HomeMy WebLinkAboutRFP - 8214 CM/GC FOR LINCOLN CORRIDOR PROPJECTADDENDUM NO. 1
SPECIFICATIONS AND CONTRACT DOCUMENTS
Description of BID 8214: CM/GC Services for the Lincoln Corridor Project
OPENING DATE: 3:00 PM (Our Clock) January 22, 2016
To all prospective bidders under the specifications and contract documents described above,
the following changes/additions are hereby made and detailed in the following sections of this
addendum:
Exhibit 1 – Clarifications, Questions & Answers
Exhibit 2 – Lincoln Ave Right of Way
Exhibit 3 – Lincoln Bridge Technical Memorandum
Please contact Elliot Dale, Buyer at (970) 221-6777 with any questions regarding this
addendum.
RECEIPT OF THIS ADDENDUM MUST BE ACKNOWLEDGED BY A WRITTEN STATEMENT
ENCLOSED WITH THE BID/QUOTE STATING THAT THIS ADDENDUM HAS BEEN
RECEIVED.
Financial Services
Purchasing Division
215 N. Mason St. 2nd Floor
PO Box 580
Fort Collins, CO 80522
970.221.6775
970.221.6707
fcgov.com/purchasing
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 1 of 20
EXHIBIT 1 – CLARIFICATIONS, QUESTIONS & ANSWERS
CLARIFICATIONS
Change: CM/GC Procurement Schedule (Page 10) as follows:
EVENT DATE
Issued for Advertisement Week of December 14, 2015
Mandatory Pre-Proposal Meeting January 7, 2016 at 10:00 AM
Final Questions January 14, 2016 by 5:00 PM
Final Addendum Issued By January 18, 2016
Proposals Due January 22, 2016 at 3:00 PM (our
clock)
Conduct Interviews* Week of February 1, 2016
The City of Fort Collins Reserves the right to change the interview date as indicated above by *.
Add: to Part I, A. General Information.
This is a historically industrial corridor, and the possibility exists that contaminated materials
may be encountered during construction. The City anticipates working with the selected
Contractor during the remainder of the design phase to identify and develop a risk mitigation
plan for this Work. The selected Contractor should be prepared to assist the City with this
process and mitigate any contaminated materials during the construction delivery.
QUESTIONS/ANSWERS:
1. Please explain the evaluation criteria used during the interview process.
The evaluation criteria for the interview phase is the same as that used for the written
proposal. This information can be found on page 10, part IV of the Request for
Proposals.
2. Who is on the selection committee?
The proposal review and interview committee is the same and will be comprised of both
City and non-City staff including our construction management consultant.
3. Part C, CM/GC Requirements provides for the General Contractor to self-perform at least
20% of the physical construction work. It also requires the General Contractor to obtain 3
competitive bids from each subcontractor. Please explain the definition of self-performed
work and how General Contractor costs will be evaluated for work self-performed.
The EJCDC General Conditions of the Construction Contract require the General
Contractor to self-perform at least 20% of the Work. This is defined as physical work,
materials procured that are permanently incorporated into the Work, overhead and fee.
General Contractor costs will be prepared in an open-book format for City and consultant
staff review. The City may use a third party consultant to estimate project costs
compared to that of the General Contractor self-performed work thereby insuring cost
competitiveness. All General Contractor self-performed work shall be developed using
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 2 of 20
the cost factors presented in the proposal. Subcontracted work shall be competitively
bid with a minimum of 3 bids for each subcontracted part of the work.
4. Can the City provide Contractors with a current project map showing rights-of-way that will
assist Contractors in preparation of phasing maps as part of our proposals? What is the
status of the land acquisition process and how does the City expect it to affect construction
delivery?
The City has authorized the acquisition of right of way, temporary and permanent
easements by eminent domain within the corridor per Ordinance number 165, 2015.
