CONTRACTOR'S INQUIRY RESPONSES
 

DECEMBER 19, 2001
 
 

CONTRACT NO. 04-012024
New Skyway for SFOBB East Span




The responses to contractors' inquiries, unless incorporated into a formal addenda to the contract, are not a part of the contract and are provided for the contractor's convenience only. In some instances, the question and answer may represent a summary of the matters discussed rather than a word-for-word recitation. The responses may be considered along with all other information furnished to prospective bidders for the purpose of bidding on the project. The availability or use of information provided in the responses to contractors' inquiries is not to be construed in any way as a waiver of the provisions of section 2-1.03 of the Standard Specifications or any other provision of the contract, the plans, Standard Specifications or Special Provisions, nor to excuse the contractor from full compliance with those contract requirements. Bidders are cautioned that subsequent responses or contract addenda may affect or vary a response previously given, and any such subsequent response or addenda should be taken into consideration when submitting a bid for the project. Inquiries submitted within seventy-two (72 ) hours of the bid opening date might not be addressed.

The Caltrans District 4 Office is located at 111 Grand Avenue, Oakland, CA 94612. Send Contractor Inquiries via email to the Tollbridge Duty Senior at "Duty_Senior_Tollbridge_District04@dot.ca.gov". The mailing address is P.O. Box 23660, Oakland, CA 94623-0660. The Duty Senior's telephone number is (510) 286-5549 and the fax number is (510) 286-4563. All inquiries must include the contract number.

1. Please provide the information on how to obtain a complete set of bid documents/structural steel drawings for Contract 04-012024.  What is the cost to order the bid documents (including drawings)?

The cost for a set of plans and specifications for this contract is $117.00 for bidders and $110.00 for non-bidders.  Non-bidder documents do not contain the bid forms.  Requests for plans and specifications can be ordered, via a fax to (916) 654-7028.  The order form can be downloaded from the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/".  Click on the "Advertised Projects (Projects for Bid)" link and then page down to the link for downloading the order form.
1a. Please indicate when the bid is going to be started and whether it will be possible to buy the tender documents and receive them by mail, with an indication of the price.
Contract 04-012024 advertised on July 16, 2001.  Please see the response to Bidder inquiry #1 for the cost of the bidding documents and instructions on how to order.
1b. We are a DBE supplier in San Diego.  We would  like the opportunity to bid on supplies for the Skway Bridge Project and others  but are unable to travel to the Bay area to view plan specifications.  Is  there are way to view a list of supplies via the Internet so that we can  bid on these projects?
Contract plans and special provisions and addenda to the plans and special provisions can be found at the Caltrans Office Engineer (http://www.dot.ca.gov/hq/esc/oe/) and Toll Bridge (http://www.dot.ca.gov/hq/esc/tollbridge/index.html) webpages .
2. We printed the Pile Installation Demonstration Project Geotechnical Report of Informational CD#3.  Once the document was printed, we noticed that it was missing Plates 1 thru (sic) 4.4 that are suppose to be there according to the document's index.  Can you please look into this and find out if there was an error producing the CDs.
We have checked the CDs and found that they are complete.
3. The first sentence on page one of the special provisions states that sufficient funding is not available at this time. What is Caltrans’ current schedule for obtaining the funds?

3a. What is the amount of money that Caltrans is trying to obtain funds to cover? Are these funds to cover the complete project or just this contract?

Attention is directed to Addendum #2.  Sources of funding have now been identified and it is anticipated that full project funding for this contract will be available by the currently specified bid opening date.
4. Intentionally left blank

5. What is the official bid date for the project? Page 1 of the Specials states November 13, 2001 while the date on the covers and other locations state November 14, 2001.

Attention is directed to Addendum #7.  The Bid Open date is December 19, 2001.
6.  Please provide the reasoning used to set a goal of 20 percent for the DBE participation. This project is large but the components are equally large thus making it difficult to find legitimate qualified DBE firms to price the work. Can Caltrans revisit this issue and lower the percentage?
The DBE goal for this project was established by a process that included an analysis of each contract item, the location of the contract, and the availability of DBEs.  It is expected that bidders will analyze the work to be performed, and then select portions of the work, materials, equipment, supplies, and services required, consistent with the available DBEs.
7.  Page 109 section 10.1.20 - Traffic Control System For Lane Closure - states that this work will be paid under Traffic Control System. Is this the same as Bid Item 101 - Traffic Operation System? If this isn't the case, then what bid item covers this work?
Attention is directed to Addendum #6.  Section 10.1.20, "Traffic Control Systems for Lane Closures," has been removed from the special provisions.
8.  Please provide the top of pier elevations for the above project (04-012024).
The top of pier elevations can be calculated based on the details shown on the plans.
9.  I would like copies of all available information as reference throughout the Notice to Contractors and Special Provisions.
The information referenced in the Notice to Contractors and the special provisions, with the exception of the permits that are currently being negotiated, is part of the "Skyway Information Handout" which was sent to all entities which ordered bidder's documents.  Copies of the permits will become part of the "Skyway Information Handout" when they are approved by the respective public agencies.  The "Skyway Information Handout" can also be viewed at http://www.dot.ca.gov/hq/esc/tollbridge/index.html by clicking on the "Contracts" link, then clicking on the "SFOBB East Span Replacement" link.
10. Does the reinforcing steel in the precast pay with the precast bid items or in the reinforcing steel bid items?
Attention is directed to Addendum #3.
11. Page 163 Section 10-1.33 states that "The guaranteed prices do not include sales tax" and also states "the above prices include sales taxes".  Which statement is correct?
Attention is directed to Addendum #4, Section 10-1.33, "MODULAR JOINT SEAL ASSEMBLIES."  The guaranteed prices do not include sales tax.
12. Page 110 Section 10-1.22 states that information on follower type cofferdams is included in the "Information Handout".  We can't located this information in the handout, could you please identify specific location or provide separately if available?
Information about follower cofferdams was not included in the "Skyway Information Handout."  Information about one type of follower cofferdam can be found at "http://www.gerwick.com/document.asp?DocumentID=677".  A steel, follower type cofferdam was also used by the Joint Venture, Morrison Knudson/Traylor Brothers/Weeks Marine for Contract 04-0436V4, the Hayward/San Mateo Bridge, Highrise Retrofit.  Construction photos of this cofferdam can be viewed at "http://www.dot.ca.gov/hq/esc/tollbridge/index.html".
13. In other bridge projects there has been a bid item for "Establish Marine Access".  Can such a bid item be added rather than having this scope of work paid for under the Mobilization bid item?

13A. The Marine mobilization on this job could far exceed $150 million.  Will you establish a bid item for Establish Marine Access similar to other toll bridge jobs?

A separate bid item for "Establish Marine Access" is not included in this contract.
14. Can section 9-1.06 be modified to allow payment for material in storage outside of California?  Items such as piling, joint seal assemblies, structural steel and others may be sourced from outside of California.
Attention is directed to Addendum #5.  Section 5-1.23 has been amended to allow for the partial payment of fabricated structural steel stored outside of California.
15. Referring to your answer for question 12, in the contractor's inquiry responses.  No where (sic) in your answer do you address the question on where to find the information on cofferdams in the information handout.  Can you please clarify where the information can be found within the information handout as stated on page 10, section 10-1.22?
See Response to Inquiry #12.
16. Does the measurement for payment on piling include the length of any driving shoe used?
The pile details (sheet 499) show the pile driving shoe and the specified pile tip elevation.  The shoe is above the specified pile tip elevation line and as such, is included in the length of the pile.  Please see page 127, "Measurement and Payment (Piling)" of the Special Provisions.
17. There are lots of rumors in the industry that this project (04-012024) has been postponed indefinitely.  In an effort to avoid unnecessary costs to the contractors, we are asking Caltrans to respond to these rumors.  Will the project be postponed and if so for how long?
All information about the status of this contract can be found at the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/" and at the Caltrans Toll Bridge webpage at "http://www.dot.ca.gov/hq/esc/tollbridge/index.html".  If this status changes, all plan holders will be notified and the information will be posted on the referenced webpages.
18. Are there any backfill requirements for the piers?
Backfill of the structure excavation at the piers is not required.
19. Does the San Francisco Bay Conservation Development Commission Permit cover the dredging?  Please issue this permit as soon as it becomes available.
Yes.  The San Francisco Bay Conservation and Development Commission (BCDC) regulates dredging and the disposal of dredge materials in San Francisco Bay.  When BCDC issues the permit for this project, it will become part of the information handout and will be sent to all plan holders.
20. When will copies of (the) various permits (for this contract) be available?  Pages 43 to 46 of the specifications state that they can be obtained from the Department of Transportation, but they are not available.

20a. I am writing to inquire when copies of permits and licenses will be available for the Bay Bridge Project.  I was at the DOT plans and Bid Document Section, and the plans were not available as the 16th of August, and no information was given as to when they would be available.  Please let me know when the copies will be ready for pickup.

