# co_inputs

co_desc:
Planting Bed Modifications and Wetland Restoration


co_desc:
LED Taxiway Edge Lights and LED Lighted Wind Cone


co_desc:
Removal & Remediation of Contaminated Soil


co_desc:
Meth Markings, Inlaid and Surface Applied


co_desc:
Additional Modifications at A St. & Benson Blvd.


co_desc:
Taxiway Centerline & Holding Position Markings


co_desc:
Runway Safety Area Crushed Aggregate Surface Ciurse, Gading D-1


# OverUnder

ou_desc:
Planting Bed Modifications and Wetland Restoration


ou_desc:
C.O. #1 - Field Office Telecommunications


ou_desc:
C.O. #2 - STE-1 Asphalt For Tack Coat - LS


ou_desc:
C.O. #3 - 300mm Corr. Poly Pipe w/headwall


# projects

proj_desc:
This federally funded project rehabilitated the paved roadway surface along Bogard Rd from Trunk Rd to Wasilla-Fishhook Rd and along Wasilla-Fishhook Rd from Seldon Rd to Palmer-Fishhook Rd.  Work items included; paving drainage improvements, guardrail replacement, striping and signing.


proj_desc:
The Project scope involved approximately 9.5 miles in two segments of widening, reconstruction, drainage upgrades, and paving of KBeach Road.  Foamed Asphalt treated base was replaced with soil cement reinforced base.  To minimize wetlands impacts, the existing road grade was lowered 8-feet at high (20-40 feet) embankments crossing drainages with salmon streams.  A great deal of effort and coordination was made by QAP and DOT staff to immediately stabilize completed slopes, which resulted in the Project issuing the NOT to EPA this year.

proj_name:
Kalifornsky Beach Road Rehabilitation: MP 0 to 4.3 & MP 11 to 16


proj_desc:
Pre-level and pave 4 miles of the Sterling Highway between Soldotna and Sterling.

proj_name:
Sterling Highway Resurfacing MP 93.9 to 89.9


proj_desc:
Extension of the existing interpretive boardwalk and a habitat pond.

proj_name:
Potter Marsh Trailhead & Access Improvements, Phase II


proj_desc:
This pathway project was put out by the Municipality of Anchorage and admistered by the State of Alaska due to the use of federal funding for a large portion of the work.  The project consisted of connecting previous phases of the Ship Creek Trail project along Ship Creek in Anchorage.  It included 4 bridges, two large MSE wall embankment, and a cast in place concrete pedestrian undercrossing (PUC).  Also included was reconstruction of Viking Drive, from it's intersection with Post Road to about 200 feet east of Orca Street.


proj_desc:
Construct a containment berm and two operational pads at the location of the snow disposal facility.  Enclose the new facility by installing chain link fence and operational gates.  In stall two wetland outfall drainage structures.  Connect these new facilities into the existing storm drain system by installing new storm drain pipes.


proj_desc:
Reconstruct the RON Parking 12-14 Taxilane and the parking apron to meet wingtip clearance requirements for 747-8s and to adequately support aircraft loading.  Replace aboveground edge lighting with flush edge lights and provided Taxilane and parking lead-in centerline lighting.  Install ground power units to serve each parked aircraft.  Relocate fuel vaults and upgrade the fuel system.


proj_desc:
Mill and pave of the Glenn Highway from MP 34-42.


proj_desc:
This state funded project consists of improvements to the Tudor/Bragaw street intersection including median and signal work and construction of additional turn lanes from Florina street intersection to west Tudor Center Drive on Tudor Road and from, Tudor Road to Ambassador Drive on Elmore Road.


proj_desc:
This federally funded project will reconstruct Atka Airport to include rotating and extending the runway to 100' x 4,500' with a 150' x 5,100' safety area, increasing the taxiway safety area width, relocating the apron and aviation support areas, replacing the snow removal equipment building, replacing runway lighting, removing airspace terrain obstructions, constructing PAPI pads, unlighted wind cone, lighted wind cone and segmented circle, and relocating electrical and telephone services to the existing AWOS. This project will also reconstruct the airport access road and demolish some segments of the existing airport.

proj_name:
Atka Airport Runway Extension & Resurfacing


proj_desc:
Upgrade of highway data recording equipment at various locations identified on the plans as sites H-1, H-2, H-3, H-4, H-5, H-6, H-7, H-8, H-9, H-12, H-13, H-13A and H-13B.

proj_name:
CENTRAL REGION HIGHWAY DATA EQUIPMENT 2008


proj_desc:
The project consists of replacing existing incandescent runway & taxiway lights with more efficient LED lights and relocating the old regulator building to new regulator building in Adak Island, Alaska located in western end of the Aleutian Chain.  The project also constructed a future generator pad adjacent to the new regulator building.  A segmented circle pad with flight pattern indicator and runway indicator was also constructed.


proj_desc:
This federally funded project will consist of constructing an access road, connecting the community of False Pass to a new landfill site. A pre-engineered bridge will be installed across Ungaman Creek. Riprap protection will be within the creek banks to protect the bridge abutments.


proj_desc:
These two projects included signing, shoulder delineators, warning flashers, and a complete intersection upgrade at Willow Street in Kenai that extended from Cooper Landing, Kenai, and Homer; and at seven locations; avalanche signs, gates, and guardrail that extended from Girdwood down the Sterling Highway to MP 36 and to the Sterling Highway MP 4.

proj_name:
Kenai Peninsula Safety Improvements 2006 / HSIP: CR Avalanche Gate Replacement


proj_desc:
This project consists of construction of 1300 ft of 10’ pathway with improved drangae systems and landscaping in planting beds and planters from south of Muldoon at Pioneer Drive to Muldoon and Debarr intersection.  The project also includes construction of an architecturally designed plaza and decorative walls by the Muldoon Community Center.

proj_name:
Muldoon Road, Landscaping & Pedestrian Improvements, Phase II


proj_desc:
The project combines a State-Funded rehabilitation of the Old Glenn Hwy from MP 11.5 to 18, including shoulder widening, pathway, drainage improvements, highway lighting and signal upgrades; and a Federally funded HSIP project from the Mat River Bridge to the New Glenn Hwy, with shoulder widening, improvements to grade, alignment, drainage, a new pathway, new lighting and signal upgrades.


proj_desc:
This federally funded project consists of reclaiming, digouts, culvert replacement, paving, guardrail replacement, signing and striping 5.8 miles of road.

proj_name:
Seward Highway MP 37-43, Pavement Refurbishment


proj_desc:
These Federal Aid projects will provide pavement planing and a new pavement surface with revised traffic markings on Arctic Boulevard from 36th Avenue to Fireweed Lane.  Also included are: widening for right turn lanes at 36th Avenue, medians and miscellaneous inprovements to sidewalk, curb ramps, drainages, signing, lighting, signals and landscaping.

proj_name:
Arctic Blvd. 36th to Fireweed & Arctic Blvd. HSIP Improvements


proj_desc:
This federally funded highway safety improvement project resurfaced the Seward Highway from approximately Indian Valley Road to Potter.  Work included planing the shoulders adjacent to existing guardrail, pre-leveling the existing ruts, paving, striping, and replacement of guardrail end terminals.


proj_desc:
This project consists of repairing the two 10' diameter culverts at Kern Creek, located at approximate milepost 86.3 of the Seward Highway.  The project includes replacement of approximately 100' of each culvert and reconstruction of the effected road section.


proj_desc:
This project relocates the airport and constructs a new runway, apron, taxiway, airport lighting system, rotating beacon, segmented circle, airport acess road and equipment storage building.


proj_desc:
Crow Creek Road Rehabilitation includes drainage improvements, new paved lanes and shoulders and a new bridge across California Creek.


proj_desc:
This project installs 96 low mount electroliers, 6 high tower elecroliers, 4 load centers, underground conduit and conductor, juntion boxes, guardrail and seeding along the Glenn Highway from Artillery Road in Eagle River to the South Birchwood Loop Road in Chugiak.


proj_desc:
Provides new signalized intersections on the PW Hwy at Hyer R, Wagon Road, Equestrian Street and Hemmer Road. Upgrades signals at Seward Meridian, Trunk Rd and N49th. Installs new signal at Vine Road/Parks Highway Intersection.

proj_name:
Palmer-Wasilla Hwy Intxs Ph 1 &Vine Rd at Parks Signal


proj_desc:
This state funded project will rehabilitate approximately 1,675 feet of Runway 4/22 by regrading and adding 6 inches of new crushed aggregate surface course; replacing associated runway edge and threshold lights, removing existing threshold panels, installing threshold markers and stockpiling 600 cubic yards of crushed aggregate surface course.


proj_desc:
PROVIDE ALL THE NECESSARY ENGINEERING, LABOR, EQUIPMENT, AND MATERIALS TO DESIGN AND CONSTRUCT A SYSTEM-TO-SERVICE INTERCHANGE BETWEEN THE GLENN HIGHWAY AND BRAGAW STREET IN ANCHORAGE ALASKA.


proj_desc:
This is a federally funded project being coordinated by the Municipality of Anchorage which consists of rehabilitating the pavement on approximately 7,900 feet of Lake Otis Pkwy, replacing curb ramps that do not meet current ADA standards, and correcting drainage deficiencies within the project limits. New traffic signals are being installed at the intesections of Lake Otis Pkwy and Lore Rd, and Lake Otis Pkwy and 72nd Ave. Approximately 1,500 feet of 88th Ave from Toloff Street to about 300 feet east of Lake Otis Pkwy will be reconstructed to Industrial/Commercial Collector standards.

proj_name:
Lake Otis Pkwy Rehabilitation project Abbott to 68th, and 88th Ave Reconstruction Toloff to Lake Otis


proj_desc:
The project consisted of pavement rehabiliation on the Parks Highway between MP 44 - MP 53.  The project also had guardrail end treatment improvemnts, striping, and drainage improvements at Pittman Road.

proj_name:
Parks Highway Rut Repair: Lucus Road to Big Lake Road


proj_desc:
This project will resurface R/W 18/36, relocate the R/W 29 threshold and construct a new taxiway connecting the GA apron to R/W 18/36.


proj_desc:
The project consisted of pavement rehabiliation on the Parks Highway between MP 42.1 - MP 44.  The project also had guardrail end treatment improvemnts, inlaid striping, and major electrical.  The scope included a digout at MP 43.  Electrical improvements included upgrades to the existing highway lighting, intersection mods at Main Street, Crusey Street, and Lucus Road.  Also included were new traffic signals at Weber Drive and Lucille Street.  The project also included new highway signage, curb and gutter, pathway improvements and a pedestrian rest area. * Engineers Estimate includes project numbers 53297, 57264, and 55006.

proj_name:
Parks Highway MP 42.1 - MP 44: Crusey Street to Lucus Road


proj_desc:
Construction of a new airport including a runway, taxi-way, apron area and boardwalk.


proj_desc:
This Federally funded project constructed a barge ramp and staging area consisting of concrete planks and construction matting.  Work was added by Change Order to construct a 500-foot road to the west of the planned barge landing and a new barge ramp.


proj_desc:
This State funded project was split into two NTPs and two additive alternates.  NTP #1 restored the Chignik lagoon runway from 1660'x90' to 1935'x90'; in addition, the project added an apron, a designated runway crossing with flashing beacon system and a drainage ditch along the southern side of the runway.  Approximately 300 feet of the runway was reestablished to the southwest which will required realigning approximately 600 feet of Packers Creek and modifying the sanitary sewer system.  NTP #2 will establish an additional 265' of runway to the northeast.  Armor stone and filter stone will be placed along the embankment for shoreline protection.  Additive alternate 1 consists of placing a dust palliative on the runway and apron.  Additive alternate 2 will add an additional 3 inches of surface course to the runway.


proj_desc:
The project scope involved approximately 2.3 miles (1.6 miles on Gas Well Road and 0.7 miles on Wendy Lane) of crushing and stabilizing the existing pavement and base course creating foamed asphalt base course, drainage improvement, paving, and striping. The existing intersection of Gas Well Road and Wendy Lane was reconfigured to provide an all-way stop condition.

proj_name:
Kenai Area Roads Resurfacing, 2009; Gas Well Road & Wendy Lane


proj_desc:
Installation of Class III Riprap along the bank of the Matanuska River where high water has eroded the embankment to the edge of asphalt at MP 63.5. Also includes guardrail replacement and extension, willow cuttings and minor grading.


proj_desc:
This federally funded project resurfaced the Terminal and Air Cargo Aprons as well as Taxiways B, C, D, and E.  Taxiway A was realigned and resurfaced.  New lighting was installed along Taxiway A and the west side of Taxiway B.

proj_name:
King Salmon Airport Apron and Taxiway Resurfacing


proj_desc:
Reconstruct Goodnews Airport by widening and extending the existing runway ; constructing a new aircraft parking apron and aviation suppport area; constructing a new snow removal equipment storage building and pad; constructing a new airport access road; installation of a new medium intensity lighting system, rotating beacon and tower, lighted wind cone, and other improvements


proj_desc:
Repair runway pavement at Intersections of  R/W's 7/25 & 11/29 and R/W's 18/36 & 11/29 by cold planing, placing tack coat, placing new HMA to match existing pavement, grooving the new pavement and laying out airport pavement markings.  Additive Alternate 1 will repair cracks and pot holes on R/W 7/25 by cold planing and paving as directed by the Engineer, grooving the new pavement, and laying out airport pavement markings.


proj_desc:
Reconstruction of Trunk Road on a new alignment between the Parks Highway and Palmer-Wasilla Highway, with grading, drainage, paving, signilization, lighting and landscaping.


proj_desc:
This report is a combination of this project and the Minnesota Drive Resurfacing: C Street to International Airport Road project (#51340).  