The right-of-way acquisition process is underway. It is the City’s goal to have all parcels
acquired by the time of construction. If certain parcels remain outside City control, the
City will work with the CM/GC Contractor to develop work phasing plans to work around
these parcels until the acquisition is complete. The Lincoln Avenue Right of Way Exhibit
has been included with this addendum for Contractors information. Contractors should
note that the Request for Proposal does NOT require the Contractors to submit a project
phasing plan. It simply requires Contractors to provide a written narrative of each
Contractor’s approach to the constructing the project.
5. Can the City provide more information about the proposed bridge over the Poudre River?
Does the City have a proposed structure type yet?
The City has provided, as an Exhibit to this addendum, the Lincoln Bridge 10% Design
Technical Memorandum. This is being provided for information only to proposing
Contractors.
6. Can the City further explain the last phase of construction work connecting the Lincoln
Bridge to Jefferson Street? Is this part in the project and funded?
For clarification, the segment of Lincoln Avenue between the Poudre River Bridge and
Jefferson Street is currently un-funded, and the City does not anticipate receiving
funding in the near future. However, should funding be obtained there is potential to
utilize the same Contractor procured through this Request for Proposal to deliver this
Work. The City, may at its discretion, execute a master construction services agreement
with the General Contractor to deliver multiple project phases through multiple work
orders.
7. Will the segment of Lincoln Avenue between Jefferson Street and the Poudre River contain
another bridge at the UPRR tracks?
No. The UPRR crossing location will remain at-grade.
8. Is there a specific DBE goal for this project?
The City of Fort Collins has a standard DBE procurement goal of 5%. The project does
not contain any Federal or State funding mandating this participation goal.
9. Is there a limit on the number of key staff the Contractor can include in their proposal?
There is not a limit on the number of key staff the Contractor may include in their
proposal.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 3 of 20
10. Who is designing the project? The City?
Civil engineering design services are being provided by the City’s engineering
consultant, Interwest Consulting Group. There is no expectation that the selected
Contractor will provide any design services not normally expected of construction
Contractors. For example, shoring systems, fall protection systems and other typical
construction engineering elements will be designed by the Contractor or their
representative.
11. What is the process for the City to develop a short list for interviews? Is there a specific
number of firms the City will interview?
The City will evaluate, score and rank all firms submitting proposals. The selection
committee will then determine the top ranked firms that will proceed into the interview
phase. A specific number of firms is not known at this time.
12. Is there a page limit for the proposal? What items count towards the page count?
Each proposal shall have a 25-page page limit, excluding front and back covers and
dividers. Pages may be double sided.
13. Is there a specific font style and size required?
No.
14. What is meant by maintaining local access?
The Lincoln corridor contains a diverse set of land uses ranging from residential,
commercial business and industrial uses. Because of this, the Contractor will be
required to allow local access at all times. Construction phasing will be instrumental to
making the project successful. However, it is possible that the Lincoln Bridge may be
built with the roadway closed. The City will work with the selected Contractor to develop
phasing plans for the Work.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 4 of 20
LINCOLN AVENUE RIGHT-OF-WAY EXHIBIT
DATE: 12/01/15 SCALE:1"=40'
0
SCALE: 1" = 40'
40 20 40 80
LEGEND
PROPOSED RIGHT-OF-WAY (ROW)
PROPOSED TRANSIT/ACCESS EASEMENT
EXISTING RIGHT-OF-WAY
EXISTING PROPERTY LINE
TEMPORARY CONSTRUCTION EASEMENT (TCE)
SEE NEXT SHEET FOR CONTINUATION
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 5 of 20
B B B B B B B B B B T
B B B B
T
E
0
SCALE: 1" = 40'
40 20 40 80
LINCOLN AVENUE RIGHT-OF-WAY EXHIBIT
DATE: 12/01/15 SCALE:1"=40'
SEE BELOW NEXT SHEET FOR CONTINUATION
SEE PREVIOUS SHEET FOR CONTINUATION
LEGEND
PROPOSED RIGHT-OF-WAY (ROW)
PROPOSED TRANSIT/ACCESS EASEMENT
