The lateral bracing system consisted of galvanized steel angles.

The main cables and wind cables are anchored by large concrete gravity blocks. At the east end the wind cables are each anchored in individual blocks. At the west end the wind cables share the same anchor block with the main cables. In 1977, as a temporary repair, a secondary wind cable system was installed adjacent to the existing wind cable system. Then, in 1979, the bridge underwent a major rehabilitation. The main cables and the wind cables were both replaced with 1 1/4” diameter galvanized steel bridge strand. The suspender rods were replaced with 7/8” diameter galvanized steel rods. The wind suspender cables were replaced with 1/2” diameter galvanized utility grade strand. The lateral bracing system was replaced in-kind.

In addition, most of the hardware was replaced including cable bands, anchor sockets, saddles, clevis loops, top chord straps, chaffing plates, tower leg brackets and all bolts. In 1987, the wind cable suspenders were replaced again. The replacement suspenders consisted of 5/8”diameter stainless steel cables. In 1991, the main cables and the wind cables were both replaced again with 1 1/4”diameter galvanized steel bridge strand.

The cable anchor assemblies were also replaced.

The last maintenance performed on the bridge was in 1998 when the bridge was repainted. Based on the 2007 bridge inspection report, the deterioration of the paint system has resulted in an accelerated rate of corrosion of the suspension and wind cables, and moderate to severe rusting of cable attachment hardware with minor to moderate section loss throughout. Some of the wind cable hardware has extensive section loss.

Additionally, the truss and tower timber members are showing widespread, moderate to severe decay as a result of high moisture content. In recent years, access to the bridge has been limited to only 2 people at a time. Then, in July 2010, the bridge was closed to all public traffic due to the severe deterioration of cables and associated hardware.

Site Access Construction staging and access to the bridge site will be a significant challenge during the construction of a new bridge. The only land access to the site is by way of a narrow 0.5 mile long trail that is fairly steep in

A-6 spots. There is a public parking area at the trailhead, which would likely serve as the primary parking area for workers as well as the main construction staging area. Small single rear axle work vehicles are able traverse about the first half of the trail to deliver materials closer to the project site. However, there is only a very small area to park or turn a vehicle around. Access beyond this point is limited by the tunnel. A locking steel door at the east tunnel portal provides an opening of about 6 feet tall by 4 feet wide. The arched shaped tunnel itself is only slightly larger than the doorway – about 6 feet, 6 inches high, 4 feet wide at the top and 6 feet wide at the bottom. West of the tunnel the trail is even narrower with sharp curves and is further limited by two newer pedestrian bridges having a clear width of about 4 feet, 6 inches. The east end of the suspension bridge could serve as a secondary construction staging area with a maximum area available of about 3000 square feet. The steep rocky cliffs and dangerous surf make access by water virtually impossible.

Any construction materials not transportable along the trail will likely have to be dropped in by helicopter cranes.

Design Parameters and Criteria

Complete Replacement The bridge is in very poor condition and is closed to the public. The bridge was built in 1954 and has undergone at least two major rehabilitations. The main cables, suspenders, stiffening truss, wind system, towers and connections are all in poor condition. Rehabilitation does not appear to be a reasonable option and has not been considered. The bridge will be completely replaced, however, reuse of parts of the foundations will be considered.

General Bridge Type and Appearance The Point Bonita Light Station is on the National Record of Historic Places (NRHP). The suspension bridge, which was built much later than the lighthouse, was recently added as a contributing structure. The National Park Service is handling environmental permitting associated with the bridge replacement project including any historic evaluation. Although design work has not been completed, the National Park Service gave direction regarding the bridge replacement at an August 19, 2008, Field Inspection Review. The replacement bridge should have similar look as the existing bridge. The bridge should be a suspension bridge with A-shaped towers. Materials and details should be chosen to minimize future maintenance. The new bridge must have a similar footprint. Currently the bridge is 4 ½ feet wide. ADA requirements were discussed.

Access to the bridge, through the tunnel, and along the path is very limited. This coupled with the fact that approach structure widths are no greater than 4 ½ feet give little reason for providing greater widths for the replacement structure. Therefore, 4 ½ feet clear width will be provided for the new bridge.

Design Specifications Where applicable the design and construction shall conform to:

Standard Specifications for Construction of Road and Bridges on Federal Highway Projects, FP-03, U.S. Customary Units

AASHTO Guide Specifications for the Design of Pedestrian Bridges AASHTO LRFD Bridge Design Specifications Other material and design specifications as appropriate for the selected materials

Design Loading

Live Load Use 85 pounds per square foot with applicable reductions as outlined in section 1.2.1 of the AASHTO Guide Specifications for the Design of Pedestrian Bridges. Since the bridge is less than 6 feet wide it will not be designed for any maintenance vehicle loading. However, the bridge deck will be designed for a 1,000 lb point load to account for any larger items that may need to be carried to the lighthouse.