These permits and agreements will become available when they are issued by the respective Regulatory and Oversight agencies.  Once they are issued, they will become part of the information handout and will be sent to all planholders.
21. There are no provisions for payment for Hinge, AW, AE, EW or EE.  Are these to be completely furnished and installed by others?  If so, what is the schedule for this work to be completed?
Attention is directed to Addendum #4.
22. Temporary Towers CW, CE, AW, and AE are to be removed by others.  What is the schedule of this removal and what is the Skyway contractor supposed to figure on the final disposition of this material once it is removed?
Attention is directed to Addendum #4.
23. Where does the fender rib closure pour and the cast in place fender slab get paid?  Drawing 437 designates this concrete as structural concrete-bridge footing while drawing 924 shows it as part of the fender.
Payment for the cast-in-place fender rib closure pour and the cast-in-place fender slab are included under Engineer's Estimate Item 36, "Structural Concrete, Bridge Footing."
24. Drawings 917 through 920 indicate that the direction of construction is Oakland towards San Francisco.  What is the importance of the direction of construction?
Attention is directed to Addendum #12. 
25. In review of the construction of the hinges the question arises as to why can’t the pipe beam move left to right rather than right to left as shown on drawing 921?
The Contractor must complete the hinges as shown on the plans, as revised by Addendum #7.
26. The segment age at time of closure of 18 months for E13W and E13E is measured from the date the segment is put into storage ? correct?  Changing the direction of construction will help this eliminate the impact of the 18 months on the schedule.
Attention is directed to Addendum #12. 
27. Dimension tables on drawings 339 to 352 state the box panel types to be 1, 2, 3, 4, 5 or 6 while Note 2 on the same drawings refer to them as A, B, C1, C2, D, E, and F.  Note 2 also refers you to drawing 459.  Please provide the correct panel type designations for the dimension tables.
The dimension tables and Note 2 on Plan Sheets 771 through 783 are correct.  Box panel type 1, 2, 3, 4, 5 or 6 on the dimension tables pertain to steel bikepath box panels (walking surface) whereas Note 2 pertains to the safety railing panel types A, B, C1, C2, D, E or F.
28. Details D, E, and F on (Sheet 869 of 978) are in conflict with details on (Sheets 892 and 893 of 978).  Please clarify.
Attention is directed to Addendum #3.
29. It appears that there are not complete details for Hinge A included with the other hinges on sheets 883 & 884/978, some dimensions are given but not all of them.  Please advise on the thickness and length dimensions for Hinge A.
Attention is directed to Addendum #4.
30. In reference to special provisions 3-1.01, general, section 4, page 19, "The work shall be diligently prosecuted to complete (sic) before the expiration of 900 working days beginning at 12:00 am on the day after the day of contract award."  Please clarify the definition of a working day as it applies to this contract.
A working day is defined in Section 8-1.06, "Time of Completion," of the Standard Specifications.
31. It is our understanding that the permits for the above referenced contract are not yet available.  However, we assume draft copies have been sent to the various agencies for review and final approval.  We also believe these preliminary copies must be made available for public review and comment.  We would appreciate a copy of these preliminary permit requests or information on where they can be reviewed.  Although all permits are important, we are particularly interested in the BCDC permit which probably designates the dredge disposal site.

The dredge disposal site, whether it is upland, Alcatraz or the Faralon Islands is critical to our means and method of construction and we require this information to proceed with this portion of the estimate.

Attention is directed to Addendums #6 and #7.  Copies of the permit applications are available for inspection at the office of the Toll Bridge Duty Senior and have been made available as a CD which is an addendum to the contractors inforamtion handout.
32. I've been trying to get a copy of some of the geotechnical reports for the areas through which the new East Span of the Bay Bridge is to be built. I found that electronic versions of the reports are on the web at http://www.dot.ca.gov/hq/esc/tollbridge/index.html, but when I tried to open some of the larger files (e.g. geotch22.pdf in CD5) I just got a page that told me that I did not have the proper permissions to access the file. I suspect that the web server doesn't want to let itself be tied up for that long while I download such a large file and so it denies me access to it. Is there any way for me to get access to these files (maybe compressed versions), or to get a copy of the CD set that they come on?
We have broken down the larger files to make them easier to download.  If you continue to have problems, please contact the Toll Bridge Duty Senior.
33. (We) are currently preparing an estimate for the "Skyway" contract of the new eastern span of the San Francisco-Oakland Bay Bridge. The project is advertised at $745,000,000.  The plans and specification were issued in mid-July with a special notice warning contractors that funding for the project is insufficient and the project will not be bid until these funds are available.  This warning to the contractors has been posted in the weekly Caltrans advertisement to bid every week including last week's edition.  We have received verbal confirmation today that the funding has been acquired and the project is scheduled to bid on time, November 14, 2001.  Much of our resources, in the past 6 months, have been consumed by the continual postponement of the Benicia-Martinez Bridge estimate, originally schedule to bid on May 16th and now bidding on September 26, 2001.  There have been eleven addenda issued with several hundred pages of revised plans and specifications along with numerous bid date changes.  In addition, the majority of the addenda issued revised the original plans and specifications without calling out the changes made.  We have spent hundreds of man-hours comparing the original specs to the revised specs trying to catch what has been changed.   I'm sure you can understand with the numerous bid date changes for Benicia along with the notices that the Bay Bridge would not bid until funding was available, we have not spent a lot of time to date preparing an estimate for the Bay Bridge.  Therefore, we are requesting a bid postponement of at least 60 days.  Without a postponement, (we) will have a very difficult time completing an estimate by November 14, 2001.

33a. (We have) serious concerns regarding the ability of large joint venture teams being able to properly prepare a thorough proposal for (Contract 04-012024).  Due to the special notice of September 3, 2001 from Caltrans regarding funding concerns for the project, several large potential subcontractors and major suppliers of materials have recently expressed to us that they are not proceeding with any takeoff of quantities or subsequent cost estimating.  The notice virtually stopped major elements of the estimating process from proceeding and no further work was performed in preparing estimates by numerous subcontractors and suppliers.  Approximately three weeks were lost between the special notice and the issuance of Addendum No. 2 which is valuable time that the bid process could ill afford.  Even without the special notice being issued, it would be extremely diffucult to complete a final proposal by November 14 due to major elements of the design from several sources still pending, thorough quantity review(s) within the joint venture remaining, cross country meetings required of partners to resolve cost estimate differences and again final input from major subcontractors and suppliers.  The tasks remaining to design and cost a project of this magnitude are immense and must be fully considered by all joint venture teams as well as Caltrans.  We strongly urge a postponement from the current bid date for at least six weeks and more likely until after the first of the year so the joint venture teams can properly prepare the most thorough and competitive proposal possible.

33b. Due to the fact that the Benicia Martinez Bridge bid has been postponed until September 26th a number of the prime contractors and subcontractors have not been able to spend adequate time on the Bay Bridge project.  We are seeking a minimum bid extension to the 23rd of January, as this will give the bidders ample time to prepare a thorough bid and review it outside of the holiday period.

33c. (We) requests an extension of the current November 14, 2001 bid date until after January 1, 2002.  We reqiure additional time to develop temporary designs, increase the capability of existing fabrication facilities for pre-cast concrete segments, steel structural pile cap fabrication facilities and develop the required marine access to deliver such large structual elements.  The resources of our joint venture team requires additional time to first develop and research means and methods prior to developing a competitive bid estimate.  We also require information not available from the owner (i.e.: permit applications or the permits as referenced in the special provisions from the owner.)  The information questionnaire requires time to respond due to the fact that our means and methods, material suppliers, subcontractors, and productions with special equipment need to be identified before answerig the questionnaire.  Caltrans original lack of funding for this project was a concern to suppliers, subcontractors, and general contractors exhausting their personal resources for a project which may be indefinitely postponed.  Therefore full attention was not given to this project.

33d. By this writing, we are formally requesting that the acceptance of bids on (Contract 04-012024) be postponed five (5) weeks to December 19, 2001.  The reasons for this postponement request are a direct result of the disaster that occurred at the World Trade Center, which, as you can imagine has put the entire area in a hampered and/or confused state.  All our bridge projects in the areas were put on hold (some indefinitely).  As the structural steel erectors of the World Trade Center, we are one of many companies involved in the clean-up operations presently going on.

33e. A number of requests have been made for an extension of the bid date ? is there going to be one? It is important to receive notification of any bid date extension by October 12th. The reasons for the need of this extension are obvious but they do include:

Again it is important that a decision be made on an extension within the next week so that companies can decide whether there is time to put together a proposal or to drop the project. Any bid extension needs to take in account that we are getting near the holidays.

33f. (We) strongly request the owner to postpone the bid opening date currently set for November 14, 2001 to January 2002.  We reuire the permits and other documents referenced in the specifications which are not available from the owner at this date in order to complete our cost proposal, mean and methods and quantity takeoffs.  We also require answers to the questions proposed to the owner in time to react to the "answer pending".  We have serious concerns about completing our bid proposal to the owner without additional time for DBE firms, material suppliers, and subcontractors to prepare their cost proposals, to fabricate and deliver large pieces of materials and large quantities.  We require time to acquire land with marine access for pre-assembly and site delivery.  We would require additional time to submit a competitive bid, which would be within the engineers estimate.  Therefore, additional time for bid preparation would be financally adventageous for the owner.

33g. (We are) currently preparing a bid estimate for Caltran's Skyway Contract for the new East Span of the San Francisco-Oakland Bay Bridge.  The project, advertised at $745,000,000, is one of the largest and most complex heavy civil contracts to be let out on the West Coast.  As such, this project bid estimate requires a tremendous commitment of both time and man-hours from all contracting parties involved.

Although project plans and specifications were issued in July 2001, Contractors were cautioned to work on the bids "at their own risk" since funding for the entire project had not been secured.  During the period prior to full funding, (we) along with other prime contractors, subcontractors and material venders were not willing to commit their limited estimating resources to a project that had the possibility of being postponed indefinitely.  We now find ourselves in a position of preparing a very complex bid estimate during a relatively short period of time.