EXISTING RIGHT-OF-WAY
EXISTING PROPERTY LINE
TEMPORARY CONSTRUCTION EASEMENT (TCE)
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 6 of 20
B B B B B B B B B B
0
SCALE: 1" = 40'
40 20 40 80
LINCOLN AVENUE RIGHT-OF-WAY EXHIBIT
DATE: 12/01/15 SCALE:1"=40'
SEE PREVIOUS SHEET FOR CONTINUATION
LEGEND
PROPOSED RIGHT-OF-WAY (ROW)
PROPOSED TRANSIT/ACCESS EASEMENT
EXISTING RIGHT-OF-WAY
EXISTING PROPERTY LINE
TEMPORARY CONSTRUCTION EASEMENT (TCE)
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 7 of 20
Lincoln Avenue Bridge
December 16, 2015 ~ Page #1
Design Memo
Date: December 16, 2015
To: City of Fort Collins Engineering Department
From: Peter J. Loris, P.E. (Loris and Associates)
Subject: Lincoln Avenue Bridge – 10% Bridge Structure Selection
Introduction
This Design Memorandum outlines Loris and Associates’ (LORIS) findings for providing a
replacement structure for E. Lincoln Avenue over the Cache La Poudre River. The bridge is at the
south (west) end of the Lincoln Avenue reconstruction project and is considered a major focal point
or gateway to the corridor. Because of this, special attention is being paid to aesthetics and the
pedestrian/bicyclist experience on and adjacent to the bridge.
In conjunction with the City of Fort Collins, Interwest Consulting Group (prime consultant), and
other subconsultants on the Interwest team, especially BHA (urban design) and Anderson Consulting
(floodplain hydraulics) we have developed options that take into consideration: the existing structure
geometry and site conditions; proposed roadway vertical and horizontal alignment; river hydraulics;
right of way impacts; utilities; geotechnical recommendations; bridge construction costs; and the
pedestrian/bicycle experience.
LORIS was tasked with developing various options for the bridge replacement. In order to provide
options for review and selection, we are to provide the following submittals:
10% Design – (3) standard prestressed bridge options and (1) iconic bridge option
20% Design – (2) standard prestressed bridge options and (1) iconic bridge option
30% Design – (1) either standard prestressed bridge or (1) iconic bridge option.
Structure Selection for the Lincoln Avenue Bridge is being presented in a series of Design Memos
that will explain the design process and decisions that were made to get to the point where we are at.
This Design Memo represents the 10% Design submittal, which is intended to develop options and
identify interdisciplinary dependencies that need to be resolved. Bridge Options will be vetted out in
future submittals. This Structure Selection process is an evolution of design ideas and reviews that
will allow the City of Fort Collins to select the most appropriate bridge for this location. Oftentimes,
the least costly bridge is selected however, for this location the most appropriate bridge may not
necessarily be the least costly option.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 8 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 2
Design Data
The following table depicts the various bridge criteria used for this Structure Selection:
Table 1 – Bridge Design Data
DESIGN PARAMETER PROPOSED DESIGN CRITERIA
Length 188’ per hydraulic requirements(# spans to
be determined)
Width per Options A and B (see below)
Underpass Trails Main trail along south bank
Current Design Speed 50 mph
Design Code AASHTO LRFD
Design Vehicle HL-93
Pavement Load (3” Asphalt) 36 psf
Utility Load As required
Deck Concrete Cover over
Reinforcing Steel
2 inches
Concrete Class D, f’c = 4500 psi
Reinforcing Steel Grade 60, epoxy coated
General Bridge Types
Early on in the design process, the phrase “iconic bridge” was referenced, sometimes in relation to
the cable-stayed Washington Plaza Bridge in Golden which some individuals desired this Lincoln
Avenue Bridge to emulate. The word “iconic” has different meanings to different people, as it often
refers to a special structure such as a cable-stay, arch or suspension bridge. After delving into this
term some more, it was established that pure cable-stay, arch or suspension bridges are not
appropriate or affordable for this project so they were not considered.
It was then established that the term “iconic” bridge has more to do with focusing on the pedestrian
experience on the bridge, rather than the structure itself. With this, the focus turned to more
traditional bridge structures that had an emphasis on pedestrian plazas and urban design features to
make the bridge an iconic destination in itself, rather than just a means to get from point A to point
B.