Live Load Deflection The AASHTO Guide Specifications for the Design of Pedestrian Bridges limits live load deflection to L/500

A-7 of the design span. This provides a feeling of security and stability for the pedestrian. This may not be practical or even desirable for cable pedestrian bridge which by very nature is flexible. In fact, the National Park Service reports that the pedestrians like the movement of the bridge. Cable supported pedestrian bridges are often designed for greater live load deflections, often around L/360. Other specifications allow for deflections between L/180 and L/360. Live load deflections will be evaluated during final design.

Wind Loading Some of the highest winds along the Pacific Coast have occurred just north of Point Bonita. At Point Reyes, the highest recorded wind speed was 133 mph just before the meter broke. The structure and wind cable system will be designed for wind in accordance with AASHTO LRFD Section 3.8 with wind velocities taken from ASCE 7- 8.

Earthquake Analysis and Loading The project site is in one of the most seismically active areas in the United States. In fact, the San Andreas Fault is only a few miles off the coast near Point Bonita. Although difficult to analyze, seismic loads should be relatively easy to accommodate for this small, light, pedestrian, suspension bridge. The bridge will have to be carefully evaluated, analyzed and detailed during final design.

Other Design Considerations The Park would like to maintain access to the east end of the bridge at least on weekends during construction to allow viewing of the lighthouse by the public. Power and communications cross the bridge. These must be maintained.

Proposed Structure Configuration As established in the previous section, the goal of this project is to replace the existing bridge with a similar looking bridge to maintain the historic character of the site. Therefore, barring any unusual technical difficulties the bridge will be replaced with a similar configuration. Several conditions need to be evaluated and could result in modifications to the configuration of the new bridge. These issues are described below.

General Layout The existing bridge is precariously founded on the top of a narrow peninsula which forms Point Bonita. The bridge spans 156 feet over the gap created when a piece of the cliff face slid into the sea in the early 1940s.

Due to the tight site constraints, the bridge has unsymmetrical backstays. The east backstay is 33.16 feet long, and forms an angle of 53 degrees from horizontal. This is less than ideal, however as the anchorage block is pushed right to the east edge of the bluff. The west backstay is closer to ideal at 55 feet long, and forms an angle of 21.5 degrees from horizontal. The west anchorage block also sits right at the edge of the cliffs. The east wind anchors are splayed out and also sit near the edges of the cliffs. There was no room to splay the west wind anchors so the west wind cables were bent around struts and anchored back at the west anchorage block. There is very little room to make any improvements in the overall bridge geometry.

Suspension System Geometry The existing cable geometry (156 foot span, 14 foot sag) can support the proposed loads using 1-1/2 inch diameter galvanized bridge strand main cables. Due to site constraints as described above, the proposed bridge will have unsymmetrical backstays similar to the existing bridge. Increasing the tower height would reduce the cable loads.

Anchorage Blocks The existing cable anchorage blocks appear to be in good condition, however, they are considerably undersized to carry the proposed loads. Although the design loads were not recorded on the 1954 design plans, there is clear evidence that the 1954 design loads were significantly less than proposed for the replacement bridge (85 PSF with appropriate reduction factors). The 1954 design plans specify the main cables to be 1 3/8 inch diameter (6 x 7) galvanized bridge cable with a breaking strength of 87.8 tons. These cables would not support the proposed loads for the replacement bridge with an appropriate factor of safety.

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The 1979 retrofit and the 1991 retrofit both used 1 ¼ inch diameter galvanized bridge strands with higher ultimate strength than the original 1954 cables; however, the loads are limited by the sizes of the anchorage blocks. The 1991 retrofit plans indicated that “the maximum allowable load on the bridge is a uniform live load of 4 PSF or a concentrated load of 950 pounds”. This is not adequate for public pedestrian use. The existing concrete anchorage blocks will need to be removed and replaced with considerably larger, heavier blocks. Alternatively the existing blocks could be drilled and held down with high strength rock anchors.

Increasing the tower height would also reduce the loads on the anchorage blocks slightly.

Wind Cables Horizontal wind cables restrain the flexible bridge against wind loads. The proposed bridge will use a similar wind cable system. The existing wind cables are buried between the towers and the anchorages. This leads to corrosion of the wind cables and makes them impractical to inspect. They have been replaced three times since 1954.

Tower Foundations The existing pier foundations appear to be in good condition. They are spread footing bearing directly on rock. The pier foundations should be able to accommodate the geometry of the new towers.

Towers The existing towers are A-shaped, 18.7 feet tall, and made of solid timbers and bracing members. The proposed towers will have a similar look.

Truss The proposed bridge will have a combined stiffening truss and railing to mimic the look of the existing bridge.

