Attach 12 - Solicitation Questions and Answers 02Sept26.pdf

FA462526Q1062 Questions and Answers FY27 Airfield Pavement IDIQ Mill & Overlay Taxiway Golf

1.1.1 Full Payment They are stating they are paying in metric tons. MODOT and the Federal Highway weigh material in metric tons at this point.

1.1.2 States projects over 1000 metric tons not be treated as Lump Sum contract. As far as we know all of the past projects have been lump sum.

1.2.3 Payment Adjustment for Smoothness. Will this job require smoothness testing?

A.

1.2.5 Pay Factor Based on Plan Grade. Will this job be subject to this spec?

A.

All of section 1.7 Will this job be subject to any or all of this section?

A.

Concerns with section 1.7

1. Who is going to be doing the governments QA testing as it cannot be the same as the company doing qualified techs.

A.

2. 1.7.9 and 1.7.9.1 These are tests regarding pavement smoothness. For taxiways it states there is only a 1/8 inch variance over 12 feet. MODOT uses a 10 foot straight edge and the tolerance is ¼ inch. If the spec is to be 1/8 inch over 12 feet expect a very high cost to include a vast amount of grinding just to be covered.

3. 1.7.9.2 and 1.7.9.3 Profilograph Testing. There are only 6 states left in the entire United States that still uses this method for smoothness. MODOT abandoned this method 10 years ago. We would not know anyone who would still be able to perform this testing procedure.

4. 1.7.10 Plan Grade as far as we can tell there are no grades provided in the IDIQ, so we assume this

Section 2

2.2.3 - Material Transfer Vehicle. Spec states an MTV is sed for runway, taxiway, landing zone, overruns, and apron construction. This project is only a little over 900 feet long. Will an MTV be necessary?

A.

2.2.4.2 - Automatic Grade Controls. As per the note we assume since grades are not being provided that Automatic Grade controls are not necessary.

2.2.6 Diamond Grinding - If this is applicable in regards to smoothness testing we are not sure we could find someone local that has 3 years of diamond grinding experience of airfield pavements. We can find someone with 10 years of diamond grinding experience for highway pavement.

A.

Section 2.3 Aggregate specs do not conform with MODOT aggregate testing specifications. We could not guarantee that any aggregate in the state would meet the specified requirements.

Section 2.3.4 Aggregate Gradations. First of all no gradation has been specified in the scope of work.

Secondly these gradation requirements do not conform to MODOT standards for superpave. A new mix design would have to be made specifically for this very small project. The mix design lab tests, test strips, and field testing to prove the mix prior to use could cost up to $50,000.00 That cost will be included in the job.

A.

Section 2.7 Reclaimed Asphalt Pavement. This spec states RAP cannot exceed 20 percent. MODOT allows for 30% content. Again this will result in a specialized mix design for this very minor project in regards to tonnage.

Section 3

3.6 Test Section Would a test trip be necessary for this job? If so, and if the smoothness specs are in place at 1/8 inch, it will be approx 150 tons of mix that we will place, test, and then mill up and repave.

This will be an additional approximate cost of $40,000.00 between material, labor, milling, and testing.

A.

3.9.4 Asphalt next to Concrete Joints.

a. They want the first joint next to the concrete to be parallel to the concrete. This can be achieved, but it does increase the cost of paving as it consumes more time.

A.

d. Asks for a rubber tire roller weight at least 20 tons. MODOT has moved away from these as well as most agencies. We do have a combination machine, but nothing of that weight. In fact our largest highway class rollers are only 25,000 lbs, as MODOT caps there requirements at 10 tons. We are not sure where we would find a 20 ton roller.

A. S paved flush to begin with. If necessary; additional costs are to be considered.