Option A (Figures 1 to 3) utilizes a conventional prestressed bridge for the entire structure width,
with plazas constructed on the outsides. Urban design features such as seating areas, pergolas, and
variable paving materials are being considered.
Option B (Figure 4) draws on a hybrid concept similar to the Washington Plaza Bridge in Golden
where there is a central, conventional prestressed vehicular bridge framed by structural steel
supported plazas. In the case of the Washington Plaza, the structural support was aided by steel
cables. For the Lincoln Avenue Bridge, conventional steel beams spanning from abutment to pier
are being considered. Structural steel is used to support the plazas rather than prestressed concrete
beams because the steel allows for more flexibility in framing. For the current Option B being
considered, structural steel will allow for framing of the cantilevered open grating overlook at the
center of the bridge. This option is being called our “iconic’ bridge.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 9 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 3
Option C (refer to BHA graphics), places a bike lane on the plaza side of the bridge railing. Other
than the location of the bridge rail relative to the bike lane, it is the same as Option A. Because of
this, only Option A is being presented further in this Design Memo.
Roadway/Bridge Cross Sections
The cross sections on the bridge are depicted in Figures 1 to 4 (attached at the end of this memo).
These cross sections depict the Overall “Plaza” and “Roadway” widths as identified in Table 2:
Table 2 – Bridge/Roadway Width
Option Roadway Width
(Curb to Curb)
Plaza Width Overall Bridge
Width
A 46’ 2 at 18’ = 36’ 82’
B 46’ 2 at 14’ = 28’ 77’
C Similar to A Similar to A Similar to A
These options show the required bridge railing at either the outside of the plaza or between the
roadway and plaza. It should be noted that the bridge railing will need to be safely terminated in
order to protect motor vehicles in the event of a head on collision with the end of the bridge rail.
This end section could be a tapered concrete railing or a guard rail with end section. The tapered
concrete railing may not meet AASHTO requirements, but it could be an appropriate solution for
this low speed urban road like this. If a guard rail with end section is required (it would definitely be
required on a federally-funded project), this might affect whether the bridge rail is located outside the
plaza (easier to develop the railing detail), or between traffic and the plazas (not aesthetically pleasing
or easy to develop in this streetscape).
The roadway design speed will also affect the bridge rail terminus. At the current 50 mph design
speed, a higher standard will be required for the bridge rail and approach rails than if the design
speed was 30 or 40 mph. This will need to be resolved in the next design iteration.
Bridge Spans and Hydraulic Impacts
Initial hydraulic analyses by Anderson Consulting Engineers (ACE) resulted in an overall channel
width / bridge length of 188’. One, two and three span options are available for the 188-foot-long
Lincoln Avenue Bridge; however, after the first bridge coordination meeting on September 21, 2015,
it was decided that we would not pursue a single span bridge because: there are opportunities to
construct piers; this span pushes the limits of normal prestressed girder construction techniques in
Colorado; the deep girders required for this bridge would be inappropriate for this recreational river
corridor; there would likely be issues with freeboard and the vertical clearance between the trail and
bridge girders.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 10 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 4
ACE initially considered a two-span structure in their floodplain modeling (123’ and 65’ spans).
Unequal spans were considered in order to keep piers out of the main channel as requested by the
City of Fort Collins, and are justified by the asymmetric nature of the channel relative to the bridge.
This analysis resulted in a water surface elevation of 4952.82. The pier would be located
approximately 6 feet north of the existing recreational trail.
LORIS then provided ACE with the following span configurations (Table 3) in order to analyze
floodplain effects: ACE’s results are also depicted.
Table 3 – Span Configuration and WSEL
Spans Reason 100-year Water
Surface
Elevation
Change in Water
Surface Elevation
from Existing
Model
118’ / 70’ Provide a slightly more balanced
span configuration and separate the
trail further from the pier. Pier is
still not in the main channel
4953.0 ft -0.4 ft
45’ / 98’ / 45’ Place the pier on the land side of
the trail and shorten the governing
span.