Work included resurfacing of the highway from C Street to 13th Avenue.  Also included upgrades to curb ramps and replacement of all guardrail end sections.

proj_name:
Minnesota Drive Resurfacing: International Airport Road to 13th Avenue


proj_desc:
Reconstruct roadway, widen and add passing lanes from mile 1 west of Cascade Maintenance &Operations Station (MP 92) to just east of Hicks Creek (MP97). Project also includes replacement of the Hicks Creek Bridge #0547.

proj_name:
Glenn Hwy MP 92-96 Cascade to Hicks Creek


proj_desc:
Reconstruct 3.2-miles of Keystone Drive from Boundary to the end of the road. Work includes clearing; excavation and backfill of full road prism; storm drain; culverts; paving; and signs.


proj_desc:
This Federally funded project consists of constructing an asphalt multi-use pathway along "A" Street from 38th Avenue to Fireweed Lane.

proj_name:
Midtown Segment of the North South Trail


proj_desc:
The improvements included widening the existing road embankment to accommodate an expanded five lanes from Huffman Road to O'Malley Road and three lanes between Brandon Street and Huffman Road.  A Roundabout was installed at the Old Seward Hwy and Huffman intersection which required the construction of a MSE Wall. Drainage improvements also were added through the corridor consisting of curb and gutter, new storm drain sewers and an upgraded out fall system at the Furrow Creek wetlands area. New water and sewer conduit was installed to facilitate services to business between Industry Way and Klatt. New Traffic Signal systems were installed at the intersections of Klatt Road and O'Malley Centre Road, along with a new highway lighting system from Brandon Street to O'Malley Road.

proj_name:
Old Seward Hwy: Brandon Street to O'Malley Road


proj_desc:
This federally funded project will complete the structual section and install lighting for the new parallel runway, R/W IR-19L and three taxiways connecting R/W 1R-19L and R/W -1L-19R. This work will also include a new standby generator module, airport primary electrical service and a structual section for Taxiway F. Future PAPI locations will be be rough in.

proj_name:
Bethel Airport Improvements, Phase 3, Stage 2, Parallel R/W


proj_desc:
Rehabilitate the access road to the airport along two bluff sections, including placement of new armor stone protection.

proj_name:
Chignik Airport Access Road Rehabilitation - Rebid


# rates

remarks:
Revise the curb ramp 6-day time limit, and clarify penalties for not meeting the deadline.  Our specs said traffic price adjustment for going over 6 days, but as written it could not be assessed - no traffic lanes were delayed.  Add verbiage specific to the curb ramp deadline and clarify the adjustment.


remarks:
Most typicals were OK, but the template depth didn't consider the thickness of the insulation board or bedding material.  Utilities relocated according to typicals were not deep enough.


remarks:
MCL has many blocks for approvals based on QPL, but the QPL has almost nothing in it.  Recommend expanding the QPL.


remarks:
Night work due to traffic loading is understood.  Limits placed on night work due to noise permits is also understood.  Recommend additional contract duration be considered when night work is specified in residential areas.


remarks:
Schedule was tight, but should have been doable.  For jobs bidding in the middle of summer, suggest reviewing the "lost days" due to utility agreement work, that prevent first season underground work.


remarks:
Phasing on 88th was not followed.  Project Engineer and Superintendent went to local businesses to suggest a full road closure, and all agreed.  Full closure produced a better product in a shorter time, and worked well here because of the available detour to Abbott Road.


remarks:
Nerland Agency was awesome.  Very responsive, even for last minute requests.


remarks:
Several noise complaints from the Lake Otis at Azurite area.  Be aware on future projects, it's a sensitive area with vocal residents.


remarks:
MOA support was excellent throughout the project


remarks:
Disagreements between DOT and MOA were not fun to navigate, but it was likely better for the project to have an independent consultant as a go-between to see both sides of disagreements and try to do what's best for the project.


remarks:
Coordination with Utility companies was excellent, throuout a neverending barrage of unforseeable underground issues.


remarks:
USKH was very cooperative while working through submittals, RFIs, and field issues.


remarks:
The special provisions called for a surface applied, glue down ADA pathway tile.  The tiles failed during the first winters snow removal.  In areas where the pathway is maintained a inlaid tile is preferred.


remarks:
The plans and specs did make it clear as to which driveways required ADA pathway tiles.


remarks:
The plans did not include accuracte survey control for the special ditch at Pittman Road.


remarks:
Intersection striping details and quantities did not include crosswalks that were removed during approach reconstruction and paving.


remarks:
All comments were covered by project staff.


remarks:
Suggest striping 50% application one direction, then final 50% application other direction.  Keeping the reflectivity in the second application may increase reflectivity.


remarks:
GCP 40-04 should be worded such that usable excavation is excavated and placed as one pay item.  For example, do not pay to excavate usable material and then pay to place it as Borrow.


remarks:
GCP 50-12 should be covered at the Preconstruction Conference.  Invite Weights and Measures to the Conference and have them spell out exactly what they are looking for from the Contractor, possibly providing a blank form as an example.


remarks:
G-130 Field Office:  Change specification to require 2 separate phone lines, in addition to a fax line, for a total of 3 lines.  Also require the contractor to furnish phones with integrated digital answering system.


remarks:
P-620 Painted Marking Removal.  Recommend directing the use of pressurized water removal vice the current statement that states "remove to the fullest extent possible without damaging the surface".  Following grinding removal, the Engineer heard from the local pilots that they couldn't tell the marking had been removed.


remarks:
Fewer typical sections reduces chance of error.


remarks:
Require weekly schedule meetings to keep the project staff abreast of the contractor's schedule, including alternative plans should weather cause undue delays.


remarks:
Liquidated damages should be added to specific dates in the phasing plan.


remarks:
Differing bid prices between Basic Bid, Add Alt 1 and Add Alt 2 make documentation difficult.


remarks:
T-905 Topsoiling.  Topsoil requirements are difficult to meet with the native material at this project site (gradation and organic content).  Native material grows native vegetation, and it is recommended local conditions are given more weight when specifying Topsoil requirements.


remarks:
T-901 Seeding.  Required the use of a hydro seeder for 510 Square Yards (0.1 acres).  This is an uneconomical use of Department funds where it seems hand seeding would meet the intent.


remarks:
P-401:  Joint and price adjustment specs are very time consuming and difficult to understand.


remarks:
The Michigan Wedge did not work as desired by the Contractor in this project.  It ultimately generated a price adjustment of approx (-)$90,000.  The service life of the joint may also be adversely affected by use of the Michigan Wedge.


remarks:
G-135:  Instead of simply stating "Comply with construct survey requirement", add "See Appendix "___"".


remarks:
Project Engineer requested Post Mortem comments from the Prime and from the Subs, and nothing was received from either.


remarks:
The dig out stations called out in the profile drawings did not match the stations called out in the typical sections.  The dig out area was field fit to the areas of subgrade failure.


remarks:
The pedestrian rest area features raised concerns from local business owners about Parks Highway frontage visibility.


remarks:
The plans and specs called for asphalt removal and approach rebuild at KGB Road and Parks Highway intersection.  This work would have included the area that contained the traffic loops for this leg of the traffic signal.  These loops where installed in phase 3 of the parks highway and where not scheduled for replacement.  This approach was held short so as to not damage the existing loops.


remarks:
The design for the storm drain system at Main Street and the Parks Highway did not appear to take into account existing utilities.  There where several conflicts with the storm drain design at this locations and it had to be abandoned for a new intersection grading plan to deal with surface water at this location.  It appears that the globally the storm drain system was designed off of out dated asbuilts and required field fitting of every structure.


remarks:
The plans referenced both a design centerline and an existing centerline through taper areas of new intersections.  This lead to a diffaculty in identifying design locations for both traffic mods, striping layout, and median curb.


remarks:
Intersection striping details did not include crosswalks locations and termination points for turn pockets and lane divide lines, also locations for middle lane turn pocket arrows


remarks:
The project called for highway lighting system upgrades along the Parks Highway corridor.  These upgrades included luminaire replacements, but the intersections of Parks/Main and Parks/Lucas were not included in the luminaire replacement schedule.  These had to be added through change order 1.


remarks:
Pretty flat construction site not a lot of runoff potential.


remarks:
Locals were concerned and had a high turn out.


remarks:
An idea for future projects a short weekly notice posted in the community center would go along way with the townspeople.


remarks:
A short weekly notice would help with curiosity seekers


remarks:
The new construction provided access while the entire town did not.


remarks:
Sand tends to erode quickly when used on slopes


remarks:
Lots of organics hard to place on slopes


remarks:
Survey should be held to specifications giving staff time to check work prior to starting of grading


remarks:
Contractor did very good with the methods used to complete the project


remarks:
Contractor could have supplied more lights


remarks:
Vehicles supplied were approprete for the job.


remarks:
The project had a simple design that left room for field adjustments


remarks:
The plans called for a two inch overlay of Wasilla Fishhook Road.  However Wasilla Fishhook Road had several areas where the subgrade or existing asphalt had failed, the resulting services was extremely alligatored or potholed.  This made it very diffacult to control the yield of the new two in lift of asphalt and raises alot of concern about the life expectency of the new mat.


remarks:
The Traffic Maintenance specifications allowed for 6,000 feet of asphalt to be removed or crushed at full roadway width.  This created several constuctabilty issues including limiting the paving joints and maintaining traffic.  The contractor was allowed to maintain a longer gravel surface then this with an end result of the foaming and paving of this section of Bogard Road being completed in a shorter time.  Following the specifications the estimated time to grind, foam and repave bogard road was 12 days. By allowing the contractor to open more road the same stretch of Bogard road was completed in 7 days.  Since a 24 hour a day pilot car must be run during foaming operations by allowing more road to be ground the department saved money and the impact to the public was minamized


remarks:
An inspection of the proposed guardrail for Bogard Road found a need for additional W-Beam Guardrail in several areas.  Had a length of need study been performed during the design phase these discrepancies would have been caught.


remarks:
Designate the slope intercept for pipes with end sections on the pipe details.  Check pipe lengths based on the end sections.  The design comps for pipe lengths often include the end section.  Required pipe lengths were often 10-feet shorter.  This problem has come up on several projects.


remarks:
Add street and approach details in areas of major grade drops to address steeper grades and utility impacts.


remarks:
The Beaver Dam:  QAP - Have never put a “dip” in a perfectly good, flat road before, but I guess there is a first for everything.  Securing the enviro. Permits needed and increasing the slope footprint would have obviously been the ideal design.
DOT - The cost analysis for lowering the existing grades to minimize wetland impacts should include utility impacts, added excavation, and public/traffic impacts.


remarks:
Plans had two speed limit signs for 9.5 miles of new project.  Additional speed limit signs were added.


remarks:
QAP - Making pavement removal for the approaches subsidiary to the Approach Item instead of paying it under 202(2) is fine, but this is the first spec I have ever seen like this and a major change should be listed in front of the Specials on that yellow sheet titled “Special Notice To Bidders” or at least in the Specials for that Item.  Possibly not a big deal on smaller jobs but became an issue on this project since there were 161 approaches that were re-done and required more pavement removal than originally thought due to paving the approach back to adequately match the new mainline.  Sort of an entrapment issue of the Contractor.  
DOT -  Add note on approach details that asphalt removal is incidental and removed back to plan length.


remarks:
Design did a good job designating straw vs. jute matting in 619 of Specials.


remarks:
If message boards are incidental and/or become the property of M&O, clearly note in the Special Provisions, Basis of Payment.  This requirement has been incomplete or ambiguous on several projects.


remarks:
M&O generally requests culvert markers at all approaches to avoid plow and snow machine impacts.  Require culvert markers on all culverts in the Specials.


remarks:
Add water proof gaskets at all pipe connections.  The existing culvert at Beaver Dam had a 3’x3’x4’ void above the pipe under the asphalt. Note roadway heaving or settling at pipe crossings.


remarks:
Culvert End Sections are not considered “incidental hardware”.