Deck The proposed bridge will have a 4.5 feet wide deck.

V. FACTORS TO CONSIDER IN YOUR PROPOSAL

Offerors should consider the following information when preparing your proposal:

Alternative structure types will not be considered.

Anticipated construction period will be from September 1, 2011, through February 28, 2012.

Helicopter flight paths will need to be approved by GOGA and comply with any restrictions included in the environmental documentation.

Access to the lighthouse side of the bridge will have to be provided even after the existing bridge is demolished and removed. The US Coast Guard requires 24-hour, 7-days/week access.

Electric power will have to be maintained by the contractor even after the existing bridge is demolished and removed.

Advanced procurement of long lead time materials may be required to complete project within the anticipated construction timeframe.

The existing bridge materials do contain lead paint. All regulations for safe handling and disposal of lead based paint contaminated materials will need to be followed.

This project site is often subject to difficult weather conditions (rain, fog, mist, low temperatures, wind) which can cause construction and delivery delays

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Enter the proposed job title, number of hours, and billable rates for all employees involved in each task.

If travel is involved in the task, include a total travel cost for all employees.

Multiply the billable rate by the hours proposed for each job title and enter the total in the “Price” column.

Total all prices (including travel) for each job title in each task and record the total in the space provided.

Option X– Construction Pricing and Risk

Construction pricing shall consist of two components, Bid Item Pricing and a discussion of perceived project risks and cost driving factors. Appendix B has been included to assist the contractor with Bid Item Pricing.

Bid Item Pricing

Insert a numeric unit bid price for each pay item for which a quantity appears in the bid schedule.

Multiply the unit price by the quantity for each pay item and show the amount bid. When the words

“Lump Sum” appear as a unit bid price, insert an amount for each lump sum pay item.

Total all amounts bid for each pay item and show the record the total in the space provided.

Add the Schedule A and Option X totals and record the Grand Total in the space provided on Page

A-17.

Risk and Cost Discussion

Provide no more than one page discussing Option X pay items that have perceived risk factors built into the final pay item price. The discussion should include perceived risk factors, costs associated with perceived risk factors and proposed mitigation measures.

E. SELECTION PROCEDURES

CFLHD will award the contract (if at all) to the responsible Offeror determined to provide the “Best Value”, within available funding, using the Tradeoff process described in FAR 15.101-1. A Technical Evaluation Panel (TEP) comprised of Government personnel who are experienced professionals, with assistance from non-Government advisors, when required, will evaluate the proposals. The technical evaluation and rating of proposals will be conducted in strict confidence. The number and identities of offerors will not be revealed to anyone not involved in the evaluation and award process or to other offerors. Proposals will be evaluated based only on the factors described herein. The TEP will evaluate price proposals independent of the technical evaluation. The TEP will not have access to price information until completion of the technical evaluation.

The TEP will perform an assessment of the combined technical score and price. Each Board member will individually provide a rating for each criterion in the Technical Proposal. The consensus method will then be used by the Board members to determine a final numerical rating for each evaluation criterion. The final numerical ratings will then be summed to determine the Overall Technical Score for each Offeror’s Technical Proposal. The maximum possible Overall Technical Score is 100 for each Proposal. All evaluation factors other than price, when combined, are approximately equal to price.

The Price Proposals will then be opened. The Evaluation Board will consider the benefits associated with the Technical Scores against the Contract Bid Price for each Proposal. Comparisons will be made between Proposals to identify the Proposal that provides the most project benefits to CFLHD for the money spent. On

A-15 this basis, the Board will determine the Proposal that provides the Best Value to the government. This Proposal will be forwarded by the Evaluation Board to the Contracting Officer for consideration and action.

CFLHD intends to award the contract without discussions with the Offerors. However, if deemed necessary by CFLHD, at its sole discretion, discussions with individual Offerors may be held. All Offerors submitting Proposals will be notified in writing of the results of the evaluation process. Offerors not selected for award may request a debriefing in accordance with FAR 15.506.

Technical Evaluation Factors - Technical Evaluation factors are listed in descending order of importance

Evaluation Factor I: Bridge Construction Experience Bridges submitted for review in this section will be rated on the following:

o Similarity to the Point Bonita Lighthouse Pedestrian Suspension Bridge o Structure type and complexity o Contractors discussion of project complexity o Owner questionnaires submitted with project information

Evaluation Factor II: Methods, Approach and Schedule

All subfactors in this section will be rated on the following:

o Contractors understanding of the issue o Thoroughness of method or approach o Innovative methods or solutions

Evaluation Factor III— Qualifications, Experience, and Capability

Project Team members included in this section will be rated on:

o Overall construction experience o Specific bridge experience, including type of bridges constructed o Relationship to bridge projects included in Evaluation Factor 1: Bridge Construction Experience

Price Evaluation:

The total price of Schedule A and Option X will be evaluated. FAR 52.219-4 Notice of Price Evaluation Preference for HUBZone Small Business Concerns applies to this procurement and will be considered when evaluating price.