4953.3 ft -0.1 ft
60’ / 68’ / 60’ Provide a somewhat equal span
configuration with the south pier
out of the main flow; however the
north pier is at the edge of the main
flow.
4953.5 ft +0.1 ft
Because the third option above raises the water surface elevation and positions the west pier in the
channel, it has been eliminated from further consideration, even though it would result in the
thinnest structure depth (33 inches). The first two options have been evaluated in this 10% Design;
however, the two-span option is preferred hydraulically as it produces the greatest reduction in the
100-year event water surface elevation. LORIS’ bridge evaluations are summarized by in Table 4
(page 5).
General Layout drawings for these options are attached (Figures 1 to 4). Only a 3-span configuration
was evaluated for Option B-1 because a shorter center span (98’ rather than 119’) is required to
support the additional loads of the cantilevered lookouts.
Foundations
According to the geotechnical report, the preferred foundation type is a drilled caisson with 5 feet of
embedment. LORIS has found this to be an economical pier type with each caisson and monolithic
column placed directly under abutments and pier cap. For the purpose of this 10% Design, LORIS
assumed that 36 inch diameter caissons spaced at 8’ would be required for the two-span bridge and
that 36 inch diameter caissons spaced at 11’ would be required for the three span structure. These
sizes and spacing’s will be confirmed in future design iterations.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 11 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 5
Table 4 – Bridge Option and Structure Depth
Bridge
Option
Bridge
Section
Span
Configuration
(West to East)
Description Girder
Depth(Spacing)
Overall
Structure
Depth1
A-1 A 118 ft / 70 ft Prestressed –
Maximize
structure
efficiency.
BT54(7.5 ft) /
BT42(7.5 ft)
66.5 in /
54.5 in
A-2 A 118 ft / 70 ft Prestressed –
Minimize
structure depth
BX44(7.5 ft)/
BX44(7.5 ft)
56.5 in /
56.5 in
A-3 A 45 ft / 98 ft /
45 ft
Prestressed –
minimize
structure depth
BX35(6.0625 ft)
/
BX35(6.0625 ft)
/
BX35(6.0625 ft)
44 in / 44
in / 44 in
B-1 B 45 ft / 98 ft /
45 ft
Hybrid –
prestressed
vehicular bridge
with steel
pedestrian plaza
BT42(6.75 ft) /
BT42(6.75 ft) /
BT42(6.75 ft)
Plaza W33 Beam
54.5 in /
54.5 in/54.5
in
Plaza 41 in.
1. Does not include roadway cross slope to get to low point from the PGL.
Vertical Clearances
Two vertical clearances come into play when selecting a span and girder configuration – the amount
Lincoln Avenue Bridge
December 16, 2015 -- Page 6
Figure 5 – Freeboard for Bridge on Sloping Grade
CDOT Drainage Design Manual - Figure 10.3 (page 10-9)
Table 5 – Freeboard and Trail
Vertical Clearance
Bridge
Option
Freeboard
Trail
Vertical
Clearance2
A-1 0.83 ft. 8.12 ft.
A-2 1.42 ft. 7.95 ft.
A-3 2.14 ft. 8.97 ft.
B-1 1.64 ft. 8.47 ft.
2. Based on trail elevation of 4946.20
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 13 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 7
Construction Phasing
If the bridge is to remain open during construction the bridge will need to be constructed in phases
because the existing bridge is 42 feet wider than the existing; and the north edge bridge is 28 feet
from the existing centerline and the south end is approximately 54 feet from the existing centerline.
The following table represents an initial phasing concept.
Table 6 – Bridge Construction Phasing
Phase Description
1 The existing bridge remains open to traffic. The southern 30 feet (approximate)
of the proposed bridge is constructed adjacent to (south of) the existing bridge.
2 Traffic is moved to the new bridge constructed in Phase 1. The existing bridge is
removed. The remainder of the new bridge is constructed north of the bridge
constructed in Phase 1.
3 The northern and southern bridge sections are joined with a closure pour. The
bridge is opened completely to traffic and the plazas are completed.