remarks:
In wet installation areas, over excavate 12-inches, add geotextile separation fabric, place 6-inches of drain rock, and cap with compacted Select A.


remarks:
Straw mat all slopes draining into live water.


remarks:
Create Items for measures like “dissipater pads” or “pipe inlet sediment trap”. They were required by permit at each cross pipe and were all the same dimensions.


remarks:
Pipe inlet sediment traps, required by permit, were ineffective and costly to install.  Use lined channels or wattles, or other measures.


remarks:
Rock ditch checks also have a poor performance as a sediment trap.  They are costly to install.  The Design detail for installation sequence should be changed to spread them out more in dryer areas. Wattles and rock lined ditches are more effective.


remarks:
Soldotna branch M&O and our Environmental Seciton helped coordinate the development of a strategic waste area at the Kasilof Airport at MP 2 KBeach Road, which benefited both DOT and QAP.


remarks:
We had ten cluster mailboxes on the project to replace existing mailboxes on the shoulder.  Upon installation, the Kenai Post Office refused to manage the boxes. They ended up giving the keys to individuals to “own” the boxes. Anticipate coordination in the Design phase.


remarks:
401(6) Asphalt Price Adjustments: QAP - Taking mat densities in approaches should not be part of the “Lot” price adjustment calculations.
DOT - If the random number came up in an approach and it was large enough for a full roller pattern, the mat densities were taken in the approach. Densities were not taken in driveways.


remarks:
Foamed Asphalt Stabilized Base Course:  QAP - A solution was figured out by the Department in a timely manner concerning the foamed asphalt / cement dilemma.  The use of cement only in the roadway saved the State money and still provided a good product.
DOT -  Cement reinforced base was noticeably more durable and held up well after application. No issues with damage to public vehicles from cement corrosion.


remarks:
Foamed Asphalt Base Course:  QAP - This item was modified to include delete the asphalt cement and replace it with an increased quantity Portland cement.  The only reason this was changed was because of an error in the Special Provisions that forgot to include an asphalt price index adjustment for this item, as was admitted at Precon.   However, this saved the project $350,000 in costs as it stood and still provided a structural road prism.  Including the asphalt in the price index adjustment and foaming the project as it was designed, would have put a $700,000 swing on our current contract value as the price index for the asphalt would have amounted to an extra $350,000 cost to the original contract.  
DOT - The 401 Special Provisions was incomplete and ambiguous, but the impact was addressed equitably.


remarks:
QAP - Would have been nice to balance the cuts and fills a lot better on this project though understandably not always possible.  Or explore the use of designated waste sites along the project before the project goes to bid.  There was an excess of 110,000 yd3 to get rid of on the project.  
 DOT - Most of the unclassified excavation did not meet Select A.  With several deep dig outs for cross pipe installations, s Select B spec for the lower embankment limits would have enable us to use more of the unclassified excavation.


remarks:
Add temporary asphalt for pipe crossings on high volume roads.


remarks:
Asphalt design quantities should include the 6-inch cut back at the joints that is wasted.


remarks:
QAP - The use of hot applied preformed marking tape is the way to go on these projects as after the road is paved there is no waiting around for the stripers to show up which turns into a battle as winter looms.
DOT - The tape striping is much less toxic than meth paint, is more uniform, and on this project we had excellent performance.


remarks:
Design striping quantities did not include transition lengths out of double yellow into passing lanes.  Additional payment was made to the contractor for a substantial striping quantity overrun on a lump sum item.


remarks:
Include a geotextile item on every project with widening, drainage upgrades, or environmental measures for diverting live water.


remarks:
Several details on the Plans required geotextile, but no item.


remarks:
Construction Project Office Contact sign received a great deal of response.


remarks:
Include in the design comps the asphalt quantiy required for the 4 to 6-inch joint cut back for mainline paving.


remarks:
The design for pre-leveling ruts with overlay worked well with good final product.


remarks:
All patches or cutouts should require temp asphalt.


remarks:
Because of impacts from grinding, the traffic loop quantity increased from the design quantity of 8-each to 24-each. Existing loops were located in or near the bottom of the asphalt layer.


remarks:
Except on large extended gore striping, durable pavement marking tape worked really well and is much less toxic than the Meth option.


remarks:
Lump sum striping quantities were almost 100% over actual.


remarks:
Electrical upgrades should extend to the control panel.  Do not piece in new materials to older worn and substandard materials, in this case, traffic loops.


remarks:
Drawings were very well put together with no holes to exploit.


remarks:
The pond finger typical sections were very hard to construct. Would recommend different construction style for frozen ground excavation.


remarks:
The Pedestrian spur access puts people directly into bear habitat.  ADF&G is fully aware of the Department's stand on this issue.


remarks:
ADF&G was very good about giving us permit modifications when needed. In some cases, however, the mods were required just to complete the construction in a normal manner.


remarks:
When boardwalk height was over 8', the piles would deflect enough to cause discomfort to the public. I would choose a pile with a larger Moment of Inertia such as an 8" pile to offset this.


remarks:
There was a station break for no reason.  The station equation ended up causing an overlap of stationing so in a short section of the project, there was duplicate stationing.  This caused confusion in documentation for locations of structures and other aspects of the project.


remarks:
The original design would not meet ADA requirements with regards to the grades across two of our bridges.  The bridges were drawn in as a straight line, however, the required bridge camber (1%) would cause a portion of the bridge deck to exceed the 5% ADA grade limitation.


remarks:
Clearance requirements for the bridges over the creek and railroad were not satisfactorily handled in the design, leading to delays to verify restrictions and costs for redesigns of structures.


remarks:
Entrance and exit angles from tunnel resulted in users not being about to sight out of or into tunnel when approaching or leaving.  It should have had straight approaches so you could tell if it was clear before you are comitted to traveling through it.


remarks:
Water stop that was necessary in retaining walls was not called for in the plans.  This resulted in extra cost to the Department.


remarks:
Micro-silica content of 25% called for in the plans was far too high.  12% still resulted in significant cracking during curing.


remarks:
Specifications detailed the abandonment of a manhole.  This turned out to be a leftover specification from another phase of the project and was not supposed to apply to this project.  This mistake resulted in thousands of dollars in cost to re-establish access to the manhole.


remarks:
Do not mix "design build" and "owner provided" designs.  This project was primarily "owner provided" where the owner (MOA) developed the design and provided it to the Contractor, however, the bridges were "design build".  This mix created a ton of confusion related to where the "design build" ended and where the rest of the design started.  Go 100% one way or the other, not somewhere in the middle.


remarks:
Large concrete blocks were located inside the structural section of the trail.  There was no provision in the specifications for removal of these blocks, but they had to be removed to complete trail construction.


remarks:
Utilities inspector (George Faust) was very helpful in dealing with the electrical company regarding utility related concerns on the project.


remarks:
The plans and specifications were no clear as to the limits of responsibility for "design build" aspects of the project.  The bridges were design build, however, it was unclear who was responsible for abutments and approaches depending on the bridge design selected by the Contractor.  Simple wording in the Contract would resolve this.


remarks:
The contractual relationship was not immediately clear with all the different players involved. I think issues would have been resolved more timely had USKH not been involved. In my opinion, the DOT would have had the ability to resolve issues quicker and more efficiently that going through the process of involving the Muni and USKH. This would have allowed the DOT to take more ownership of the situation rather than just acting as the middleman.


remarks:
The DOT should have pre-qualified bridge suppliers and their designs so we could have had a predetermined design to choose from. The bridges were too large of a scope of the entire project to rely on the little information that was provided in the plans. The effects on the trail from altering the bridge design could not have been known at bid time. However, if we had been given a list of pre-qualified bridge designs, than we could have planned for the associated effects appropriately.


remarks:
The different stationing on the project from phase III to phase IV could have been avoided and made a little simpler. Also, the drawings were difficult to read (specifically phase IV plan & profile/Post Rd. Intersection) with all the different Autocad layers shown on the drawings.


remarks:
The non-designed bridges within a fully designed embankment is TOTALLY irresponsible.  It does not work.  Never do it again.  “Implied” design-build within a design/bid/build project does not work.


remarks:
State project staff should have the attitude that problem solving and ideas to accelerate or keep the construction schedule on track are necessary and positive actions on any project.


remarks:
Quick, reasonable project modifications are inevitable on any project and should be responded to on the project level more expeditiously. i.e. ? storm drain running through the cast-in-place concrete wall keyway.


remarks:
Hold monthly project meetings during off-season (Nov ? Mar) and specifically discuss schedule, submittals and material procurement.


remarks:
Track jointly RFIs and submittals approval duration.


remarks:
Verify that coordinate tables listed in the plans to located structures are consistent with details listed in the plans for the same work.  This project required the placement of a significant quantity of chain link fence.  The details showed the fence in one location and the coordinate table showed it in another.  Sheet 6/11 and 8/11.


remarks:
The traffic detour described in the work was not applicable for airport specific vehicles.  A better understanding of airport traffic vehicles and routing is needed in the future.  Sheet 5/11.


remarks:
SWPPP drawings included in the specifications were not consistent with the work described in the plans.


remarks:
The Geotextile Stabilization Fabric depicted in detail 3/10 on sheet 10 should have been shown to extend beyond the embankment toes.   We found that as the embankments was built the fabric sucked in towards the center of berm


remarks:
Quantities listed in the bid schedule for Items P-681a and P-681b were incorrect stated and significantly different.


remarks:
The Utility Agreement for the job arrived at our office after a majority of the work was completed.  Project documents need to get to the engineer in a timely manner.


remarks:
G-135 specification is out of date and needs to be refreshed to address more thoroughly the use of DTM modeling for earthwork calculations.


remarks:
The G-135 Construction Surveying specification is beyond dated and needs to be re-written.  The specification allows using DTM for calculating earthwork quantities but does not set standards or indicate what formats or data are acceptable.  Modeling can be accomplished in numerous ways and without a standard and accepted practice verification of quantities can be very difficult.


remarks:
Verify that all survey control points listed in the plans physically exist.


remarks:
Verify that notes and details shown in the civil plans agree with notes and details shown in the fuel plans which have been design by others.  Pipe trench details.


remarks:
Verify that details accurately reflect desired work to eliminate confusion and purchase of unneeded items.  Construction and Expansion joint details both show expansion caps. Sheet 16R/40.


remarks:
Indicate in the specification that all airport traffic control plans will be routed through airport operations prior to approval.


remarks:
There should be at least one contact person who is familiar with the project, available during business hours, to provide engineering support during construction.  If the contact is going on vacation then another person should be identified.


remarks:
More effort is needed to field verify existing MH structures and associated pipes in the design phase. Many of the structures at the airport are either cast in place or irregular in some other aspect.  Many times the information in the plans regarding the number and size of inlet/outlet pipes is incorrect.  The detail for adjusting MH’s given in the plans is out of date and non-representative of the required work.  These discrepancies impact the project and sometimes lead to change orders.  MH 10-8 & Sheet 17/40


remarks:
On this project there were existing electrical items to be removed which were located outside the pavement removal cut line indicated in the plans.  In addition, new electrical work on TW M also fell outside the pavement removal limits.    Better communication between civil and electrical designers is needed to prevent these errors from happening.  Sheets E3R &E3.


remarks:
Verify that work described in Utility Agreements is consistent with per plan work as far as quality of materials and installation.  Bollards installed by CEA under the utility agreement are a FOD hazard.


remarks:
Work was awarded late in the season.  The project included numerous long lead time items and a time critical construction schedule.  We were very lucky that everything worked out.


remarks:
The Contractor had additional problems with their Striping Subcontractor.  This sub could not perform and was kicked off the job by the Contractor for non-performance.  The non-performing striping sub-contractor caused the Contractor to go past the project completion date by 14 days.


remarks:
Striping of the project gores, intersections, and directional arrows were not accounted for in the design quantity calculations.  The design comps only accounted for center and fog lines.  This additional striping quantity was paid for under a Change Order.


remarks:
We closed the Glenn Highway from MP 34-42 during our periods of night work.  This enabled the Contractor to safely and efficiently mill and pave the roadway.


remarks:
As part of our nightly Glenn Highway closure we routed traffic down to Seward Meridian and the Palmer-Wasilla Highway.


remarks:
Curb ramp dimensions appears 3 different places with different numbers. Needs to varify the correct dimension.


remarks:
Bus stop pads note indicated to use 2X2 dummy joint but the drawing did not reflect the note.


remarks:
Bus stop pad dimension did not consider the size of the foundation.  According to busstop dimensions and size of the ped light foundation dimension, the portion of the foundation goes outside of the bus pad.


remarks:
Curb ramp and concrete side walk method of measurement is ambiguous.  The wording "including ramps" needs to be better defined.  It leads a conflict with the measured area of sidewalk and each of curb ramp.


remarks:
On sheet 8, for median curb detail implies 6" of colored concrete where all medians are 4" colored concrete.  It also indicated that the wire mesh installation in the detail where special only requires on 6" bus stop pads.