This problem is compounded by the fact that Caltrans has yet to receive the necessary permits, including the BCDC permit that governs dredging and the disposal of dredge spoils.  In accordance with the specifications, Contractors will be bound by all permit requirements.  At this time, we are unable to development, let alone cost estimate, construction procedures for the bridge footings.  In addition, many other elements of our estimate can not be finalized until permit restriction are known.

Given these circumstances, Manson respectfully requests a 60 day time extension to the current bid date for this project.  This time extension will allow adequate time for bid preparation assuming the necessary permits are issued shortly.  Without an extension, our group cannot perform the level of analysis this project deserves, nor can we expect to receive competitive coverage from subcontractors and material venders on all elements of work.  There is also significant risk we may be forced to withdraw from the bid process of this project.

33h. (We) request a bid postponement of at least sixty (60) days for the Skyway Project of the SFOBB.

Please consider the following in evaluating this request.  The project is advertised at $750,000,000.  The project plans and specifications were issued in mid July 2001 with a special notice to contractors that funding for the entire project was not available, and that the project would not bid until such time that the funding was available.  The warning continued to inform the perspective contractors that if funding was not available within six (6) weeks from the selected bid date, that the bid date would be postponed.  Bidders were cautioned to work on the bid "at their own risk".

The contractors were also advised that the necessary permits, specifically the BCDC permit as well as many other critical permits had not been issued.  The permits would be made available to the contractors shortly after their issuance.  Yet the conditions of the permits will be made part of the project specifications and the contractors are to be fully aware and responsible for the requirements and restrictions of such un-issued permits.

The Benicia-Martinez Bridge bid on September 26th after many postponements (the original bid date was May 16th).  This project had eleven (11) addendums (sic) with several hundred pages of revised plans and specifications all without changes marked.  As you can imagine, this required tremendous efforts and resources from all of the bidders through the bid date.

Contractors, like CalTrans, have limited resources, the prospective contractors must pick and choose bidding opportunities and assign their manpower to estimate the work in relatively short windows of time.  If you consider the above information you will conclude that two critical components were previously missing for the contractors to earnestly pursue this project, the first of the certainty that it will be bid and be built (i.e., uncertainty of funding and permits) secondary resources (our resources were assigned to projects that had funding and permits and some certainty that they would be bid).

We appreciate your efforts to maintain bid dates, but this project warrants special consideration.  The Skyway Project is one of the largest and most complex bridge projects ever and requires tremendous effort and resources to estimate and bid.  We would very much like to participate in the bidding and hopefully building of this large and complex project but without a bid postponement our participation is doubtful.

33i. We need the referenced permits and the "Pending Answers" to previously submitted questions early enough to submit a bid by November 14, 2001.  We request a bid date post-ponement until late January 2002, and we need to know soon.

33j. The bid date of November 14, 2001 is rapidly approaching and we still haven't seen the permits for the project.  This coupled with the unanswered questions and the fact that a number of subcontractors and suppliers are hard pressed on time is having a severe impact on our ability to provide a competitive price for this project.  We are asking that you postpone the bid date for 60 days.

33k. (We) respectively request that a sixty-day (60) bid extension be granted for the SFOBB Skyway Project.  We are a piling manufacturer and as such we provided the test piles for this project and have a very keen interest in supplying the permanent piling for this project.  Without adequate time for the general contractors to analyze and research the questions that we have submitted to them, our price to supply piling will be extremely high and exceed the engineers estimate.

Attention is directed to Addendum #7.  The bid open date for Contract 04-012024 is December 19, 2001.
34. (Re) Question #24 ? Does the direction of construction relate to the construction sequence of the entire frame (in the order of Frame 4 toward Frame 1 specifically) or to the construction sequence of the hinges between the frames?  Step 33 of Phase 7 on sheet 918 of 978 could be interpreted to be the sequence of frames 4 to 3 to 2 to 1 or the sequence of hinges D to C to B (E and A by others).
Attention is directed to Addendum #12. 
35.  (Re) Question #26 ? One will need to match cast the segments for the spans 13 E and 13 W.  This will cause need for all of these segments to be in storage for a minimum of eighteen months. Is this correct?  (This also pertains to the six month duration of Frame 2 - Pier 9 East and West and the two month duration of Frame 1 - Pier 5 East and West.)  Do the segments need this amount of time before they are jacked, implying they could be set in place before the eighteen months, or before they are placed?
Attention is directed to Addendum #12. 
36. If the answer to (#35 above) is yes and the answer to (#34 above) is to follow the frame sequence then there is not enough time allowed for the construction of the bridge.  Please clarify.
Attention is directed to Addendum #12. 
37. (We are) interested in fabricating only the steel shells for the Piling.  There are a few things that need to be clarified.  In the "Notice to Contractors and Special Provisions" on page 57, section 8-1.03 "State Furnished Materials" item "J" indicates that the steel shells will be furnished by the State.
A.  Are we going submit our proposal directly to Caltran or to a Contractor?
Subcontractors should submit their proposals the Contractors bidding on Contract 04-012024.  For further information about doing business with the Caltrans, please see our webpage at "http://www.dot.ca.gov/".
B.  If we are to submit our proposal to a Contractor, can you provide us with a List of Contractors.  We have tried to obtain this list from the Internet Site but were unsuccessful.
A list of Plan Holders can be found on-line on the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/".  Click on the "Advertised Projects (project for bid)" link, then page down to the "List of Plan Holders of Projects out to Bid" link.
C.  In the above referenced (item "J") it indicates that all steel shell material is to be ASTM A709 Grade 50.  Is this correct?  Does the ASTM A709 Grade 50 material have any Supplements?
Attention is directed to page 125 of the Special Provisions, subsection "Fabricated Steel Pipe" for the requirements for fabricated steel pipe.  Please note that the State furnished steel shells (Item "J" on page 57 of the special provisions) are a small quantity of excess material from a previous Caltrans contract.  The location where these materials are stored is shown in the Information Handout.
38.  We shall propose to Caltrans a CRIP with reliance on two large Chicago steel firms, relative to posttensioning steel and prestressed concrete for the SFO Bay Bridge Skyway project.
Attention is directed to Section 5-1.14, "Cost Reduction Incentive Proposals," of the special provisions.  The Contractor shall submit the preliminary concept of proposed CRIP in writing to the Engineer after the contract is awarded.
39. On Sheet 921/978-Construction Sequence #5-item 2 in the list of activities refers to construction sequence step 33.  Step 33 on Sheet 918/978 does not have any relevance to this activity.  Similarly item 7 on sheet 921/978 refers to construction sequence step 40 which cannot be located on sheet 918/978.  Please advise on the correct construction sequence steps these two items are referring to.
Attention is directed to Addendum #4.
40. Sheet #890 - (are) expansion joint barriers at hinge A part of this contract?
Attention is directed to Addendum #4.
41. Sheet #785 - note 6 states that 2 spare fuses are required; should it be 4 spare fuses?
The total number of fuses for both AW and AE is four.  The details shown on Plan Sheet #785 are typical for Hinges AW or AE.  Note that the total number of fuses shown in the Engineer's Estimate is correct.
42. Do bid items 69 & 70 include the weight of fuses?
No.  Item 71 "Furnish Structural Steel (Pipe Beam Fuse)" is the item that covers this work.
43. (Re) Missing circular bearing details regarding Hinge E - (are they) Type III and Type IV?
Attention is directed to Addendum #6.
44. (Do) details exist for circle bearing for Hinge A?
Attention is directed to Addendum #6.
45. (Are there) details for Hinge E Restraint Brackets?
Attention is directed to Addendum #6.
46. The contract plans do not contain details for the bearings located at Hinge EE/EW Diaphragm C & D (Type III & IV) According to the Special Provisions these bearings are to be supplied for this contract and stored.  Are these bearing required for this contract or will they be supplied in a future contract for the Oakland Approach? In the Engineer's estimate a quantity of 80 bearings is specifed which would include the bearings in question.
Attention is directed to Addendum #6.
47. Please refer to the second group of drawings on the above captioned project (Sheets 489 thru 978).  These drawings indicate Contract 04-012021 and not 04-012024.  Is this an error and/or misprint?
It is a misprint.  The cover sheet should read 04-012024.
48. Electrical service platforms are shown on and/or referred to in several drawings including sheet 3/978 and sheet 44/978.  Note 6 on sheet 443/978 says to see "Road Plans" for service platform details and Note 4 on sheet 3/978 says to refer to electrical and structural plans.  Please advise on the location of any details for the service platforms.
"Road Plans" are Plan Sheets 1 through 431 of 978.  Service platform structural details are shown on Plan Sheets 103 through 107 of 978.  Service platform electrical details are indexed on Plan Sheet 125 of 978.
49. Given the current state of available bonding capacity within the surety industry, is it still the desire of Caltrans to require the contractor to provide a 100% performance and payment bond? Regardless of the financial condition of the Contractor, there may not be enough capacity in the open surety market to put together a 100% performance and payment bond on a project of this size.  Would Caltrans be agreeable to accepting surety bonds with a maximum penalty of $250 million or 50% of the contract amount?
The California Civil Code, Sections 3247 through 3252 requires that the payment bond shall be in a sum not less than 100% of the total amount payable by the terms of the contract.
50. Please confirm the "welded headed anchor studs" detailed on the Skyway Structures Footing Details for Contract#04-012024 are not the same product as listed in the project specifications #10-1.38 Welded Headed Bar Reinforcement.
Welded headed anchor studs are different than the welded headed bar reinforcement.  Attention is directed to Stud Connectors in Section 55, "Steel Structures," of the Standard Specifications for the requirements pertaining to welded headed anchor studs.
51. (We) recommends the use of Deformed Bar Anchor Welding Studs in lieu of the "16 dia full height welded headed anchors" as shown on the same details, due to the fact cold-formed headed welding studs are only available up through 14" in length.  The details indicate lengths from approximately 15-3/4" to 37-3/8".  Headed studs in these lengths would have to be hot forged and would be extremely expensive, when compared to similar lengths of deformed bar anchor welding studs.  If the head is necessary, which it may not be (given the embedment length), it is possible a disk could be stud welded to the top of the deformed bar prior to installation on the steel plate.  Please address the requirement for a headed anchor welding stud vs. a deformed bar anchor welding stud for lengths over 14".
Attention is directed to Addendum #5.
52. I am looking for the name of the Resident Engineer for the Bay Bridge Project - Contract # 04-012024. Please provide me with a phone number and/or email address.
The Contractor will be given contact information for the Caltrans personnel assigned to this contract after the Bid Open date.
53. Reference Sheet 496 of 978.  Pile head connection detail and Section A-A indicate 8 each 32 diameter high strength prestressing bars connected to temporary support system and Notes 2 & 3 indicate they may be used as part of the temporary system to support gravity loads.  What if any is their intended use in the permanent structure and what is the final configuration of the top of these bars?
Response:  These bars provide reinforcement for confinement of the concrete in the annulus between the pile sleeve and the pile.  The final head configuration for these bars shall be as shown on the plans.
54. Reference is made to the Special Provisions, Section 10-1.24, Piling, subsection, Open Ended Cast-in-Steel-Shell Concrete Piling, subsection, Construction.  In pages 123 and 124, the special provisions state that piles must be dewatered and cleaned out, prior to placing the concrete fill.  If piles are dewatered and the concrete fill is tremied in the dry (as opposed to tremied concrete underwater) will Caltrans require the Contractor to vibrate the concrete fill?
Attention is directed to Page 329 of the Standard Specifications, Section 49-4, "CAST-IN-PLACE CONCRETE PILES," Subsection 49-4.01, "DESCRIPTION," paragraph 5: " Concrete filling for cast-in-place concrete piles shall be vibrated in the upper 5 m of the pile."
55. We are unable to find anything in the Standard Specifications or Special Provisions clearly telling us where the rebar in the CISS piles is paid.  We assume rebar for CISS piles of this size is paid in Item 62, Bar Reinforcing Steel (Bridge).  Please verify.
Attention is directed to page 127 of the Special Provisions, Section "MEASUREMENT AND PAYMENT (PILING), paragraph 3 for the pay clause regarding rebar in the CISS piles.  Note that  CISS piles conform to Cast-in-Place Concrete Piles (as per page 122 of the Special Provisions, Section "OPEN ENDED CAST-IN-STEEL-SHELL CONCRETE PILING," paragraph 1).
56. Reference is made to the special provisions, Section 10-1.23 Dredging, subsection Upland Disposal, page 114.  Paragraph one makes reference to Structure Excavation, Type D which is not a bid item or defined anywhere else.  This paragraph also refers to CIDH pile, bell foundations and mirco piles which are not used in this contract (maybe Richmond-San Rafael Bridge?).  Please clarify this section so it applies to this contract.  Please tell us clearly where to dispose of: 1. Structure Excavation, (Bridge,Underwater); 2. Pile drilling spoils; and
3. Marine access dredging material.
Attention is directed to Addendum #10, Section 10-1.23, "DREDGING," for the dredge material disposal requirements.
57. Reference plan sheet 437 of 978.  Under "Concrete Strengths and Type Limits", the fourth item is Structural Concrete, Bridge Footing
(Lightweight) f'c = 5mP.  This is only 725psi.  Please confirm whether or not this is correct.
The f'c for "Structural Concrete, Bridge Footing (Lightweight)" is correctly shown on Plan Sheet 437.
58. A preliminary takeoff of the dredging quantities shows that the requirement of Max 97,000 m3 dredging for access channel, and Max 211,000 m3 don't pencil out to what's indicated in the plans, please read the following:

Our takeoff shows following dredging volumes:

Access channel                      77,000 m3 + 33,000 m3 (the small area east of contract limit).

Piles                                       39,000 m3,

Structure Excavation:   No slope, i.e. vertical sides        67,000 m3 (approx.= pay quantity)
                                                                1:1 slope             148,000 m3
                                                               1:1.5 slope           198,000 m3
                                                                1:2 slope             251,000 m3 (1:2 in indicated on informative plans from Caltrans)

(As you are well aware, this is bay mud and the channel or structures excavation will not stand on a 1:1.  If Caltrans wants the Contractor to hold back the differential in the cut vs. the existing mud line, then they should show an underwater sheet pile wall in the plans.)

Dredging quantities for Temp Towers and Access Trestle not known, but must be added.

Total Excavation:           1:1 slope         297,000 m3  Vs  the Max quantity of 211,000 m3
                                        1:1.5 slope        347,000 m3
                                          1:2 slope         400,000 m3

As you can see the estimated quantity varies from the maximum allowed for by the project specification and the proposed permit information (this is only an understanding from the information provided in the plans, the permit itself has not been made available to the Contractors.

So my question, is there a bust in the quantity or does Caltrans intend to provide more specific language that instructs the Contractor to limit the dredging quantity to the maximum, for which this would directly limit or reduce the access channel dredging, because we cannot reduce the other aspects that contribute to the dredge quantity?

Or is Caltrans rethinking the permit request, to adjust to a quantity that represents the work scope identified in the bid package.

Attention is directed to Addendum #10, Section 10-1.23, "DREDGING," for the recalculated dredge quantities for this contract.
59. Reference plan sheet 500 of 978.  The special seismic monitoring casing shows a soil plug 7.0m long.  On plan sheet 499, the typical elevation for the 2.5m Dia. CISS Piling, does not show a length for the soil plug.  However, in the Special Provisions, Section 10-1.24 Piling, subsection, Open-ended CISS Concrete Piling, page 122, paragraph three, it states "Drilling or jetting shall not disturb the soil plug within 7 meters of the pile toe at any time during pile installation.  Is the length of the soil plug in a typical pile, 7 meters long?  Please verify.
Attention is directed to Project Plan Sheet 439 of 978 for the bottom of concrete fill elevation for piling.  Unless jetting or drilling is used, the bottom of the concrete fill will be the same as the top of the soil plug.
60. (What is) the most  recent guess on when the specific SFOBB contracts will advertise and the  approx. value:

      04-0435V4   WB Approach

      04-012024   East Span Replacement - Skyway

      04-012011  East Span Replacement - Suspension

      04-012031  East Span Replacement - Oakland Touchdown  Section

      04-012094  Demo. Existing East  Span Bridge

Advertise dates for the above contracts can be found on the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/".  Click on the "Advertised Projects (Projects for Bid)" link, then down load the 12 Month Tentative List for Projects Over $1,000,000.
61. (We) request that the owner evaluate their construction schedule. Our preliminary schedule factoring in limited pile driving hours as per specifications, marine fleet barge building and mobilization, precast plant start-up and 18 months of cure time, among other labor intensive welding, testing and fabrication time requires additional working days than the 900 working days included in the specifications and including bad weather days and holidays.

We request that the owner make available their schedule so that we may evaluate any major time duration differences.

We believe that the schedule should reflect a 54 month schedule (1045 working days).  There will be days which will prevent marine work from progressing which must be factored into the schedule.

Therefore, a 1045 working day schedule would be a reasonable and economical solution to constructing this project.

61a. The completion of this contract in the 900 working days will be very tight. Can additional time be provided? 1050 working days would be more in line. In addition can these working days only refer to the completion of that portion of the project that is required for the follow up contracts?  Work such as concrete overlay, bike pathway, electrical, striping and other such work should be considered differently. There were two dates on the Benicia - Martinez bridge bid.

61b. On October 9, 2001, we wrote to (the Department) and advised you that the 900 working day project schedule should be extended.  We wish, however, to reiterate that if the Authority does not formally extend the project duration we will meet the original 900 working day schedule in our bid submission.  We have every intention to be entirely responsive and responsible in our bid submission to the Authority even if the schedule remains unchanged.

However, based on the construction planning and schedule analysis we have conducted and our considerable collective years of experience in bridge rehabilitation and retrofit construction work, it is our view the the 900 working days allotted for completion of this project is not the most cost effective period within which to reasonably and efficiently complete the specified work.  Further exasperating the schedule is the limited working hours allowed for work to be performed on this important project from 7:00 a.m. to 8:00 p.m.  Unless the schedule is extended to 1045 working days, the public will potentially be subjected to needless additional cost to accelerate the work, which undoubtedly will add costly labor inefficiencies and other additional costs to the price proposals which will be received.

By extending the schedule, as proposed, we earnestly believe that the Authority can avoid these costs and, thus, avoid a needless expenditure of public funds.

61c. Based upon our J.V.'s preliminary schedule, the current 900 working days/42 month schedule for construction appears to dramatically inadequate.  A more realistic construction schedule would be approximately 54 months.  The design required for this project is tremendous as well as fabrication and delivery of temporary as well as permanent materials which puts a large strain on the schedule.

Will Caltrans review the current working days and extend the construction time allowed for this project?