Prices submitted for Schedule A Tasks shall be considered firm-fixed prices and negotiations for tasks included in this proposal will not be considered. If contract modifications are required during the Contractor Involvement during Design Phase, the billable rates included in the Schedule A Task pricing shall be used without negotiation.

The price submitted for Option X will be used for evaluation purposes and shall not be considered a firm-fixed price. This price will be used as a basis for negotiating the final Option X price with the selected contractor. The Cost and Risk discussion will be used to assist the government in establishing the reasonableness of the offeror’s proposed price. Price proposals deemed unreasonable will not be considered for award. If the successful offeror and the government are unable to reach agreement on a fair and reasonable price for Option X, the government reserves the right to not award Option X per FAR 17.208(c).

The government contemplates award of Option X, if at all, not later than August 31, 2011.

B-9 irrevocable letter of credit, or, under Treasury Department regulations, certain bonds or notes of the United States.

The Contracting Officer will return bid guarantees, other than bid bonds—

(1) To unsuccessful bidders as soon as practicable after the opening of bids; and

(2) To the successful bidder upon execution of contractual documents and bonds (including any necessary coinsurance or reinsurance agreements), as required by the bid as accepted.

(c) The amount of the bid guarantee shall be Twenty (20) percent of the bid price or $ 3 million, whichever is less.

(d) If the successful bidder, upon acceptance of its bid by the Government within the period specified for acceptance, fails to execute all contractual documents or furnish executed bond(s) within 10 days after receipt of the forms by the bidder, the Contracting Officer may terminate the contract for default.

(e) In the event the contract is terminated for default, the bidder is liable for any cost of acquiring the work that exceeds the amount of its bid, and the bid guarantee is available to offset the difference.

(End of provision)

52.233-2 Service of Protest. (SEP 2006)

(a) Protests, as defined in section 33.101 of the Federal Acquisition Regulation, that are filed directly with an agency, and copies of any protests that are filed with the Government Accountability Office (GAO), shall be served on the Contracting Officer (addressed as follows) by obtaining written and dated acknowledgment of receipt from

Kevin R. Black Central Federal Lands Highway Division Federal Highway Administration 12300 W. Dakota Avenue Lakewood, CO 80228

(b) The copy of any protest shall be received in the office designated above within one day of filing a protest with the GAO.

52.236-27 Site Visit (Construction). (FEB 1995)

(a) The clauses at 52.236-2, Differing Site Conditions, and 52.236-3, Site Investigations and Conditions Affecting the Work, will be included in any contract awarded as a result of this solicitation. Accordingly, offerors or quoters are urged and expected to inspect the site where the work will be performed.

(b) The government will conduct a pre-proposal meeting at: NONE- See page A-i for site visit contact information.

52.236-28 Preparation of Proposals - Construction. (OCT 1997)

52.252-1 Solicitation Provisions Incorporated by Reference. (FEB 1998)

This solicitation incorporates one or more solicitation provisions by reference, with the same force and effect as if they were given in full text. Upon request, the Contracting Officer will make their full text available. The offeror is cautioned that the listed provisions may include blocks that must be completed by the offeror and submitted with its quotation or offer. In lieu of submitting the full text of those provisions, the offeror may identify the provision by paragraph identifier and provide the appropriate information with its quotation or offer. Also, the full text of a solicitation provision may be accessed electronically at this/these address(es): https://www.acquisition.gov/Far/

CENTRAL FEDERAL LANDS HIGHWAY DIVISION

12300 WEST DAKOTA AVENUE, SUITE 360

LAKEWOOD, COLORADO 80228

ATTENTION: AARON SANFORD

1:

Remove Table of Contents and replace with new Table of Contents bearing revision date of January 21, 2011. Appendix C was not listed in original Table of Contents.

Remove Page Ai and replace with new page bearing revision date of January 21, 2011. Added contact info for site visit.

Remove Pages A4-A8 and replace with new pages bearing revision date of January 21, 2011. Added project goals to Page A4. Other pages included for pagination.

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Remove Page A15 and replace with new page bearing revision date of January 21, 2011. Modified Price Evaluation Remove Page B9 and replace with new pages bearing revision date of January 21, 2011. Added info to 52.236-27 Site Visit Provision.

*FAILURE TO ACKNOWLEDGE THIS AMENDMENT IN BLOCK 19 OF THE SF 1442 BY THE DESIGNATED DATE AND HOUR SPECIFIED IN THE SOLICITATION MAY RESULT IN REJECTION OF YOUR BID (REFER TO ITEM 11.)