remarks:
The asphalt bore log which was provided with the bid documents indicated that all removal of pavement should be a depth of 4".  In reality it was over 8 to 12" in most of cases.  It caused project extra money to handle and dispose of the material.


remarks:
Due to a late award toward end of the year 2008.  The contractor had to accelerate the schedule and also to change interim completion dates.


remarks:
Included traffic control plan was greatly modified to complete the closure.


remarks:
For the Rebid, the Centerline for each of the two bluffs was shifted 3 feet from Project Centerline.  This caused a good deal of conversation between and among the Project, Contractor, Surveyor and Designer.  It was ultimately resolved.


remarks:
Public meetings were not held.  Public brought issues directly to Contractor and/or State.  Primary concern was narrow width of design roadway.


remarks:
Good interaction between City/Village and Cotractor and State.


remarks:
Material meeting borrow spec was difficult to produce.  A Change Order changed the spec to allow the controctor to use more economically produced borrow with material on site.


remarks:
The material source the Contractor chose to use provided a lot of unacceptable material that had to be wasted.  This ultimately led to a delay of project completion into another construction season.


remarks:
Avalanche gate design was modified at no additional expense for mechanical raising and lowering motions (instead of manual).


remarks:
Asphalt patching for trenching across paved approaches in Homer and Cooper Landing was not addressed.


remarks:
A design changes at Willow Street intersection after bid opening, changed the scope and affected major quantities.


remarks:
New pole foundation at Willow Street was centered over existing 6-inch gas line and 10-inch water line crossing.


remarks:
Pads were added for the avalanche gates to allow for a flat, safe working area for M&O.


remarks:
DOT’s details for the load center mounting height and conduit out of load centers (rigid vs flexible) did not comply with HEA requirements.


remarks:
Frangible sign base foundations should be graded to drain to avoid “cupping” at the top of the foundation.


remarks:
Additional grading was required at some guardrail locations for the terminal end flares.


remarks:
Willow Street flasher and existing street lighting required a Type 1A Load Center, not Type 2.


remarks:
Add festoons in new poles in urban areas.


remarks:
Clarify payment of concrete for curb ramps. Specifications are ambiguous for bidders.


remarks:
A clearing Item should be included for sight distance clearing for new signs.  Required clearing on this sign project was substantial and considered incidental.


remarks:
Include replacement frangible connections for breakaway foundations with the signs.


remarks:
Bird window for clearing, archeology sites along Sterling Highway, and eagle nests in Cooper Landing made the project focus more on environmental impacts during construction.


remarks:
Excellent support from Traffic Design and M&O area Foremen.


remarks:
USKH and Traffic Design staff were responsive to field questions and support for design changes.


remarks:
Remote concrete pours were a major difficulty.


remarks:
Shoulder reflectorized delineators are durable and very effective through Cooper Landing/Sterling Highway narrow roadway.


remarks:
The added Avalanche signs required winter work after other work was completed.


remarks:
Road borings across the Sterling Highway for Flashers minimized asphalt cuts and traffic impacts.


remarks:
Allowing for the use of precast concrete bases worked well.


remarks:
The engineer (Gary) & inspector (Ryan Raidme) were reasonable to work with.


remarks:
The avalanche signs on the pass were poorly planned.  The designers should have done a better job of coordinating with maintenance as to their locations.


remarks:
Dewatering for sign foundations was more difficult than anticipated.


remarks:
Rock was encountered during drilling of sign foundations.


remarks:
All typicals were understandable and neat but it was somewhat different than department's typical.


remarks:
There was some disconnect between the landscape portion of the drawings and civil part of drawings


remarks:
Due to some ambiguous comments on the specification, it created the discrapencies resulting a change order to add more cost to the project.


remarks:
The project had two different design engineering firm, Landscaping portion and the civil portion, it too more than usual to approve materals and shopdrawings.  Both design parties had some different opinions and same items.


remarks:
Caeful review was need to define the wetland.


remarks:
COE and EPA had different opinon on how to justify the wetland than the department.


remarks:
Muldoon community council was very active in the begining and the first part of the construction, but the toward the later part of the construction, it faded out since the new ellection og the officials.


remarks:
The best part about the project.  The consulting firm, Hoefler Consulting Group, was by far the best people to work with.  Easy to work with, always on top of everything.  Quick responses to any problems.


remarks:
Access was not addressed on the job.  Change order was written to modify the area to suit the requirement


remarks:
All members of the environmental group in our section was very helpful


remarks:
COE & EPA was difficcult to work with in the begining, as the problem resolved, they were sometimes somewhat helpful.


remarks:
There were some comfusion about the deliniation of the wetland. Change order had to be written to mitigate the possible violation.


remarks:
Public information program was excellent!


remarks:
Stop bars and other minor striping items were scheduled to be replaced by the Methyl Methacrylate Pavement Markings but by M&O's request and the specification, later changed paint.


remarks:
When curb ramps were scheduled to be replaced and planters were called out for the areas, the designers neglated to look over the loops and ped push buttons.


remarks:
Line weights could use improvement. Sometimes difficult to differentiate existing from new construction


remarks:
The spec shutting down top lift in August was unnecessary and should be looked at closely for its appropriateness. There may be specific places on the job where it might be desired, but not necessarily everywhere.


remarks:
There was some difficulty with the ROW situation because of some of the original ROW orders that pre-empted later surveys, such as the 1917 act. Various landowners truly believed they owned, for instance, to the center of the road. Explaining this to totally confused folks could be a chore, although Linda Hummel was very helpful in bringing me to a level of slightly less confusion. ROW could help enormously by publishing a primer on the various situations a Project Engineer might encounter.


remarks:
There was none. We coulda used some as some assumptions on quality of the material were wrong, and much less usable A was found than projected.


remarks:
Job came out too late to do clearing. We were fortunate to have the DOT Maintenance group to do the clearing prior to Contract award and the bird window.


remarks:
Contractor did well at it, although the job would have been less costly to the state had the utilities been completed prior to the award, rather than having that work done concurrently.


remarks:
Done well and with much creativity. Contractor generally understood dynamics.


remarks:
Met with the local community council with favorable results.


remarks:
The public info line worked well, as did the flyers, message boards, etc. Good comments from the public.


remarks:
Contractor and DOT staff did well. Several accidents on the project, none caused by construction activity.


remarks:
We could have done better downtown during curb construction.


remarks:
Occasional disruption. Local merchants sucked it up well. We made the effort to visit with them and try to meet their concerns. This was much appreciated.


remarks:
Not our strong point, but generally adequate.


remarks:
No complaints except for a short duration of night work, which we kept to a minimum. Otherwise, nothing out of the normal.


remarks:
Generally courteous and patient.Volume varied widely from one end to the other.


remarks:
This should be an A+. Palmer M&O mobed up and did our clearing for us, and helped us all the way thru the project.


remarks:
Contractor worked well with the Utilities Contractors. Difficult job because Utilities done concurrent with the work.Utilities Contractors were flexible and helpful. Would be much more preferable to have Utilities prior to award, and to give Utilities section surveying capabilities.


remarks:
Excellent. Several issues were promptly and intelligently addressed when we needed good answers in a hurry.


remarks:
Piling, or anything to do with steel or welding by an electrical sub is a royal pain in the butt, costs us more money than other means, and always leaves a doubt in your mind whether it is acceptable. I suggest Xrays to be required on all welding, no ultrasonic.


remarks:
We need a GPS and total station spec for surveyors. We also need dedicated volume calcs on autocad to complete this onerous task.


remarks:
We should eliminate meth and go to yearly paint if we want reflectivity. The meth contractors probably don't have enough work to both remain competitive and to keep their equipment up.


remarks:
The Contractor feels that we've partnered well and listened to their ideas and concerns.


remarks:
Porous backfill typical depth should be at least 12 inches


remarks:
Foamed ashphalt base course specs need to be modified to be modified.


remarks:
August 15th final lift paving deadline worked well.


remarks:
The traffic spec for no lane restrictions noon Friday to 10:00PM Sunday worked well.  Weekend traffic volumes were too high for one way traffic.


remarks:
Excavated material from digouts should be noted on the typical sections as “to be wasted, or utilized outside the structural prism of the roadway”, not just accounted for in the quantity computations. This created a problem in managing the work.


remarks:
The typical for the MP 39 Digout French drain graded at ?2% to the left assumed an existing fill section on the left throughout the digout. This was not the case and could have been readily discernible.


remarks:
The Ditch Linear Grading typical section does not re-establish adequate drainage capacity, or clear vegetation sufficiently.


remarks:
Insufficient existing pavement core information lead to missing the approx. 10” existing pavement thickness for the first 2500’ of the project and necessitated a CO to compensate for the additional effort required to grind and foam it.


remarks:
MP 42 Pit’s eventual failure as type A borrow source. If MP 42 Pit is made available for the MP 42-50 refurbishment project, the bidders should be cautioned that the remaining material will have to be processed to meet type A borrow.


remarks:
Some drawings were old and did not provide inough information that caused to contact the design consultant.


remarks:
Some specifications were referring to the standard speicification which was not applied to the job specific.


remarks:
There were some conflict between the consultant designer and the department's designers.


remarks:
The silt fence that was scheduled to be installed was not necessary since the existing condition and the vegetation was so thick, it was not necessary to install some of the sections.


remarks:
Construction award meeting was scheduled as per specification.  The meeting was not held due to lack of local interests.  The contractor was supposed to accoun for the meeting which might have been included in the bid price.  The Post Award meeting with the local could have been elliminated.


remarks:
It was called out very thourghly and easy to follow the direction.


remarks:
It was prompt when asked, but no direct help from the consultant if it was not directly related to the plan they have put together.


remarks:
Item 640(1) Mobilization and Demobilization: Unfair to the contractor who has a project at disconnected from highway. Their major expenditure sometimes are transporting equipment and supplies in and out of place even before actual construction begins. This typical highway Mob and Demob specifications allow contractor earns 4%of the original contract amount from other bit item. This type of contract was overburden to the contractor. In this case aviation Mob & Demob specifications work better and  fair to the contractor. I had to write a change order to increase payments.


remarks:
Item 301(4) Aggregate Surface Course, Grading E-1: Geotechnical gradation reports indicated that the dredged stockpile could incorporated into screening for grading E-1 but lack of  #200 sieve fail to met our specifications.  Need precise  representative geotechnical work has to be done before award the contract.


remarks:
Bid item should address not only specified Silt Fence. Should be mentioned either use Silt Fence/Straw Wattle. I rather see straw wattle installation in my project. Straw wattle is easy to install, less maintenance, and not need to remove after project is done.


remarks:
Contractor insisted using GPS surveying. What's the Department P&P for this matter? How do we handle if they use GPS? We have to tighten our surveying specifications.


remarks:
Item 501(4) Class A Concrete: Contractor decided pouring concrete in town and transforting  precasted concrete  abutments, wingwalls, and backwalls for the bridge abutments. Advantage was controling quality, testing, and inspection. Disadvantage was frequent loading and unloading, shiping and handling could damage structures by in process. Even a small hairline cracks on the structures required bridge designer's recommendations to repair. To resolve this kind of problem took a lots of time and efforts among the contractor, project staff and bridge designer. I don't have a better solution for this kind of situation. We have to live with it I guess.


remarks:
This project came out very late in the season.  The weather this late in the year is questionable at best, especially for a paving project that must be done at night.  Temperatures were frequently right on the edge of acceptable limits and frequent rains hindered getting the project done promptly.  Despite granting almost unlimited work hours toward the end of the project, the striping was completed the day before the first snowfall of the year.


remarks:
Striping Plans - The plans called for the new striping to be installed in the same location as the existing striping.  This was not consistant with what was desired by the traffic section.  Existing conditions had the lanes at varying widths, almost always wider than the 12' lanes desired by the traffic section.  This should have been worked out before the plans were put out for bid.


remarks:
M&O were very helpful when asked to assist with lighting around the weight station.


remarks:
Plan drawings did not accurately show the location of the new/old connection.  Although the planned joint location was based on field conditions, the estimate was for 100' of pipe to be removed, yet the drawing depicted the joint at about 80'.  Showing it at the 100' point would have indicated the potential for additional utility concerns that could have been easily overlooked otherwise.


remarks:
The designers, knowing that there was some amount of unpredictability to what was going to be encountered in the field, gave a good amount of leeway to the construction staff to come up with minor changes as needed in the field.


remarks:
Project specifications included over 2 pages of MCL entries for "traffic maintenance" items, where older projects only had 2 items.  These are only temporary materials and will not be incorporated into the final project.  Further discussions with the traffic section indicate that this section is no longer needed and should not have been included in the MCL in the first place.


remarks:
This project was slated to be done in winter conditions.  The only way to get hot mix asphalt for the temporary surface as specified was to use a recycling machine, thus extra allowences were needed.  There should have been some consideration for the time of year in the plans.