Attention is directed to Addendum #8 which amends the number of working days from 900 to 1000.  Caltrans will not release the basis for this calculation.  Subcontractors, vendors and suppliers will have to negotiate the anticipated schedules for delivery with potential bidders.  The details of the actual construction schedule (Critical Path Method) will be supplied to Caltrans by the Contractor after the contract is awarded.
62. Reference is made to the details of the piers on the contract drawings, specifically the access stairwells within the pier column.  The structural details on sheets 502 and 503 of 978, pier layouts 1 and 2, indicate that the access stairwell extends to the top of footing at all locations.  The electrical sheet EE-79, 189 of 978 access lighting, agrees with the structural in that stairwells, lighting and even receptacles extend to the top of footing.  However, the pile corrosion monitoring drawing EE-121, 222 of 978 and 122, 223 of 978 indicate that the stairwells on piers with access casings start at elevation +1200 NGVD.  Please advise.
The structural details on project plan sheets 502 and 503 of 978 are correct.  The intent of drawings EE-121 and EE-122 is not to locate the first stairway landing above Elevation 1200, but rather to indicate that the transducer test box and stainless steel stud for future connection are to be located near a stairway landing that is above, but close to that elevation.
63. (Is) it the intention of the design to keep the area within the access casing dry?  There are no provisions in the drawings for sumping and pumping of water that may accumulate over time.
Attention is directed to Addendum #6, Section 10-1.27, "CONCRETE STRUCTURES," for the requirements for placing the footing concrete and access casing concrete in a dewatered condition.  The installation of sump-pumps or other methods of removing water that may accumulate over time is not part of this contract.
64. Regard Bid Item 49-polyester polymer concrete  overlay.
 
The specifications for this item of work is  detailed on pages 191-195 of the Special Provisions for this contract.  The  specification is highly detailed.  Because we have been a supplier of this  product in the past, we were involved with many Cal-Trans groups including TY  Lin, Cal-Trans Sacramento, and others.  It was apparent during those  discussions that Cal-Trans desired to use a system that they had lots of  experience with on this new structure.
 
I read the specifications, today, and the bottom of  page 194 and 195 outline the ability of the contractor to substitute a  multi-layer polymer concrete overlay for the polyester polymer concrete so descriptively  outlined in the previous pages. 
 
The specification is very misleading.  The  specs for the polyester polymer concrete overlay call for an overlay of 20mm or  13mm.  The spec for the multi-layer polymer concrete overlay calls for  6mm-9mm.  What type of overlay is Cal-Trans looking for?
 
The polyester polymer concrete specification  details the product desired.  The multi-layer specification doesn't call  out any product properties, type of polymer to be used, final properties,  etc.  Technically, a contractor could offer a hundred differenet systems  that would comply with this specification.  Yet, the Skyway project is  probably the most expensive structure ever built.  For this project, you  would allow a very thin overlay, to withstand over 300,000 ADT, with a system  that Cal-Trans has no experience. 
 
Is it possible that there was a mis-copying of this  specification?  Certainly, the plans and the specifications should be  consistent.  Please provide clarity to this matter.
Attention is directed to Addendum #4.
65. Reference is made to the access and excavation dredging required for the construction of the piers, specifically numbers E7E-E16E and E7W-E16W.  Are we required to backfill around the piers after construction?  If so, do we backfill to access dredged level or pre-construction level?  In addition, are we required to back fill the access area to preconstruction level?
Please see the response to Contractor Inquiry #18.  Backfill of the structural excavation at the piers is not required.  Backfill of the access dredging channels is not required.
66. Please tell me what do I need to to be able to bid  on the Okland Bay Bridge project.
Please see the response to Contractor Inquiries #1 and #9.
67. I received notification via mail of the Caltrans Requests Bid  for the Bay Bridge East Bay Span Replacement project and am interested, if possible, on bidding on various safety supplies.  We specialize in hand  protection (Work gloves as well as disposable gloves) as well as other  protective wear products.  Will there be opportunity to bid on such items  for this project?  Please advise.

67B. We are the largest minority owned insurance /consulting firm in the  nation.  We are licensed in 50 states and speak over 11 languages in our ffice.  Some of our clients include, Wells Fargo, Bank of America, Sanwa, Comerical bank, Pasadena Unified School District, DWP.  We would love to bid on any insurance related projects for the Bay Bridge Project, and all we are asking is to be considered on a level playing field.  I have enclosed our brochure.  If  CalTrans use OCIP programs, we would certainly bid on that project.  We could also work on the Worker' Comp. file review and claims management.

You can find out about doing business with Caltrans by viewing the Caltrans main webpage at "http://www.dot.ca.gov".  In addition, attention is directed to the response to Contractor Inquiry #68 to get information about Contractor Outreach Workshops which will be held in the San Francisco Bay Area.
68. (We are) a small web firm that provides information systems expertise as it relates to project  management, collaboration, data gathering and reporting.  Could you  clarify if the scope of the above contract calls for these products or services  and if so is there a specific set of requirements pertaining to the  IT/IS.
Attention is directed to Section 10-1.10, "Progress Schedule (Critical Path),"  and Section 10-1.13, "Electronic Mobile Daily Diary Computer System Data Delivery," of the contract special provisions.  Please be aware that Caltrans is offering several outreach workshops in the San Francisco Bay area designed to inform the business community about the contracting opportunities associated with the Bay Bridge East Span Replacement project.  Information about attending these workshops can be found at the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/".
69. On page 207 of the special provisions under the order of work for the footings line item J. place concrete in dewatered chambers.  Can we tremie pour the footings as part of our ballasting requirement?
No.  The footing shall be dewatered prior to placement of footing concrete.
70. Bid items Nos 43 & 44 precast concrete wall (bridge footings ).  This wall needs to be cast in place prior to the footings being placed, so there is no separate erection of precast concrete as it becomes part of the footing.  Should these items be cast-in-place?  Does the  contractor have the option to choose precast or cast in place concrete?
Attention is directed to Addendum #6.
71. What is the warranty period for this project?
There is no warranty period for the entire project.  There are individual warranties for various items in the contract plans and special provisions, including but not limited to, modular joint seal assemblies, mechanical systems and electrical systems.   Individual warranty requirements are as specified in the Special Provisions.
72. Spec section 10-1.24 piling, page 124, 6th paragraph states: "Concrete fill for cast-in-place concrete piles shall be cast continously.  No construction joints will be permitted ."  The pile head connection detail on plan sheet 496 of 978 shows the footing shell supported off the top of the pile, which precludes insertion of the rebar cage.  The pile shell cannot be slotted and the pile head connection  plates welded with the rebar cage in and concrete placed full height.  Please advise how we are to construct this detail.  The footing shell has to be supported off the top of the pile.
The areas around the pile and within the top portion of the pile must be dewatered prior to cutting slots and welding pile head connections and placing the rebar cage.  The inside of the pile shall be clean and dewatered as specified and as shown on the plans prior to placment of concrete in the pile.  Attention is directed to "EARTHWORK," of the Special Provisions regarding the use of follower type cofferdams.
73. Reference contract drawings sheet 492-495 of 978 casing wall calls for a cast-in-place wall with no construction joints within the casing wall unless approved by the engineer.  Can the casing wall be precast concrete?  Are we allowed to have approval of the construction joints vertically?
No.  The walls shall be cast-in-place as shown on the plans and specified in the Special Provisions.  Vertical construction joint will not be allowed.
74. Is it the intent of the owner to have the structural concrete in piles to be mechanically vibrated during concrete placement?
Attention is directed to the response to Contractor Inquiry #54.
75. We have spoken to the port of Oakland, Mr Jerry Battle.  Berth 9 land and bulkhead on the east end of the bridge.  They had promised it to Caltrans, but they are not sure of the current status.  Is Caltrans arranging for a marine access point for this project and for the contractor's use?
Caltrans has not made arrangements with the Port of Oakland for and area for contractor use or for a marine access point.
76. What is the status of the bid date postponement?
The Bid open date is December 19, 2001.
77. Reference bid item 43, Furnish Precast Concrete Wall (Bridge Footing) and bid item 44 Erect Precast Concrete Wall (Bridge Footing).  The precast concrete wall is not a separate element and is only classified as precast because it is not done cast-in-place at the jobsite.  As shown on plan sheet 490 of 978, it cannot be cast separately because it is cast attached to the steel box footing with 19mm x 200mm studs.  The Special Provisions, page 149, Measurement and Payment, paragraphs 7 and 8, indicate that the precast wall is furnished and constructed in item 43 and erected in item 44.  Please correct these sections so they apply to this special case.  Also, under the Standard Provisions, rebar in precast is included in the precast item.  Please verify that this is correct for this special case.
Attention is directed to Addendum #6.
Contractors Inquiries 78 through 82 concern the structural steel fabrication of the Bridge Footing,  Encased Structural Steel Piers E3 thru E16 (Sheet No. 479 thru 498 of 978).