If the bridge must remain open during construction, Option B is not feasible because the hybrid,
steel-framed plazas would not be rated for vehicular traffic and they would be required to carry
traffic in Phase 2.
Environmental
The Interwest team includes Cedar Creek Associates who will be evaluating the various design
alternatives for impacts to the river corridor that might require federal permitting through the Army
Corp of Engineers (Corp). An evaluation of the existing wetlands, the high waters of the US
elevation and a Threatened and Endangered (T&E) evaluation are underway and will be incorporated
into the 20% Design Analysis. At this stage of design the team anticipates the environmental impacts
related to the bridge construction will be minimal and result in a Nationwide Permit from the Corp.
Significant impacts to the river corridor would require the project to obtain an Individual Corp
Permit which can be more difficult and time consuming to obtain.
Utilities
There are a number of utilities including City Light and Power (electric), Comcast Cable and Xcel
Energy Gas lines that are suspended in conduit along the existing Lincoln Avenue Bridge. These
same utilities, as well as several additional empty conduit, are anticipated to be incorporated into the
new bridge design.
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 14 of 20
Lincoln Avenue Bridge
December 16, 2015 -- Page 8
Construction Cost Opinion
The Bridge Cost Opinion worksheet is attached as Figure 6 (following Figures 1 to 4). Bridge items
have been estimated using similar recent bids in Larimer County. The bridge costs are summarized
by the following:
Table 7 – Construction Cost Opinion
Bridge
Option
Bridge Costs Contingencies
(25%)
Total Cost
A-1 $2.54M $0.64M $3.18M
A-2 $2.62M $0.66M $3.28M
A-3 $3.02M $0.76M $3.78M
B-1 $2.83M $0.71M $3.54M
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I N T E R W E S T C O N S U L T I N G G R O U P
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I N T E R W E S T C O N S U L T I N G G R O U P
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I N T E R W E S T C O N S U L T I N G G R O U P
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I N T E R W E S T C O N S U L T I N G G R O U P
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E. Lincoln Avenue over Cache La Poudre River
10% Design Cost Comparison
Notes:
1
ITEM CONTRACT ITEM COMMENTS UNIT Unit QUANTITY TOTAL QUANTITY TOTAL QUANTITY TOTAL QUANTITY TOTAL
Cost
201 CLEARING AND GRUBBING Include in Roadway costs LS $5,000.00 0 $0 0 $0 0 $0 0 $0
202 REMOVAL OF BRIDGE EA $100,000.00 1 $100,000 1 $100,000 1 $100,000 1 $100,000
206 STRUCTURE EXCAVATION CY $20.00 2157 $43,138 2157 $43,138 2157 $43,138 2157 $43,138
206 STRUCTURE BACKFILL (CLASS 1) CY $30.00 1941 $58,236 1941 $58,236 1941 $58,236 1941 $58,236
403 HOT BITUMINIOUS PAVEMENT (3" OVERLAY) bridge asphalt only TON $100.00 201 $20,141 201 $20,141 201 $20,141 201 $20,141
503 DRILLED CAISSON (30 INCH) abutments, 30" assumed LF $275.00 336 $92,400 336 $92,400 288 $79,200 288 $79,200
503 DRILLED CAISSON (36 INCH) piers, 36" assumed LF $350.00 130 $45,500 130 $45,500 208 $72,800 208 $72,800
506 RIPRAP (24 INCH) 4 ft thick assumed CY $75.00 5963 $447,214 5963 $447,214 5963 $447,214 5963 $447,214
509 STRUCTURAL STEEL
Four W33 beams each side plus
cantilever for overlook and misc steel
LB $2.00 $0 $0 $0 205000 $410,000
509 STRUCTURAL STEEL (OVERHANG GRATING) Assumed cost of grating system. SF $50.00 $0 $0 $0 1600 $80,000