remarks:
Department utilities section (Larry Laughton specifically) was very available and willing to help whenever it was needed.  Frequent site visits allowed him to determine that the ARRC flagger was no necessary as much as originally planned, thus saving the Department significant money.


remarks:
Drawings were clear and concise.  No major problems or questions were raised during construction.


remarks:
Specification were clear and concise.  No major questions or problems occurred during construction.  However, no tie downs were typified for the warming hut placed on the apron.  Recommend that tie downs be considered for warming huts on all future projects.


remarks:
Sections were adequate.  Transitions tables located on the typical cross-sections sheet were a wonderful asset.


remarks:
A change in contract occured between Manokotak Power and DOT&PF Utilities which allowed the elevated high voltage line to be installed underground.  Consequently, during installation Manokotak Power disturbed more than one acre of soil within the ROW for the Airport Project.  However, the contract between Manokotak Power and DOT&PF Utilities was not ammended to require a SWPPP.  To avoid EPA questions, the Contractor and the Project agreed to remediate the disturbed areas created by Manokotak Power.  This obviously created a large materials and equipment inconvenience in a situation that was clearly not the Contractor's responsibility.


remarks:
The existing Manokotak high voltage power line was to be extended from the village to the new airport via a separate utility contract between Manokotak Power and DOT&PF Utilities.  Discrepancies in contract time between DOT&PF Utilities and Manokotak Power caused scheduling conflicts with Knik.  As a result, the new runway was opened without power, and Knik was pushed to the end of the project dead line.


remarks:
The Department's desing consultant for Manokotak Airport Relocation was a great asset.  PDC Inc. Engineers was readily available for design questions and very prompt in submittal review.


remarks:
Consider revising concrete foundations for SREBs to steel-skid or steel-beam.  It is difficult to produce consistent concrete products on site for large volume items such as slabs on grade, strip footings and stem walls.  Concrete is an appropriate construction item in minor quantities such as fence post and bollard foundations.


remarks:
Traffic control not required in the 2008 construction season.  Nevertheless, Knik made a concerted effort to protect the safety of the public.


remarks:
Weary River Pit located adjacent the Airport Access Road was a wonderful material source which provided quality products for embanmkment, subbase and crushed aggregate.


remarks:
Knik provided the Project quality housing (as good as village housing can be) which doubled well as a project office.


remarks:
Vehicles provided to the Project were in greate conditioned and well-maintained throughout the course of the project.


remarks:
Provide design for creek bed reconstruction where sewer casing and temp bridge disturbed banks.


remarks:
More detail as to where the chamfer strips are required on the bridge.


remarks:
Curb anchor bolt assemblies were not sized to meet the clearances specified in the plans.


remarks:
Provide note stating all grading and compaction below the concrete abutment structure shall be completed before palcing concrete forms.


remarks:
Generally well organized information thru tables.


remarks:
Bridge rebar splices in special prov's - couple sentences on no splices and then several pages of how to do splices.  General splice info should be in standard spec's and more specific info as notes on plans.


remarks:
A increase in project value could have been realized by being able to leave the borrow brought in for the temp bridge detour road for future develoment. This would also eliminate the exc. costs of removing the borrow.


remarks:
The survey information was inaccurate. The survey department head advised me they were told to save money and use existing data without field checking it. Result - project staff spends time locating 96 electroliers and 6 high towers by rag tape. Survey department gets called out to re-establish monumentation along the Glenn Highway after the electroliers are located. result - in my opinion, no money saved.


remarks:
Have the in-house staff provide a better effort checking and cross checking item schedules that contain stationing. Having an item in a schedule with stationing that is listed in more than one location on the P&P's always presents an opportunity for an error. There were many in this regard.


remarks:
Including the test hole penetrommeter data in the plans was very useful information.


remarks:
Remove the note on sheet E2 under the Pile cap Adapter and Weld Details that reads (fabricated by the pole manufacturer). It has been determined that the pile caps can be shop fabricated locally if the contractor chooses to do this..


remarks:
Section 643 3.08 requires the contractor to NOT restrict traffic on the Glenn Highway on Sunday from 1200 to 2200. This is when traffic is least congested and the contractor can get the most production. I recommend removing the Sunday restriction.


remarks:
The initial estimate of disturbed ground on this project was slightly less than 1 acre so an NOI was not required. I do not recommend this practice unless you are certain that the foot print will remain less than one acre.


remarks:
The Project had a terrible time during the first year of this project with M&O arriving on scene and setting up traffic control devices within the contractors TCP. This issue was brought to the attention of our department heads as well as M&O and I believe it has been resolved.


remarks:
The service provided by MEA to the contractor and ultimately to the State was abysmal. It took them 3 1/2 months to connect their power to our load centers. If it were not for our guys in utilities calling MEA every week to try and generate urgency, I strongly believe we would not have lights on this winter. Pathetic just pathetic


remarks:
Design support was outstanding on this job. Charlie Wagner and Mike Kimlinger were always available to the Project staff to answer questions as well as devise alternate construction methods where required.


remarks:
Traffic Safety ( Charlie Wagner and Mike Kimlinger) have made a huge step in the right direction by working with bridge design to get the welding procedures approved here in Anchorage for the luminaires and high towers. This saves the project a huge chunk of time and effort.


remarks:
The Valmont towers are fine, but the Eagle Lowering and Lifting system is in my opinion sub-standard. Eagle shipped their system knowing full well that their system would not let the ring lower to within the required 5 foot level required in the specifications. They knew the diameter of their ring was smaller than the diameter of the pole, but shipped it anyway, expecting the State to accept them regardless. It was only because the contractor found a way to increase the working inside diameter of the ring that they and ultimately we got a ring that lowered to within 5 feet. They were very un-cooperative and I recommend that we remove them from our list of acceptable suppliers. At this writing, Eagle still has 6 towers that are unacceptable because the power cord is tangling in the lowering cables. The Project speculates it is from a deficient part in the transition plate that will not let the cable rotate as it is raised and lowered.  However, Eagle is un-committed as to when they will make good on their promise to provide a solution to the problem.


remarks:
Add a sentence to the nut tightening procedure something to the effect of "after torquing the top nuts to 600 flbs and before rotating 60 degrees with the hydraulic wrench,  retighten the leveling nuts to a snug condition that approximates the 600 flbs applied to the top nuts."


remarks:
The Cooper B-Line load center panel is inadequate for the intended use and are poorly made. Specifically, the door opening system and locking mechanism are almost guaranteed to fail by the time the project is ready for acceptance. The lock tabs are frail and can be broken off with your fingers or under normal operating conditions from the door panel coming in contact with them. The door opening system will require taking a hammer or rock and pounding on the bottom of door panel in order to get it to move into the opening position. The end result is a damaged door panel from the pounding.


remarks:
This Project Engineer would be better served by a small SUV type vehicle rather than a two wheel drive pick up.


remarks:
See comments about M&O setting up traffic control within the Contractors TCP zones.


remarks:
The Contractor commented that the Department should have done a better job in locating the poles around other facilities.


remarks:
The Contractor felt that the traffic restrictions were too restrictive on him.


remarks:
The Contractor felt like he was being taken advantage of because the Department let another contractor operate within his project limits without offering compensation in terms of additional traffic control measures. On several occasions, Norcon would have to plan his work around the other contractors work on short notice.


remarks:
The Contractor felt that the design tried to fit too many conduits in a type 1A J-box.


remarks:
The Contractor believes the Cooper B-line  load center panel box is sub standard in quality and advises us to discontinue it's use.


remarks:
The Contractor believes that the 6"x8"x12' lumber required on the type two load centers is an unnecessary and difficult item to procure. He feels a 6"x6"x12' would be sufficient for design and cheaper to build.


remarks:
Overall very good. Civil Work was a bit unclear.


remarks:
Well written; some work needs to be done defining clearly what is subsidiary and what is not. Also a list of deliverables all in one place would be very helpful


remarks:
This project did not require an NPDES permit under the EPA rules but one was acquired anyway. Complete waste of time, energy and money. On the positive side, the Contractor took it seriously.


remarks:
Well handled and coordinated between DOT and the Contractor. Lots of good thinking put into it by the Contractor.


remarks:
Well thought out. Extremely important on this job. We were able to work days because of good daily phasing insisted upon by us, and the Contractor stepped up.


remarks:
Contractor did well and there were few complaints.


remarks:
Ingrid Youngs did, as usual, a splendid job


remarks:
Top knotch, above and beyond the call of duty.


remarks:
Contractor stated that we were firm but fair


remarks:
Item L110a 2 inches Ridge Steel Conduit: This item was a pay item on the Bid Schedule but was not needed in the field and location was not shown in the plans.


remarks:
Item L-100g Ground Rod; Ground rod locations were not shown in the Plans. I had to look into a previous as-built to find them.


remarks:
Contractor used finish grade profile we gave them on the plans and in consequently had to move dirt twice following a finish grade profile I provided them. Without of OG data and quantity. I couldn't make a decision to lower or higher the finish grade.  Mean time contractor was short of material but I had a no clue how much we needed at that time without a quantity calculation. Remote airport project has a similar problem all the time. Availability of surveyer and quantity calulation from the contractor delay the construction progress. Do we have to tight the specifications? Any idea?


remarks:
Geotechnical report missed the runway 22 side. This area was a critical area for aircraft to touchdowns or takes off at the threshold. When we skimmed off surface of the existing runway we encountered Sity clay material. This material was soft and retained lot of water. This area we had a hard time constructing as per plans. We have to have a precise geotechnical reports so that designers could designing as accordingly. This area was very critical area for the aircraft operation.


remarks:
If we had a imported borrow embankment material for this airport project instead of skimming off the existing runway and fill. We could of constructing a safer runway.


remarks:
Contractor utilized a GPS surveying method. I received quantity provided by the surveying company. It's only elevation and distance survey data. No accountability. What is our Department's P&P for this case? Do we have to tighen our specifications?


remarks:
This contract left out project office item. I had to accommodated a rented house for the project office. Saved lots of State money but overburden to the project engineer to set up the project office.


remarks:
The project staff attended both Russian Jack and Mt. View Community Council monthly meetings. This interaction with the communities, minimized surprises to all involved. The councils were notified of progress, both design and construction, along with anticipated road closures.


remarks:
The RFP's defined hierarchy of contract documents proved to be advantageous in that aspects of the proposal that were not necessarily required by the RFP directly, were deemed preferable and required due to the said hierarchy.


remarks:
Because the erosion and pollution control for the project were lump sum items, the Contractor initially tended to minimize their effort implementing the BMPs. The RFP did provide for a discretionary price adjustment that proved to be effective in regulating the required SWPPP items.


remarks:
The project staff was involved with providing information through both the Navigator and Dowl's in-house public info section. This allowed for the efficient dissemination of info concerning anticipated delays.


remarks:
The RFP was not reviewed by the MOA prior to advertising and award. This resulted in misunderstandings during the construction of the project.


remarks:
Contaminated materials were discovered on the project site. The project staff did not have an accurate grasp on the quantity and extent of the contamination. Because of this, inefficencies were realized dealing with said material.


remarks:
The RFP for the project included very stringent traffic control requirements. This allowed for the Department to monitor and adjust for the most effective traffic control performance.


remarks:
The traffic control for this project was a lump sum item. Because of this, the Contractor had an incentive to find innovative means to minimize the traffic control, thus minimizing the impact to the travelling public.


remarks:
The RFP was established to perform most of the necessary work during the night to minimize impacts to the travelling public. The site is adjacent to the Russian Jack and Brighton Park communities and night work was deemed possibly disruptive. Due to innovative traffic control, the project was able to perform most work during the daylight hours.


remarks:
When redesigning a road from rural to urban section, DROP THE CENTERLINE GRADE.  As the road widens, curb brings grades up, and sidewalks bring grades up, causing serious drainage issues behind sidewalks and at side road tie-ins.  Don't flood the surrounding property just to keep the centerline profile consistent - drop the road.


remarks:
drainage redesign on 88th was OK, but specifying deep type 3 and type 2 manholes within a few feet of ROW, with no construction easement, is asking for trouble.


remarks:
All pedestrian lights on 88th had to be relocated north due to existing storm drain.  Asbuilts appeared to show pipes went from lid to lid, but not their actual pipe locations.  Storm pipes rarely line up with the lid, and it doesn't take much to pop a lid and verify which side of the structure the pipe is actually on before specifying locations for lighting or signal foundations.


remarks:
Geotech report showed peat on Lore east of Lake Otis.  The new highway light had a pile foundation specified, but signal poles were designed with CIDH foundations.  A 9' signal pole base won't stand up in 12' deep peat.  This required a change order to install pile foundations.


remarks:
Nerland Agency was helpful along with off duty officers.


remarks:
Better messaging system is highly recommended.  The message board is outdated.  Need to introduce current techknowledge messaging system such as digital message boards.