78. Please confirm that the steel material grade for use in the Encased Bridge Footings is  ASTM A709 Gr.50.

Attention is directed to Addendum #4, Section 10-1.44, "STEEL STRUCTURES," and to Plan Sheet 436 of 978.  Structural steel is ASTM A709, Grade 50.  Additional Supplementary Requirements are as shown in Section 10-1.44, "STEEL STRUCTURES."
79. In order to evaluate the amount of NDE inspection requirements for the fabricated structural steel for the Encased Bridge Footings, we would like the TENSION  &  COMPRESSION Zones designated?
Attention is directed to Addendum #4, Section 10-1.44, "STEEL STRUCTURES."
80. There will be a significant amount of both horizontal and vertical Full Joint Penetration (CJP) butt welded splices required to fabricate the Encased Bridge Footings.  Standard Specifications,  Structural Steel (Section 55 ) 55-3.17 Welding,  indicates that "The location of all nondestructive testing shall be determined by the Engineer".  What locations (if any) and to what degree will Radiographic Inspection be required on the CJP welds on the  Bottom Plates,    Top Plates, Edge Plates, Pier Socket Casing Plates, Full Height Vert Shear Stiffener Plates, Pile Sleeve Plates, Collar Sleeve Plates?
Attention is directed to Addendum #6, Section 10-1.44, "STEEL STRUCTURES," subsection, "SHOP WELDING,"  subsection INSPECTION AND TESTING."  All CJP welds on the encased structural steel footings shall be 100% ultrasonically (UT) inspected inspected by the Contractor; radiographic testing is not required.
81. What locations (if any) and to what degree will Ultrasonic Inspection be required on the CJP welds on the  Bottom Plates, Top Plates, Edge Plates, Pier Socket Casing Plates, Full Height Vert Shear Stiffener Plates, Pier Socket Casing Stiffener Plates, Pile Sleeve Plates, Collar Sleeve Plates?
Attention is directed to Addendum #4, Section 10-1.44, "STEEL STRUCTURES," subsection, "SHOP WELDS," sub-subsection,"Inspection and Testing."  All CJP welds shall be 100% UT inspected by the Contractor.
82. Will the fabricated structural steel for the Encased Bridge Footings require any painting after shop fabrication has been completed?
The fabricated structural steel for the encased bridge footings are not painted.
83. I would like to obtain a copy of the attendees for all the Bay Bridge Outreach Workshops Contract No. 04-12024.

83a. We went to the Bay Bridge East Span replacement DBE/SBE/DVBE outreach meeting on October 16th, and we meet (sic) two potential prime contractors.  Can we find out what prime contractors went to other outreach meeting and how we can get in touch with them.

Attendee list for the November 10, 2000 Contractors Outreach and for the July 17, 2001 Steel Fabricators outreach, and the October and November 2001 small business outreaches can be found at the Toll Bridge Program's webpage at "http://www.dot.ca.gov/hq/esc/tollbridge/index.html".
84. Concerning segment age at time of closure, please reference plan sheet #917 of 978, note #19.  Is it the owner's intention to hold the contractor to the same requirements for concrete age for the exterior closures as is imposed for the interior closures (18 months)?  Currently, the interior closure construction is predicated on reaching the segment age of 2, 6 or 18 months depending upon the span.
Attention is directed to Addendum #7.
85. I am representing an engineering firm (MBE) for the construction material ( steel ) outsourcing.  We fabricate some customer designed sheet metal press operation in a limited quantities and utilizing our oversea fabrication capability for a large quantities account.   I would like to know if all the construction material used for Bay bridge project has to be made within the USA 100% or the requirement is flexible for the MBE related project?
All construction material for San Francisco Oakland Bay Bridge, East Span Replacement Project is subject to the provisions of Section 5-1.075, "BUY AMERICA REQUIREMENTS."
86. Page 875 of 978, Bikepath Details No. 9, describes the drawing as "Cantilever beams A and D at Expansion Joint" when the connection of the bikepath to the main span at A is steel.  Likewise, no detail for the connection at Hinge E can be found, please advise on its location.
Attention is directed to Addendum #7.
87. Page 815 of 978, Hinge D Details No. 8, shows a note that there are two rows of four - 46 diameter high strength prestressing bars, on the far right of the section, when only three are shown, this is reinforced by page 814 of 978 which also shows only three pairs of bars in the area where four pairs are specified.  Please advise on the number of rods in this area.
Attention is directed to Addendum #10.
88. The special provisions specify grit impregnated epoxy coated strand, but there is no mention anywhere in the contract drawings of epoxy coated strand being required.  Is this strand required for any tendons.  If grit impregnated epoxy coated strand is required - there have been extensive problems in the industry with wedge slippage when gripping through the epoxy.  The slippage can occur some time after the tendon has been stressed and cast over.  It is recommended that the owner require the epoxy to be stripped back on the strand tails to accomodate gripping on bare strand.
Epoxy coated prestressing strands are required in the circular pier access casings.  Attention is directed to Reference Details B and C of contract plan sheet 495 of 978, "Footing Details No. 10".  The cited strands are unstressed.
89. The  contract drawings state"  the size of anchorages and ducts shall be the same as that of the largest tendon in the table (cantilever),
except for the P tendons.  There are a large number of smaller tendons in each cantilever that have approximately half the number of strands as the largest tendon.  The cost of the larger anchorages are significantly more than the cost of a smaller anchorages sized according to the number of strands specified.  Please consider allowing the contractor to size the strand and duct according to the number of strands specified.
The anchorage sizes shall be as per the contract plan sheets.  The larger anchorages allow for the use of additional strands if unforeseen situations are encountered during construction operations.
90. The plans and specifications indicate that access trestles will be a part of the work, however, there is no restrictions in the contract special
provisions or plans concerning access trestles.  Is there any restrictions concerning location and permitted shadow area for an access trestle from either the Oakland or Yerba Buena Island banks?
Attention is directed to the Bay Conservation Development Commission (BCDC) permit, Part 1, Authorization,  2.a. and 2.c.  These clauses include the amount of temporary bay fill allowed during construction for temporary access trestles and boat docks.  Attention is directed to Part 1.B of the BCDC permit which states "this authority is generally pursuant to and limited by the application filed on October 17, 2001, including all accompanying and subject correspondence and exhibits."   In the permit application, refer to Figure 10  which shows the boundaries/envelop within which the temporary trestles can be located at the Oakland Touchdown area.  Figure 10 in the permit application also indicates a maximum size of 75,348 square feet. for the skyway trestle.  Please note that the envelop in which the trestles can be built take into account the environmentally sensitive area (ESA) north of the touchdown; Plan Sheet 27 of 978, as amended by Addendum #7 includes the location of this ESA.
91. Page 194 of the special provisions does not provide a coverage rate for the deck overlay prime coat.  Please provide the specified coverage rate.
Attention is directed to Addendum #4.
92. The contract plans do not contain details and design data for the circular segmented bearings located at Hinge EE & EW, Diaphragms C & D (Type III & IV) and at Hinge AE & AW, Diaphragms A,B,C & D (Type I, II, III & IV).  Please provide bearing data tables and clear schematics showing types and location of bearings for Hinge A & E.
Attention is directed to Addendum #6.
93. Please check your quantity for Bid Item #54 S-F, Neoprene Bumper, there is a substantial over run.
Attention is directed to addendum #6.
94. We reference you to the contract drawings, sheet number 253 (Sheet 685 of 978), note number 8.  By having to grout the pre-stressing ducts before the segment hoisting loading is applied, we would add at least two days to every segment pair erection cycle.  This would mean adding approximately 1 month to the construction of every cantilever pier.  Is this grouting sequence truly necessary?
Attention is directed to Addendum #12.
95. The only way to stay within the total maximum dredge quantity of 211,000 CM is to perform the footing excavation inside cofferdams.  Is the air bubble curtain system required if piles are driven inside a closed cofferdam?
Attention is directed to Addendum #10.
96. Spec. Section 10-1.23 dredging, hydrographic surveys, page 114, last paragraph tells the surveyor to "first complete the hydrographic survey at a bell pier for review."  Please locate this referenced bell pier or does this apply to this project?  Please clarify.
Attention is directed to Addendum #10.
97. Will the owner change the mobilization as written in the standard specifications July 1999 to allow the contractor to receive 50% of the mobilization at the first pay estimate instead of waiting for 5% of contract to be completed?  There is enormous up front cost to purchase precast concrete form and yard systems, purchase of pipe piles, raw steel materials, land rental and improvements, concrete plant set-up, equipment and barge purchases and etc.  The contractor would have to arrange for a loan and pay interest prior to receiving mobilization money.  It would be financially advantageous to the public by reducing the cost of the bid proposal by the cost of the financing.  The owner will have 100% payment and performance bonds from the contractor.

97B. We are one of the contractors intending to submit a bid proposal on the referenced contract which you have advertised for bids.

Our review of the Information Provided to Bidders has revealed that the Mobilization Payment provided for in the contract is not to be made until a substantial amount of the work has already progressed.  Significant up-front work will need to be performed by the successful bidder preliminary to commencement of any physical work and significant procurement expenses also will have to be incurred before contract monies other than the Mobilization Payments will become due.  This creates an undue burden upon the contractor who is then essentially financing this project in the tens of millions of dollars prior to equitable compensation.  The continued inclusion of this provision will only provide for the additional cost to be included in the bid and therefore this additional cost will be passed onto and will be borne by the public.

We respectfully request that you modify this term of the contract to provide that the Mobilization Payment will be made to the contractor when the Notice to Proceed is issued which will alleviate some of this aberrant condition.  Or, you can provide for a separate "marine mobilization" payment as set forth in other contracts with your agency.

The payment schedule for mobilization, as detailed in the Standard Specifications, is as per state statute and cannot be changed.
98. We act as surety for several of the contractors involved in the various joint venture teams interested in submitting proposals on (Contract 04-012024).  We are writing to advise you of factors which, in our opinion, will impact the surety industry’s ability to support the Performance and Payment bond requirements currently outlined in the referenced project’s bid documents.