515 WATERPROOFING (MEMBRANE) SY $20.00 2109 $42,184 2109 $42,184 2109 $42,184 2109 $42,184
601 CONCRETE CLASS B (WALL) Abutments, wingwalls & appr slab CY $500.00 303 $151,519 303 $151,519 303 $151,519 303 $151,519
601 CONCRETE CLASS D (BRIDGE) Deck, haunch, backwalls & piers CY $550.00 719 $395,403 694 $381,580 799 $439,631 738 $405,626
601 STRUCTURAL CONCRETE COATING Abutments, wingwalls & exterior SF $1.50 7000 $10,500 6874 $10,311 6827 $10,241 6154 $9,231
602 REINFORCING STEEL (EPOXY COATED) LB $1.25 201126 $251,408 192708 $240,885 218024 $272,530 191493 $239,366
606 BRIDGE RAIL (SPECIAL) Concrete barrier LF $200.00 463 $92,600 463 $92,600 463 $92,600 463 $92,600
614 IMPACT ATTENUATOR
Need to determine what is need at
end of bridge rails
EA $20,000.00 4 $80,000 4 $80,000 4 $80,000 4 $80,000
618 PRESTRESSED CONCRETE I (BT54 SECTION) LF $250.00 1298 $324,500 $0 $0
618 PRESTRESSED CONCRETE I (BT42 SECTION) LF $200.00 770 $154,000 $0 $0 1322 $264,376
618 PRESTRESSED CONCRETE BOX (B44x48 SECTION) SF $70.00 8309 $581,627 $0 $0
618 PRESTRESSED CONCRETE BOX (B35x72 SECTION) SF $60.00 14730 $883,771
625 CONSTRUCTION SURVEYING LS $30,000.00 1 $30,000 1 $30,000 1 $30,000 1 $30,000
626 MOBILIZATION LS $200,000.00 1 $200,000 1 $200,000 1 $200,000 1 $200,000
SUBTOTAL OF MAJOR ITEMS $2,538,742 $2,617,335 $3,023,204 $2,825,630
Unit Bridge Cost 82.0 191.0 162.1 $/sf 167.1 $/sf 193.0 $/sf 192.1 $/sf
CONTINGENCIES 25% $634,686 $654,334 $755,801 $706,407
BRIDGE ALTERNATE TOTAL COST $3,173,428 $3,271,668 $3,779,005 $3,532,037
ROUNDED BRIDGE ALTERNATE TOTAL COST $3,180,000 $3,280,000 $3,780,000 $3,540,000
T:303-444-2073
F:303-444-0611
lorisandassociates.com
Loris and Associates, Inc.
2585 Trail Ridge Drive East
Lafayette, Colorado 80026
Mastering the Art of
Engineering Structures
and Infrastructures
A-1: Two-Span All Prestressed
-- Different Girder Depths
A-2: Two-Span All Prestressed
-- Same Girder Depths
In providing opinions of probable construction cost, the Client understands that Loris and Associates has no control over costs of the price of labor, equipment or materials, or over
the Contractor's method of pricing, and that the
opinions of probably construction costs provided herein are to be made on the basis of our qualifications and experience. Loris and Associates make no warranty, expressed or implied,
as to the accuracy of such opinions as
compared to bid or actual costs.
A-3: Three-Span All
Prestressed-- Same Girder
Depths
B-1: Three-Span Hybrid Steel and
Prestressed
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page FIGURE 20 of 20 6
of freeboard above the 100-year water surface elevation (Figure 5 on page 6) and the vertical
clearance to the trail. The City of Fort Collins Parks Department requested that the initial design
criteria include 2 feet of freeboard above the 100-year design water surface elevation to the bottom
chord of the bridge deck. The Parks Department also desired to provide 10 feet of clear height at
the recreation trail. It should be noted that CDOT also considers the total flow (cfs) and velocity
(ft/sec) in determining required freeboard, but this methodology has not been considered at this
time.
The vertical roadway/bridge profile was established by Interwest and due to site geometric
constraints was not modified for each bridge. See Table 5 (page 6) for a comparison of the freeboard
and vertical clearances provides for each of the presented options:
Addendum 1 - 8214 CM/GC Services for Lincoln Corridor Project Page 12 of 20