remarks:
Good but sometimes it was frustrating to see the owner gets charged for consultant designer's error.


remarks:
Somewhat lack of knowledge of field condition.


remarks:
Helpful to see analyst visits and make recommendation.


remarks:
Errors and Omission need to be strictly reinforced for the major mistake.


remarks:
Drainage problem was disregarded for about 600 ft of curb and gutter section where lowest point was present before the next curb inlet North of Tudor on Elmore.


remarks:
The bridge railing was intended to connect the existing and extend the railing to accommodate the new pathway configuration.  But the surface treatment was differ from the existing material which had to be re-evaluated to match the existing.


remarks:
More through investigation was need to make to system working during the design process.  The contractor had to search the missing connections to complete the Highway Lighting System.


remarks:
Existing condition of the foundation was overlooked. Existing luminaries were buried 12" to 28" over long time since they were installed.  Break-away systems were no longer functioning.


remarks:
Some of the sign locations were off by 3' which needed to be adjusted after the initial installation was completed.


remarks:
Matching existing with different specification was difficult for the contractor.  Project had to write a change order to match existing.


remarks:
The contractor' representative stated that the department and the contractor worked together to make the difficult project possible.


remarks:
The geotechnical reports for the surcharge area was incomplete.  This caused a huge overrun because there was greater settlement than was predicted.


remarks:
Prior to the start of the project the local aggregate was tested and barely passed the sodium sulfate tests.  When mining began the aggregate failed all sodium sulfate tests.  We would discourage the use of local aggregate with barely passing test results.


remarks:
DOT provided materials:  Delays in the project were created by not having readily available DOT provided materials.  Temperature probes had a long lead time for procurement and ended up not being available to the contractor when planned installation was to begin.  Suggustion:  Better awareness is needed to identify items that could cause delays because of lead times, and more effort should be applied to making sure that the these items are avialable to the contractor on time, as to avoid possible delays.


remarks:
The project plans and specifications required the removal and replacement of asphalt pavement inside the travel lanes only, i.e. inside of the fog lines.  When trying to match the existing surfaces of the roadway and shoulders (surface wear imperfections and surface rutting) the difficulty of achieving the surface tolerance specification of 1/4 inch per 10 feet is severely compromized. When removing and replacing the pavement in this manner two additional longitudinal joints are also created, this increases the chances of having poor joint compaction.  Suggestion is to have full roadway lateral sawcuts, this will decrease longitudinal joints and decreases the amount of existing pavement surface transitions.  The less existing surfaces that need to be matched when replacing the pavement, the less chances there are for having existing imperfections in the surface from propigating into the new asphalt mat.


remarks:
Over height Vehicle Detection System: Coordination of systems with sensitive and specific timing sensors and detection loops must have a greater emphasis when designing loop detector layout.  As installed, at site H13B, the OVDS and loop detectors are at there very minimum spacing to correctly identify over height vehicles. Suggestion: Manufacturer could have been consulted to identify any issues with layout to insure correct placing before loops were installed


remarks:
In an effort to reduce material costs on this project, Transformers where mounted back to back with the CBA2 Cabinets, as well as load centers mounted back to back with meter bases, reducing the amount of pole bases required at each site.  This also made for a much more compact and cleaner installation.  Recommend using this technique in the furure to reduce project foot print, reducing amount ofpoles which could become damaged, and to reduce material costs involved in  future projects.


remarks:
CBA2 Cabinets: Currently the power strip is permanently fix to the back wall and does not allow for adjustment, the problem that arises is that the trays that are inserted in the cabinets tend to cover the power strips and limits the accessibility to the power strip. Recommend having an adjustable railing for the power strip in the back of the cabinet to allow for adjusting the height when placement conflicts arise.


remarks:
The construction mats had to be turned 180 degrees from plan to allow them to be installed beginning at the access road.  Plan would have them beginning at opposite corner from access road, making it impossible to line up with the mats coming up from the road.


remarks:
Concrete planks could not be extended all the way out per plan as the bottom turned to soft mud and the planks were sinking.  These planks were instead placed at the intersection of the plan access road and the added access road.


remarks:
Staging area grades were adjusted to balance project material.


remarks:
Morgan Merrit made a personal visit to the site during construction.  He provided guidance on how to proceed with the actual site and material conditions that allowed the project to continue to a successful completion.


remarks:
Military arrived prior to work being completed.  Everyone worked well together and were able to accomplish their individual tasks.  Cooperation to help each other out was good.


remarks:
The construction mats are exceptionally tough and quite easy to work with, once they were turned around and placed progressing away from the access road.


remarks:
To reach the required R28 for insulation board, the quantity had to be increased from 4.16 MBM to 7.424 MBM.


remarks:
Living in houses with no power, water or heat provided it's challenges.  The location has little to offer as far as housing/office space go.  Specifiying a field office be provided on the barge, in the form of an Atco trailer may have proven beneficial.


remarks:
Bringing the users of the ramp (barge companies) in during the design phase would be of use.   While the location of the ramp was useful as it was in a ravine that was also its downfall as it was among the shallowest areas around there.


remarks:
The stainless steel pieces were quite expensive.  A method suitable for the treated material such as  abs sleeved galvy bolts and a spacer btwn the splice plates and the wood may be a work around.


remarks:
That material was pretty soupy as one would expect from the test holes though since we managed to hit a dry patch things didn’t get nearly as ugly as they could have been out there.  With the quality of the existing ground out there it would seem that you can’t go wrong with erring on the excessive end in regards to  insulation, geogrid and fabric.  With the quantity of use the road will likely experience as the village moves it only makes sense to put in the extra effort in this area.


remarks:
Overall I [James Swantz, Project Manager] think things went well.  Communications with R&M and the AKDOT were effective and timely.


remarks:
Prior to the housing authorities going to force accounts we [Kelly Ryan] barged and installed over 200 houses within the past decade.    We would like to offer to provide our insights on the requirements to move structures as while some things are obvious there are some items that may be overlooked.  The current configuration of the landing being so far down the beach will be somewhat problematic unless the beach road is made wider.


remarks:
The two 6-foot culverts over the buried utilities in the new v-botto ditch will provide a visual indication something is there.  However, they are long enough that a 4-wheeler will be able to drive across them, thereby continuing to allow vehicle access across the runway at locations other than at Henry Street.


remarks:
The light pole at R/W STA 29+09.6 LT 80.0 is set too close to the Henry Street CL.  Once the foundation was set, the community came to the Project Engineer and stated this will cause a problem with privately owened airplanes that need to use Henry Street to access the fuel pump near the fuel tank farm for fuel.


remarks:
DOT mailing address is difficult to find.  For example, GCP 80 which describes submission of subcontracts could have DOT's preferred mailing address added.


remarks:
Item P-180 Rip Rap has a gradation that is by pounds.  Project staff was unable to physically weigh the gradation provided, and instead had to measure and calculate an anticipated weight of each stone.  A better gradation requirement would be by individual stone dimension.


remarks:
No typical sections were provided for Packers Creek downstream of the runway embankment.  Material was excavated from this area and used as embankment while providing the creek bed slope agreed to by DOT Hydrologist Paul Janke, less than 2.5%.


remarks:
With SWPPP Program becoming more and more significant, would it be advisable to require the SWPPP Writer to have a subcontract?  This will give more structure to the requirement that the SWPPP Writer comes to visit the project in accordance with the specifications.  This will also provide a more binding agreement between the Contractor and the SWPPP Writer, allowing Project staff to monitor the SWPPP work, rather than be intrinsically involved.


remarks:
P-157a Erosion, Sediment, and Pollution Control Administration and P175f SWPPP Manager need further delineation in Section 157-5.1 Basis of Payment.
P-157a says "...  Includes but is not limited to, SWPPP and HMCP and SPCC Preparation, updating the SWPPP, inspections, monitoring, reporting and record-keeping."
P-157f says "At the contract price for a SWPPP Manager to update the SWPPP, perform inspections, monitoring, reporting and record keeping."
The wording of these two items makes it difficult to distinguish between the two.  It is assumed the reason for adding the SWPPP manager to the project bid schedule is that the Contractor will provide a dedicated individual whose primary responsibility is to "update the SWPPP, perform inspection, monitoring, reporting and record keeping".  Having the same requirements in both the Administration and the SWPPP Manager pay items makes this difficult to distinguish and the contractor on this project had the SWPPP manager identified more as "other duties as assigned".
Bottom line, if we want the Contractors to provide a dedicated individual that primarily performs SWPPP Manager work, and if time permits, "other duties as assigned", it would be better to specify such.


remarks:
A guardrail was added by IWA (to be converted to Change Order).  This will be placed along the road near the school, where the Packers Creek realignment comes right to the shoulder of the road.


remarks:
Pg. 15, Section 203: Item 203(27A) does not have a method of measurement section, leaving some ambiguity.


remarks:
Pg. 40 - Section 603-5.01:  Add statement to the effect that "Excavation, bedding, and backfill must conform to Section 204 of the specifications."


remarks:
The existing asphalt was so distressed that entire project had to be pre-ground then shaped to smooth the profile. When such distress is noted in the future, specifications should state that the contractor will pre-grind the existing pavement and shape prior to foaming.


remarks:
The insitu base course was so sandy that while compacting, after being treated with foamed asphalt, the surface would not seal up. As a result, the surface was damaged by traffic within two days.


remarks:
All approaches should be paved to the radius return, at a minimum.Wing-outs tend to make the public angry.


remarks:
All signs no longer meeting sheeting material specifications should be replaced.


remarks:
The contractor made good use of detours, closures, and pilot cars to minimize delays to the public.


remarks:
Change sign color, with phone number for updated project information, from black on white to black on orange.


remarks:
Well done. Revisions were made with an effective team after survey data came in and after re-evaluation of the river behavior. Team made up of  Design Engineer, Regional Hydrologist, Environmental Analyst and Project Engineer, all with a can-do attitude.


remarks:
In future add matting where willows are placed.


remarks:
See comments further on relating to placement of riprap against insitu material


remarks:
There is some debate as to who has jurisdiction over this work, and should be definitively resolved. The discussion is whether the in-water work is a Corps of Engineer jurisdiction, with EPA having none, or joint jurisdiction. There is some confusion too as to if there is a line where Corps starts and EPA ends (uplands vs everything below OHW). Suggest further research on this, and clarification.


remarks:
See discussion under SWPPP, above. Related to this is whether material extracted from the riverbed, if such extraction causes a plume of silt, is considered pollution since the silt is not storm carried, but river carried.    State Fish Habitat was very helpful and responsive on this project.


remarks:
Interim completion date did not address paving or an attempt to pave late in the year. This is probably ok, but Construction should always be prepared, as was done, to allow it to be put off until the following year. This allows a better product. Other than that minor item, the schedule was appropriate, and the accelerated award was necessary and well executed.


remarks:
Contractor did well, and after an unsteady start, became very efficient. Their phasing plan, required by the special provisions, was helpful to them.


remarks:
The Contractor has a well executed safety program that they have made a part of everyday business. Much emphasis on personal safety, and on the safety of the travelling public. At one point, in the absence of the superintendent, the TCS shut down the project because blowing dust was obscuring the vision of the approaching traffic. She was commended for this decision by both the Superintendent and the DOT.


remarks:
The Contractor had a good handle on the transition from day work to night setups in the absence of a presence during the night.


remarks:
M&O, as always, was very helpful, allowing us access to their supply of filled supersacks, which prevented us from having to pre-purchase sacks that never would be used. They also were helpful with local knowledge.


remarks:
Top notch. Carol Larsen is flexible, inventive, quick and understands how to put things together in a hurry.


remarks:
Top notch. Leah Durocher brought a good understanding of the permitting process to us, and kept us from over-reaching ourselves.


remarks:
State Fish Habitat gave us support throughout, and were practical and helpful in their advice and requests.


remarks:
Locals visited the scene, and are of course concerned that the river is encroaching on their private property. They understand that the work we do is to protect the road, and appreciate that when we protect the road we are also providing them with some protection.


remarks:
We were able to use on-site excavation, when blended, to achieve a fairly decent backfill, though there was not much of it. The Contractor took pains to achieve a good mix. There is some concern on my part that our Select A spec could be looked at to see if we may want to get more particular in our acceptable range of materials within the spec. For instance, we may want a more narrow ratio between fines and sand. This is a subject worth some thought for areas that will be under water.  A related issue is that we spec an underlying material when it is fill, but when we cut to slope grade we place our fabric and rock on the insitu material beneath. This may be a case where we may want to spec a filter rock, with specific placement requirements, to separate the insitu material from the fabric and rock.


remarks:
As discussed elsewhere, topsoil should be covered with a matting material that is persistent for a season or two, then degrades


remarks:
We had some valuable assistance from the plant materials center on our willow placement and seed. One suggestion was that we should not seed where the willows are placed until the following spring, to avoid competion while the willow roots are establishing.Therefore, we opted to hold back on seed until then.    We also added matting to the project to help hold the soil on the slopes together, not just from water incursion and rain but also hopefully from wind erosion. We specified in placement that we would not pin the horizontally laid rolls of fabric together, so that if a  flood took hold of the lower layer it would not pull the entire expanse of fabric.