The surety industry’s prior year results were less than favorable and even more severe for the entities, namely reinsurers, who provide substantial support and capacity.  As a result, some reinsurers have chosen to withdraw from this product line and those who remain are closely scrutinizing the levels of capacity they are willing to commit to the industry.  The events of September 11th have only served to exacerbate this situation.  It is expected that September 11th  will represent the most costly event in the history of the insurance industry, currently doubling the largest previous occurrence (Hurricane Andrew @ $25 billion).

Consequently, we envision great difficulty within the industry generating the necessary capacity to support a single project of this size requiring 100% Performance and Payment bonds.  If bonded at 100%, this would represent one of the largest, if not the largest, construction bonds ever written.  Given the unfortunate events, the primary insurance markets do not foresee enough reinsurance capacity available to handle such a request.

Therefore, we are respectively requesting that CALTRANS consider lowering the bond requirement to a penal amount of $250 million.  We feel this limit is more in keeping with present levels of capacity and consistent with other large public work projects recently undertaken in California (BART Extension Contract No. 12YC-120 ($523 million) and Alameda Corridor ($712 million)).   This amount is not unprecedented within the CALTRANS organization as we believe the authority in years past followed a practice of utilizing bond caps of $250 million when the estimated contract amounts were expected to exceed this amount.

98a.  We are  one of the leading writers of contract surety in this country and also acts as surety for a member of one of the joint ventures that proposes to bid on the captioned project.  We are specifically concerned that the current surety requirement for this project (i.e., one hundred per cent performance and payment bonds) is neither feasible nor in the best interests of the State of California.

As it stands, this requirement is formidably difficult to meet.  While surety capacity of this extent may have been available in prior years under special circumstances, aggregate surety industry capacity has recently and rapidly diminished and the events of September 11th have had a further aggravating effect.  It is by no means certain that such capacity is any longer available.

Under the circumstances, it would seem appropriate to set the surety requirement at a more reasonable and achievable level.  We would suggest performance and payment bonds each in the amount of $250 million, a standard for which there are numerous precedents, or, as an alternative, a reversion to the long-established Caltrans requirement of 50% performance and payment bonds.We believe that the current surety requirement will hamper the procurement process by severely limiting the number of qualified bidders if it does not eliminate them altogether.  We ask that you consider this matter and we thank you for doing so.

Attention is directed to Addendum #8 for the amended bonding requirements for this contract.  State Statute require that the payment bond shall be equal to the contract price and the performance bond shall be equal to at least one half of the contract price.  This requirement cannot be waived for this contract.
99. Please refer to drawings 924 & 930 of 978 and the "Order of Work" on page 207 of the special provisions. Is it the intent that the top slab of the footings at Piers 3 - 5 (E&W) and the fender slab be placed simultaneously or would a construction joint at this interface be permitted?  If a construction joint is not permitted the fender system would have to be in place prior to starting the pier column. Is this correct?
The Contractor may propose construction joint locations not shown on the plans in conformance with the requirements in Section 51-1.13, "Bonding," of the Standard Specifications.  Attention is directed to contract plans sheet 925 of 978, "Precast Fender Modules, Details No. 1" which shows that the precast fender modules must be in place prior to placing the cast-in-place footing top slab.  The footing top slab must be completed prior to pier column construction.
100. The various "Hinge Details" for the pipe beam structure show what appear to be headed welding studs, yet, I cannot find any detail referencing them with description or size.  Please confirm these are welded studs and the size
required.

Additionally, if in fact they are welded studs, they must be applied perpendicular to the round pipe surface.  They cannot be stud welded as
shown on "Hinge B, C details No. 5" which shows them parrallel to each other (welded at various angles to the pipe).  Depending on diameter and length, it may be possible to bend them after welding to achieve the specific angle as shown on the drawings.  Please advise.

Attention is directed to Addendum #6.
101. How was the estimated quantity (80 each) for Item No. 53, Circular Segmented Bearing determined?
Attention is directed to Addendum #6.
102. At Hinges AW and AE, what types of bearings (I, II, III or IV) and how many of each type are used?
Attention is directed to Addendum #6.
103. At Hinges EW and EE, are the bearings at Diaphragms C and D (Types III and IV) to be furnished under this contract?
Attention is directed to Addendum #6.
104. What is the design for the colored polyester concrete on the walkway and bikepath? The plans do not show any details.
Attention is directed to Addendum #7.
105. In our review of Addendum No. 4 section 10-1.44, "STRUCTURAL STEEL,"subsection, " SHOP WELDS," sub-subsection, "Inspection and Testing." Acceptance :  For the purposes of acceptance, all welds shall be considered  to sustain tension.  Should the steel fabricators bidding on this project understand this statement to mean that all welds under this entire contract (100% of the welds on this project) shall sustain ( be subject to ) tension?
In Section 10-1.44 "STEEL STRUCTURES," subsection, "SHOP WELDS," subsection "Acceptance," of the special provisions, nothing is implied about the performance of a given structural element in the finished bridge.  The special provisions state the criteria that will be used for application of the AWS code to test results.  For purposes of acceptance, all welds shall be considered to sustain tension.
106. What page of Addendum No. 4 is this (sic) the  RT (radiographic) inspection requirements shown for the Bridge Footings?  Would you  please elaborate on the RT inspection requirements stated in the response to question No  80?
Attention is directed to Addendum 6.  This addendum includes clarification of the required weld testing.  Note that RT is not required for the footing steel.
107. Please refer to Question No. 80 which asked if Radiographic Inspection of the butt welded spliced (CJP) is required for the Encased Bridge Footings .  The response to this question states that per Addendum No. 4,  section10-1.44, "STRUCTURAL STEEL, "subsection, "SHOP WELDS," sub-subsection, "Inspection and Testing."  that all CJP welds shall be 100% radiographically inspected by the contractor.  In review of Addendum No. 4 section 10-1.44, "STRUCTURAL STEEL," subsection, " SHOP WELDS," sub-subsection, "Inspection and Testing.", we do not see that any Radiographic Inspection is addressed unless the Footings are fabricated from FCM material.  In your response to question No. 78, and in further evaluation we do not see that the Bridge Footing are fabricated from FCM .  Are the Encased Bridge Footings fabricated from any FCM?
The encased bridge footing steel is not classified as FCM.
108. Addendum #5 fails to address the question regarding the use of "16 dia full height welded headed anchors".  Addendum #5 only addresses "#10-1.38 Headed  Bar Reinforcement" which was confirmed as completely different from "welded  headed anchor stud" in your response to my question #50 (asking for clarification between the two items).  To restate my question #51: Referencing the Contract #012024 - Skyway Structures, Pier Footing Details  The details show 16 dia welded headed anchor studs in lengths of 400mm (16")and 950mm (38").  16 dia welded headed anchor stud availabilty is limited to 14" in length when produced on a cold header (their most cost effective means of manufacturing).  They can be hot forged in longer lengths, but, the costwill be significantly higher.  There are two alternatives 1) Using a deformed bar welded stud, stocked in lengths up to 36", and available up to 60".  There is no head on these studs, but the deformations on the bar allow for full strength development and the higher strength bar material develops higher loads than a normal headed stud would produce.  If a head is required, a disk could be stud welded to the deformed bar stud, prior to installation on the pier footing; and 20 "Piggybacking" (stud welding mutiple shorter cold headed anchor studs on top of each other) to achieve the desired lengths required.  This can be done either prior to welding to the pier footing or can be done in the field, depending on access.

What is an acceptable alternative and what is not acceptable?  Must we quote only hot forged welded headed anchor studs?

Attention is directed to the footing details in Contract Plan Sheets 490, 491, 492, 493 and 494 of 978, as amended by Addendum #6.
109. For "Joint Seal Assembly Working Drawings ," does a Civil Engineer = Professional Engineer(PE)?
Yes
110. For "Joint Seal Assembly Working Drawings," how soon after EOR gives the (working drawing) approval does prototype testing start?
The Contractor shall submit their schedule for various testing as part of the supplement to the working drawings as specified in Section 10-1.33, "Modular Joint Seal Assemblies."
111. For "Joint Seal Assembly Working Drawings," what is meant by certified test reports?
 Certified test reports are be those prepared by an authorized test person or authorized test facility.
112. For "Joint Seal Assembly Working Drawings," why isn't the GTC plan submitted as part of the initial WD submittal?
During the fabrication process the Contractor shall maintain a "Log of As Built Measurements."  The Contractor shall submit the log prior to the start of the dynamic testing of prototype specimens.  After successful prototype testing, the Contractor shall submit the Geometry Tolerance Control Plan that incorporates data collected from the dynamic testing.
113. For "Joint Seal Assembly General Design Requirements," values of SEEclosing and SEEopening and CS?  Please clarify.
The values of SEEclosing, SEEopening and CS are as shown in the contract plans.
114. For "Joint Seal Assembly General Design Requirements," R04-14-00 Spec says that max opening shall  be 130mm - suggest this version be used rather than specifying number of seals and the 130mm per seal requirement.  In many cases better joint performance can be obtained with designs using smaller seal gaps.
Your comment is noted.
115. For "Joint Seal Assembly General Design Requirements," what is the meaning of SEEclosing and SEEopening?  Are they displacements from the joints mid position?  Why are they different?
SEEclosing and SEEopening are movements caused by Safety Evaluation Earthquake.  The values for SEEclosing and SEEopening reflect the results of time-history analyses of the structure.
116. For "Joint Seal Assembly General Design Requirements," what is the maximum service (i.e. non seismic) opening of each seal?  Is it 130mm?
The maximum service opening of each cell is 75 mm.  Attention is directed to Addendum #4, Contract Plans Sheet 885A of 978, "Expansion Joint Details No. 2."
117. For "Joint Seal Assembly Fatigue Limit State  Design Requirements," (we) suggest a gap opening for the fatigue analysis of the mean position of the joint, max operating opening for the strength analysis.  Critical to determining to stress ranges is the structural analysis.  We'd suggest some criteria be established as a minimum level structural analysis.  The  concern is that forces, moments, etc. reported from the structural analysis may be inaccurate, in which case all resulting stresses, fatigue criteria, etc. would be as so.  The dependence upon secondry methods such as the use of tabled standards, reduction factors, extrapolations, etc. should be discouraged.  We would propose that a full structural analysis be  required for each joint.  Example verbiage below;

"A continous beam analysis with the loads applied simultaneously in the vertical and horizontal directions shall be performed.  Shear and moment diagrams for the entire separation beam shall be submitted for each critical truck location.  Support bar analysis for single support bar systems shall  include the effects of multiple separation beam loads.  A critical truck location is the truck location that produces the largest stress range at the design detail in question.  Critical truck locations shall be identified for the failure mode analysis of the separation beams, support bars, structural connections, yoke/stirrups, load bearings, as well as any other load bearing elements in the vehicle tire to bridge deck load path."