remarks:
Separation fabric: This material has in many cases replaced the filter rock used in the days before fabric. Filter rock was effective when carefully placed and compacted, especially if a bond could be achieved between the filter rock and the insitu material beneath. This wasn't always the case, but even when compacted upon itself it has generally worked well. The fabric has an issue with placement under water, because it is difficult to neatly sink it into place, and impossible to see once it is submerged. The purpose of the fabric is to prevent piping of material and simple displacement of material from moving water. If there are breaches in the fabric it can become ineffective. It may be worth some thought for high current areas to either investigate better means of fabric placement, or to spec in a specific filter layer, or both, in areas where underwater work is unavoidable.


remarks:
Survey as part of the project, with an early limited notice to proceed, and a deadline for return to the contractor, worked well. IT would be beneficial to have survey data prior to bid, but even without our Design Engineer made some very good estimates. There could be some difficulties however, if the work had to be done during a flood stage, because collecting survey data could prove very difficult and perhaps dangerous.


remarks:
The existing arch pipes, which survived the original flooding well, required some grout repair work beneath, although we could not verify the extent without a major excavation that of itself may have caused more damage. The repairs were not because of a faulty installation, but rather caused by the technique of filling the space between the pipe and the concrete with river rock from the inside, then grouting against the rock.The flood however, exposed the inside, so left the filler material exposed and possibly subject to damage. Not a big issue, but something to look for in future work. We were able to plug back about halfway under the upstream pipe.


remarks:
Work around the existing arch pipes called for a vertical excavation outboard of the retaining wall that risked undermining the headwall, which would have compromised the pipe. We solved this by not cutting vertically, but rather at a 1:1, and we did it carefully a bucket width at a time, filling with rip rap each hole before moving to the next hole in front of the pipe. It worked successfully, but only because of the care and skill of the operator and crew.


remarks:
The care taken by the crew while laying the fabric will more guarantee the success of this project than any other element of the work. It is critical that we emphasize this on site to the crew, and that the inspector insists upon the overlaps, and that the in-water work is done as accurately as possible.      The Contractor chose to use the existing supersacks as a diversion for the river while excavating the core trench. This was successful, and allowed them to work downstream to upstream, which allowed the fabric to be overlapped in the proper direction.    It is significant to note that this sort of work has many critical parts that need the inspector to be alert, and to understand the behavior expected of the structure that is being built, and the stresses it will experience during high water. It is helpful that the crew understand this too, and we intentionally had conversations to give them that understanding. It provided  a greater sense of purpose for the crew.


remarks:
The Contractor's on-site crew engaged in a continual discussion with the Engineer and Inspectors in an effort to understand the importance of each step in the process. This says much for the crew as they wanted to understand the difference between placing rock and building a structure that would serve its purpose. There was some concern at the beginning that the job was redesigned after bid, with concern that the Department was pulling a "bait and switch", but these fears were soon allayed by bringing the Contractor on board with a design that was more effective, gave them work that did not require different equipment or crew, and allowed them to build a job that balanced increased challenges with some decreased exposure to risk by avoiding a narrower channel with faster water upstream. We were very successful at bringing them to this awareness.      Generally speaking, most comments by the Contractor were favorable: they expressed appreciation for our flexibility, our assitance in solving some method issues  (how to work around the arch pipe, for instance), and our willingness to listen to their suggestions.  Interestingly enough, the most grousing that was heard was general disparaging comments about the DOT, and when it was pointed out that our Design Team had moved fast and made decisions, and that upper management had made things happen contractually so that they could get to work, they were pleasantly surprised and appreciative.


remarks:
Hot Asphalt Plant Production rate is 150 Tons Per Hour.  The specifications read 200 tons per hour minimum.  Also the specifications require the Asphalt be laid at a minimum width of 20 feet.  The contractor will be at 14 feet wide.


remarks:
Need a Specification:  Tack coat SHALL BE LIMITED to the area that will be paved during the shift.


remarks:
No specifications on the first lift longitudinal joints.  No density requirements.


remarks:
The asphalt mat had creep in the first lift over the cement treated base, and is thought that is because the cement treated base was too hard;  It only happened in work area one where the base had more time to cure.


remarks:
Need typical section:  To show the top lift of paving will NOT have a straight line joint.  The join needs to be staggered.  This will provide a smoother ride when crossing the joint.


remarks:
10,000 gal of water per day is insufficient, especially in warm, dry weather.  See Temporary Water Use Permit.  Several days required in excess of the 10,000 gal permitted limit.


remarks:
Painted Markings in the plans and FAA AC 150 are not the same. (Second year in a row)


remarks:
Hold Short Line on T/W ? To edge line or extend an additional twenty five feet.


remarks:
Utilized 'Not to Scale' quite a bit.  There were several spots where measurements showed as smudges, even on the large size plans - HDR was good about providing clarification when required.  There were a number of errors or conflicting drawings - recommend more overview, checking to see that all drawings are consistent - 5 sheets showed 5 different layouts for SREB/FAA/EEB/Fuel tanks, etc.


remarks:
Generally pretty clear - there were some grey areas that allowed for differing interpretations, some contradictory to what was noted in the plans - overall useability was good.


remarks:
Recommend better overview of final product prior to bid - there were numerous areas where Typicals were contradictory (noted in Drawings.)  Overall, drawings were clear and useable.  Contractor felt wind cone foundation detail did not show conduit in the foundation - possibly used dashed lines in future for embedded conduits.


remarks:
Recommend a more streamlined submittal process for rural projects - Project Engineer often does not see the actual submittals due to time constraints and limitations of mailing them to actual jobsite and then back to district where they are disseminated.  HDR did have reasonably good response time on submittals, was available for questions and clarifications when needed.


remarks:
Avigation and Hazard easements were secured for this project - these did not include removing structures (a sauna located in the middle of proposed Access Road)  resulting in a disagreement with local homeowner over access - this was resolved, but could have  been costly had homeowner chose to pursue the issue.


remarks:
Found a comment regarding Lower Quarry being unsuitable for CASC in the ESCP: this comment could/should have been noted elsewhere - in the Specials, the Plans or the Geotechnical reports, as the material found in the Lower Quarry definitely did not meet the Degradation Value requirements for the project for either Subbase or CASC.


remarks:
Need the 'Qualified designee' to be specified as AK CESCL or similar - specs currently do not specify what 'qualified' means - EPA is hammering us on this.  Rural contractors need to be made to understand they are going to be held to the same standards as urban contractors.  Highly recommend more educational opportunities for the people working the SWPPP.  Contractor needs to bid per the job requirements, not per what they do not intend to do - repeatedly cited that they had not been required to meet these standards in the past and should not be made to do so now.


remarks:
Aviation needs to include the requirement for Weekly/Bi-weekly schedules and progress meetings with the Contractor and Project Engineer - without this in the Specials, as it is in the Highways specs, the Contractor did not feel required to schedule work out in a logical order, or provide prior notification of work, resulting in numerous discussions over what is expected by both sides in regards to advance notifications, testing, acceptance of materials, etc.


remarks:
This project changed just prior to bid from a single NTP to a double NTP with the 2nd going out in the second year - this invalidated the Phasing Plan in the Plans - the Contractor repeatedly refused to acknowledge this phasing plan was invalidated and kept pointing to it as a justification for possible claim - there is no basis, but recommend removing the Phasing Plan from the Plans in future and requiring the Contractor to submit their own at the Pre-con.


remarks:
Plans called for a haul route thru the village which would have had high probability of accidents due to the pedestrian traffic - we built a haul route specifically on Airport property to avoid this problem.  This reduced the need for TCP's, traffic control devices and highway flaggers.  Do recommend providing higher Airport Flagger bid quantity as this is a full-time position needed during duration of work.


remarks:
Meetings were held to discuss this project in advance, but many locals felt after the work started that they were uninformed and confused as to what was happening/going to happen.


remarks:
Recommend more work on public information to keep small problems from escalating into major issues


remarks:
Locals tended to be very curious about the work and liked to watch, this sometimes resulted in situations where they were where they should not have been, in particular the children.  Several incidents occurred with planes both during landing and takeoff - need to push more emphasis on Safety Plans and adherence to them.  Contractor did not maintain a Safety Plan or safety meetings during the project.


remarks:
In the village, everywhere is an access point - there was significant resistance to having any pathways or access restricted in any manner.


remarks:
There were a few complaints, but overall the village was very understanding of the work needing to be done.  Contractors camp was located a distance from the Village - this cut down on camp noise disturbing the locals.


remarks:
The contractors rigs more than doubled the quantity of vehicles operating in the village - majority of traffic consisted of pedestrians and four wheelers.  Locals tend to drive wherever they want and however they want - our project installed the first Stop Sign in the village.


remarks:
Locals tend to discuss daily issues over the CB.  Recommend more involvement when concerns are addressed early on and 'better' dissemination of information before the project starts - this project information was posted on-site as early as 2005 and no objections were noted -  until construction began and locals began to realize what exactly was going to be built.  Concerns were raised over Access Road grades, Beacon Tower being active at night and illuminating the entire village in flashes, the fence was especially offensive to some as it blocked their access points.


remarks:
Recommend more interaction with M&O when planning these to get what is actually wanted and needed into the project.  What works well in Anchorage does not necessarily work well in the villages.


remarks:
Need more coordination between Utilities on permits, etc - both Phone and Power were spec'd out at 20' height over Access Road - there has to be a separation between these two lines and height clearance is necessary for the equipment.  Added an extra pole in to clear the Apron backslope that was originally missed and adjusted the pole location at the SREB to better fit.


remarks:
Relatively good support on the issues that were raised.  Clarification provided when requested.


remarks:
Alec Zimmerman and the states Environmental group conducted a site inspection, along with two other site inspections by state enviro analysts - this was instrumental in getting the contractor to understand the new rules and regs are mandatory, not optional - and will be enforced.  Very helpful and instructional on what needed to be worked on, what was working well, suggestions for future.


remarks:
Tribal Council passed a 'local hire only' law prior to 2009 work commencing - this was struck down as not enforceable on the FAA project - local hire was made as work progressed which defused some of the tension.  Attempts were made to work with the Tribal Council and Village government on issues as they arose.


remarks:
Recommend better coordination on dissemination of information, better coordination on tracking of equipment  actually being provided - if the equipment to be provided does not actually exist, this should be mentioned in advance.  Need better coordination on What is being provided - we built a PAPI and REIL system that did not match the PAPI's being provided as the equipment was changed after the project was bid and construction was finishing up on site.


remarks:
Subcontractor used an Elkin wagon onsite for majority of concrete - this equipment worked well, produced good concrete consistency - was able to use Quickrete 5,000 in this as well for mixing purposes - recommend possibly spec'ing this to be used in future projects (or similar equipment).


remarks:
Subcontractor had issues with the wrong steel package being ordered and modifications being necessary along with welding issues - brought out a Materials Integrity inspector who was very helpful to the onsite welder - addressed the welding issues.


remarks:
Embankment material was wide ranging, depending upon where it was excavated from - had repeated discussions with Contractor regarding testing requirements and appropriate fill depths along with necessity of rolling each lift.  To address tidal flooding issue, we placed a shoulder wedge of shot rock material which should prevent erosion and sedimentation migration from the Runway into the surrounding tidal flats.


remarks:
Topsoil was not needed on this project as the existing materials were sufficiently high in fines to work with the BFM which was sprayed on for holding the seed in place and providing a solid base for a root mat.  Excellent grass growth occurred - only question remains is whether the underlying soils and associated  underground springs will allow the slopes to stabilize sufficiently and the grass mat will hold.


remarks:
Two bid items were included in the Specials but were not put on the Bid Item List, despite the fact that contaminated soils were known to be present and would have to be addressed.  Should have been under their own item - were included in the Removal of Structures section.


remarks:
Need to stress to Prime and Subs that what is spec'd out and what is approved is expected to be delivered on site.  Routinely ran in to Prime and Sub providing materials that did not meet what was spec'd and approved.  Need to stress that materials testing requirements are mandatory, not optional and will be enforced - if it hasn't been enforced in the past does not mean it will not be enforced now.  Ex: if a contractor chooses to crush 10,000 tons of non spec material, the state is not required to buy said material.


remarks:
Subbase was spec'd with 100% density req - this should have been 95%.  Contractor crushed CASC and Subbase, knowing there were issues with Deg Value requirements.  Continual on site discussions were held regarding denstiy control requirements for both of these materials - (this was a Contractor issue, but worth noting as they felt the specs had not been enforced in the past and should not be enforced now.)


remarks:
We modified the north/east corner of the Apron where the Access Road and ATV trail joined - the grading plan provided would have made for a rough transition.


remarks:
TWA Surveying did not turn over Original Ground data until 7 months after the survey was done despite repeated requests by PE to procur this data - currently holding payment on this portion of work until quantities can be verified, have found discrepancies in the quality of the work provided.  Contractor noted that DOTs survey looked to have been done in winter, that there were differences in elevations in the tidal flats areas.


remarks:
Needed more material to make a transition from the Access Road to the village Main Road - the Main Road was not up to the standards that we are building the Access Road to - recommend allowing more material to be used in the transition areas as needed.


remarks:
Multiple underground springs exist in the Apron area, we addressed the one directly underneath north/east corner of SREB by building a french drain from it to north/east side of Apron and exiting it on south end of Apron - this will protect the SREB floor slab by collecting water and directing it away along with collecting much of the water that would cause heaving in the Apron proper and depositing it outside of the areas that would be affected otherwise.


remarks:
Should have included a typical/standard for the large signs being placed on the Cantilever Gates themselves.


remarks:
Recommend looking at alternatives to Silt Fence - high winds and tidal flooding negated much of planned usage, we utilized alternatives - straw wattles, rock berms, shoulder shot rock wedges, matting, etcetera. BFM worked fantastic - highly recommend its inclusion in future projects.


remarks:
Light counts were off (required vs. bid quantity), consider shielding beacon tower light from village in future to prevent light complaints after installation, address air test for HDPE conduit/cans requirement,.


remarks:
Look into spec'ing out reinforcement for Quad-lock walls when pouring - subcontractor had own option on forming and almost lost the wall when they did not brace the corners properly.


remarks:
This contractor should have paid more attention to project locations - they placed their camp right in the middle of the Segmented Circle Pad and the Fence line on the gravel access road.


remarks:
Contractor chose to haul primarily from Lower Quarry, to save on time/money/equip wear&tear hauling from Upper Quarry - the Lower Quarry material was not suitable for Subbase or CASC production (their choice to do so) resulted in numerous discussions on non-payment for out of spec materials


remarks:
Contractor did not want to use two of the disposal sites available (for their own reasons) resulting in expanded Lower Waste Site - dumping of frozen materials results in slumpage and sliding occurring later on - this will be a concern until the root mat is stabilized and possibly beyond.


remarks:
Contractor chooses 'Means and Methods' of construction - this was a problem on several occasions, resulting in delays while waiting for ice to melt, etc.  Lack of a required schedule caused problems as contractor repeatedly dug up materials that were already placed and paid for, resulting in discussions on non-payment for materials already paid for.  Lack of adherence to contract requirements for testing was another issue that repeatedly arose.


remarks:
Contractor did fairly well on scheduling night work for items of work that would disrupt air traffic (no night time air traffic)  This allowed for day time air traffic to be maintained without massive disruption and continual changes of runway.


remarks:
Contractors grade checker noted discrepancies on grading plans/elevations (Apron grading plan, T/W radius off by 72', poor tie-in for ATV trail to Access Road, etc.)


remarks:
General - Anything that is important enough to require the contractor to do needs to be tied to a incentive/disincentive $ or should be prorated through a shedule of values similiar to Lump Sum items.


remarks:
Consider adding a list of required plan submittals as a appendix for easy refference for the construction staff and contractor.  List expected time for contractors submittal in seperate column.  Similiar to MCL.


remarks:
Consider providing a disencentive spec.(price adjustment) for interim schedules not turned in & not turned in timely.


remarks:
Need to specifiy specific range of variance of milling depth that can be bid on by contractors.  this also helps the Engineer know when the site conditions have changed.


remarks:
Cracks forming on R/W 18/36 are joints failure primarily running longitudinally, whereas longitudinal cracking on R/W 7/25 is typically concrete construction joint reflection.


remarks:
Contractor hired air traffic controllers to be the flaggers on the project.  This was a big safety benefit because the flaggers already new how things worked at the airport.


remarks:
concerns of access from trunk road to Duchess Dr.


remarks:
radio announcements on the local radio and door hangers when construction activities are occuring and road closures.


remarks:
additional staffing for the 2010 construction season for electrical work etc.


remarks:
Plan drawings did not include a storm drain vault and associated pipes that had been installed in a previous project.  This caused some amount of confusion in the field when they were encountered.


remarks:
Initially, it was unclear whether a SWPPP was required for this project (based on the amount of ground disturbance).  It wasn't until well after the project was awarded that we knew for sure that it was needed.  This should have been figured out prior to advertising.


remarks:
Although some night work got attention of a few people along the corridor due to the loud noises, most were satisfied when it was explained that this would be a short duration project.  The expedited schedule made people more tolerant of the brief disruptions.  More noise for a short time rather than a little less noise for a longer time was preferred by most people.


remarks:
AWWU was difficult to work with in regards to repair work necessary on a sewer manhole.  They continued to change their mind regarding what they wanted done after we had began planning for the fix.  A more complete plan the first time would have eliminated a large amount of confusion and wasted time on the State and Contractor's side.


remarks:
Tom Young's group was very helpful with questions both prior to and during construction.  They were very responsive to concerns brought up prior to bidding and made numerous changes or adjustments to help facilitate the construction of the subject project in the field.


remarks:
Bridge Design should have included the need to remeasure overhead clearances after paving in the plans or special provisions.  It's easy to do when we have traffic control in place such as immedately after paving or during striping, but difficult later.


remarks:
The drawings seem to have been accurate and easily understood.


remarks:
Assumptions were made concerning the amount of over burden along the project in areas that would require drilling and blasting to remove bedrock to construct the road. These assumptions were considered by many "experts" to be well within reason. However these assumptions were way off and could have been avoided, by proper analysis and coring of the area ( Sliver Cut Station 6+100 to 8+000).


remarks:
Designers need to consider SWPPP issues with the same interest that Constructors are required to have. This will lead to lower SWPPP costs and designs that allow for higher success rates dealing with SWPPP issues.


remarks:
The DOT environmental section had to work very hard during the project modifying the permits as the project progressed. This stress could have been avoided by obtaining the permits in advance and specifying how the contractor would have to work around sensitive areas.


remarks:
Too much emphasis is put on the contractor to produce a project schedule. Basically the contractor simply submitted schedules that had no credibility or meaning. These schedules were submitted simply because they were required for a minor payment.


remarks:
Traffic Control Plan should continue to be submitted as far in advance as is possible.


remarks:
On very large long range projects like Hicks Creek, a designated qualified person should be in Charge of all the SWPPP issues. This should be specified in the specifications for the contractor to have this person on board from the beginning until the end of the project. The DOT would be wise to assign a environmental agent as well who is assigned to the project and overtime eligible. Without this kind of oversight and protection the DOT will continue to disappoint and erode confidence from the EPA and other environmental agencies.


remarks:
The Hicks Creek project used preformed tape for final striping. While the striping was applied with great success under the direction of 3M representatives, the striping is not standing up to regular winter maintenance. These types of products have been used in Alaska before with no measureable succuss. There for preformed tape should only be used in areas that do not recieve regular snow fall.


remarks:
Assumptions were made that the material source could be used for staging of the Hot plant. However it was discovered after all the hot rock was crushed that the material source could not be used for an Asphalt hot plant. This happened because not all pertinent agencies were contacted  before crushing ,and thus the burden was placed solely on the contractor to move 100 percent of the stockpiled hot rock to and undisclosed location.


remarks:
On the Hicks Creek project I had numerous run ins with locals removing gravel, and processed gravel form the material source. I would like to specifications requiring contractors to protect state owned gravel sites with a locking gate.


remarks:
The designated disposal areas were not suitable for the amount of material designated for removal. Disposal areas need to be considered with more priority in the future


remarks:
The office had no running water or toilets. Due to this fact it was very difficult to stay clean and sanitary. This should not be allowed in the future.


remarks:
Contractor Provided Vehicals worked really well for the Hicks Creek Project.


remarks:
In urban reconstruction projects, put power underground.


remarks:
An accurate list of utilities which need to be relocated is extremely helpful. Finding large variations in the field from the planned relocations tends to be very disruptive and expensive.


remarks:
Borrow B spec of 0-20% too dirty.  Use 0-10% in top 4-feet of embankment.


remarks:
Geotextile in surcharge should be placed after settlement with minimum cover below top of Borrow A.


remarks:
Move treatment structures outside roadway structure.


remarks:
Recommend storm drain minimum grade of 0.4%.  Most runs on Keystone are 0.2%.


remarks:
Review culvert locations. Several driveway pipes at crest vertical curves.


remarks:
Replace as many existing cross pipe as possible with a minimum diameter of 24-inches.


remarks:
Add thaw pipe in areas of known glaciation.


remarks:
Bar spacing on Inlet, Type C grates was too wide.


remarks:
Extend grading limits farther into drainage easements to facilitate discharge.


remarks:
For long term maintenance, reduce distance between storm drain manholes.


remarks:
Stipulate metal pipe on discharge ends of treatment structures.


remarks:
Utilize saddle branch storm drain discharge connections directly into cross culverts rather than discharging in ditch.


remarks:
Add Secondary Monument Item.  Clearing through the utility easements required resetting secondary monuments disturbed by construction.


remarks:
Permanent Construction signs not addressed.


remarks:
Consider dust control measures in design phase.


remarks:
Make 3-year project to allow wetland areas to settle before paving.


remarks:
Driveway pavement removal incidental to Driveway/Approach Item is unfair.  Table in Plans implied payment under pavement removal Item.


remarks:
Awkward design to salvage and place existing useable material before hauling in Borrow.


remarks:
Working around utilities not fun.  Locates are for sissies.


remarks:
Benches without arms allow the public to rest somewhat comfortably, encouraging loitering. If this is not the intended use of the bench, it is recommended the benches be of the armed variety.


remarks:
Encountered a few problems with lack of information regarding agreements with adjoining property owners. On future projects it is recommended that private property work not be part of the contract. Make sure all TCE's are part of contract and available to the contractor and DOT Construction personel. Make certain the all obligations that were promised during ROW aqusitions with property owners are in the contract.


remarks:
Required contractor to give two week notice before any road closures or major road impact activities occured on the project.


remarks:
Major impact to local coffee shops through the corridor. Coffee stands are highly dependent on transit customers and were effected the most.  This was also due to the fact the  corridor between O'Malley and Huffman is over saturated with them.


remarks:
Had problems with Utilities contractors (GCI, Enstar, CEA) maintaining pedestrian access at the beginning of construction. Suggest future projects of this nature include in the Special Provisions a statment to the effect that if the Prime Contractor must clean-up after the utility contractors they will be charged for the services.


remarks:
USKH did an excellent job supporting construction during the project.


remarks:
AWWU:  Had problems with AWWU at the beginning of the project mainly due to lack of communication.  Alot of unnecessary costs to the project were inquired due to inexperienced AWWU personnel on site during construction.


remarks:
Add to standard specifications: Section 715. Need to clarify us of APL-5L steel pile.  A53, grade B (seamless) is not available for use.


remarks:
Curb inlet frames: Add to the standard drawing drain holes to the cast iron frames.  This will facilitate drainage if only the bottom lift of asphalt is in place.


remarks:
Change SP 660-3.14: Remove "engineer will submit a copy to the MOA Traffic Department for Approval." Replace with "engineer will submit a copy to the ADOT Traffic Engineer for Approval, and a copy to the MOA Traffic Department for review and comment."


remarks:
Add to Section 660-3.09 or 660-3.14: If system has an interconnect system existing, system must be part of the temporary system.


remarks:
We need to re-design the base section of our Loadcenters.  There is not reason for them being built like a bomb shelter.


remarks:
Flagging for Utilities:  Need to address the issue of the Prime Contractor flagging for unility companies during construction. We currently have an item set-up to pay a shared cost associated with flagging. This works well when the Prime Contractor can control the work. But when the utilities companies need flagging the Prime Contractor should not be taking on this additional cost. Suggest setting up an new item Utility Flagging under item 643 based on a CS for this cost so the Department can pay 100% of the cost.


remarks:
Section 627: Add a note on the SP or on the plan set that tells the contractor "water shut-off effecting restuarants is not allowed during business hours." And maybe take it as far as 7 day notice to businesses and residential sections effect by water shutdowns.


remarks:
Section 626: If major sewer work is part of the contract, make available to the bidding contractors the most recent "AWWU Design & Construction Practice Manual."  This will allow the contractors to bid accordingly and any changes (or updates on AWWU's part) will be an additional scope of work, born by AWWU and not the Department of Contractor.


remarks:
Drawings for runway and taxiway sign foundations should have been laid out the same as PAPI and REIL embankments.  When we incurred deep ditches, that is when we had a problem.


remarks:
The new system as shown on plans could not be installed in the existing L-862 cabinet, because this cabinet had been altered during years of service and was not complatable with  the new system being installed. The tower could not control the new parallell R/W& T/W lights.