Your comment is noted.
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119. For "Joint  Seal  Assembly  Strengh Limit  Stale  Design Requirements," structural analysis per comments in "Fatigue Limit State Design Requirements" section

No response required.  The Contractor does not ask a question.
120. For "Joint  Seal  Assembly  Durability Testing  of  Elastomeric  Support  Bearings":
A. Specimen  B - shouldn't  the loading be force driven?  What is the rationale behind displacement driven loading?
The test procedure specified under "Scope (B.)" in "Durability Testing of Elastomeric Support Bearings" of Section 10-1.33, "Modular Joint Seal Assemblies" of the special provisions is consistent with design requirements and as recommended by NCHRP Report 402.
B. Specimen B - suggest changing "on individual bearings" to "bearing configured to replicate in situ conditions".  Since this is a fatigue test and not a characterization test, bearing should be tested as close to field loading/configuration as possible.  To whit, if a support bar end condition consists of upper and lower bearing (springs) support , the bearing will act  as springs in parallel - much different than if the support bar rests on just one bearing.
Your comment is noted.
C. Suggest Rv be defined a little more, e.g. the worst case when the joint is set at mid-range with fatigue truck loading.
Your comment is noted.
D. Suggest delineating the other two frequencies and number of cycles associated with each frequency.
Your comment is noted.
E. Eliminate the use of artificial air flow devices.  Heat transfer via convection will be that associated with quiescent air in a box.  The test is relatively short duration (approx. 5-10 hrs).  The bearing on a single support bar system will see near periodic loading, the use of a fatigue truck load accounts for amplitude variation.
Your comment is noted.
F. The equation defining the test displacement notes that k is determined elsewhere, can't seem to find where this is.  Suggest  using force driven excitation, as in the "Fatigue testing of Metallic Structural Components and Connections" section of this specification and deriving K from force versus displacement data.
The value of "K" is obtained by performing the dynamic stiffness testing specified in "Durability Testing of Elastomeric Support Bearings" of Section 10-1.33, "Modular Joint Seal Assemblies" of the special provisions.  Your comment is noted.
G. Is durability testing for this component really necessary?  Relative to other failure modes, our experience has been that  elastomeric bearing durability is a low risk failure mode.  But, this is only our experience, perhaps for other systems this is a concern.  If not then eliminating this test may be worth considering.  NCHRP 402 3.1.9 espouses similar opinions.
Durability testing is required.  Your comment is noted.
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127. For "Joint Seal Assembly Dynamic Testing":

A. Change "The test specimen shall contain 7 cells." to "The test specimen shall contain a minimum of 7 cells."
Your comment is noted.
B. The initial cell width in the table don't seem to add up.  If the initial value is 10mm, and there are 7 cells, that means the joint is opened 70mm.  Yet the tests call for displacements much larger than that.
The initial total cell widths for 7 cells is 70 mm which is different from additional displacements to be applied for testing.
C. The transverse velocity seem far too slow.  Joint failure modes due to tranverse inertial joint load will be masked.
High velocity for the transverse direction is also specified.  Reference the table in subsection "Dynamic Testing," of Section 10-1.33, "Modular Joint Seal Assemblies," of the special provisions.
D. Change the initial cell width to a joint opening value.
Your comment is noted.
E. Many of the tests are 10 cycle, high velocity tests at the full design displacement - this seems pretty severe, more so than most other prototype sequences (e.g. Guide Specification for Seismic Isolation Design).  Suggest cutting the cycles and/or displacement range down on the order of half of that listed.
Your comment is noted.
F. Measure all cell widths after each test.
Your comment is noted.
G. Equidistance  requirements  seems  too  constraining.  It also encourages the use of large gap systems.  Suggest joint equidistance is adequate if (Equation Unreadable).
Your comment is noted.
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134. For "Joint Seal Assembly Proof Testing":

A. Equidistance  requirements  seems  too  constraining, see (127G) above.
Your comment is noted.
B. The forces being measured aren't necessarily the "friction" forces, inertia, restoring force, viscous damping are other forces that could be included in the force measurements.
Your comment is noted.
C. The 25mm/sec forces for the PTFE/stainless surface frictions will be far less than the high velocity seen during a seismic event.  They will also be less predictable, since the slope of the friction/velocity curve is much steeper at slower speeds.  The capability to predict these within 15% maybe a separate issue and may not adequately reflect the joints ability to function properly during a seismic event.
Your comment is noted.
D. It's worth noting that unlike many other aseismic devices, expansion joints are not used for force reduction.  Instead there  main challenge is to maintain structural integrity during a seismic event.  Some force criteria is needed, but deviations on the order of 50% seem more appropriate.  Also, f (sic) the forces are very low, the deviation may be high.  For example if there is a 70 lb slow speed friction force expected at a yoke, it seems almost absurd to reject the joint if the measured force is >80lb, especially so if the joint is detailed to withstand forces of 10 times that amount.
The measured friction forces need to satisfy only one of the three acceptance criteria specified in "Proof Testing" of Section 10-1.33, "Modular Joint Seal Assemblies," of the special provisions.  Your comment is noted.
E. It's not clear from the specification if the acceptance criteria applies to the whole joint, to each bay or each element.
The acceptance criteria apply to the whole joint.
F. The 75mm gap displacement test seems small, especially so if a 130mm movement is being used for a seismic displacement.  Suggest using 75% of the seismic gap displacement: (Equation Unreadable) where gd is the seismic design displacement for each seal and Ns is the number of seals.
The proof tests are only for service conditions.  Larger displacements are tested during prototype testing.
G. Proof Test 1 "Initial Cell Width" does not appear to be correct.
Proof Test 1, "Initial Cell Width," as shown in the Contract Plans and special provisions, is correct.
H. Starting at 0mm may be difficult for some systems, i.e. they may not design using a min cell width of 0.
The cell width is defined as the unsupported length of the sealing element.
I. The initial rotation test could be included with minimal equipment requirements (e.g. offset sides with same actuation) for rotation about the transverse axis.  Improperly designated/fabricated elements that fail in this mode could result in overall system failure.  Suggest including some form of transverse rotation testing.
Your comment is noted.
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142. For "Alternative Modular Joint Assembly":

A. Elements in item # 8 seem to be pointed at systems that compete with swivel joint.  Wondering what rationale is behind eliminating the use of multiple support bar systems or cover plate systems.  Elimination of designs that use sequentially based springs seems severe, if the design is robust enough, the arrangement would work fine.  For example, a swivel bar technically is sequentially arrangement of steel springs.  Point being that somewhere between the elastic spectrum of a continous steel bar and week rubber springs there are robust spring designs that would perform properly both in function and reliability.
The Department does not consider any other joint seal assembly systems to be equal to the specified modular joint seal assembly.
B. (We were) informed that Caltrans had decided not to sole source the expansion joints.  We suggest that the Alternate Modular Joint Seal Assembly paragraph be brought to the forefront of the specification so bidders are well aware of an alternate.
Your comment is noted.
144. It is unclear where deck drain piping changes from steel to ductile iron.  Sheet 886 list wall thickness 10-1.56 calls out steel for scupper pipe and fittings to the ductile iron.  The pipe bend on 886 looks to be steel.  Where does piping change?
Attention is directed to Addendum #10.
145. Is there a supplier that makes deck drains?  None is listed on Drawings or specifications.  Such as Smith-Zurn, etc.
Caltrans does not specify suppliers unless the Contract Special Provisions requires a Trade Name or Sole Source.
146. It appears only the scuppers need to be galvanized on the deck drainage.  Since the ductile iron water, reclaimed and sewer are not galvanized we assume that the ductile iron drainage is not galvanized.  The specifications say all portions of down spout system are galvanized we understand this is to mean up to where the steel downspout turns into the horizontal deck drainage ductile pipe only.
Attention is directed to Addendum #10.
147. It is unclear where the deck drainage changes from steel to ductile iron.  Specs. callout for scupper to be steel, pipe and fittings ductile iron.  Sheet 886 of 978 shows the scupper with steel pipe and the pipe bend appears to be steel.  Addendum #6 has a table which calls out NPS wall thickness.  The pipe bend shown appears to be steel looking at second detail on bottom left.  The question is, is it the intent that vertical 6" pipe be steel and the horizontal pipe ductile?
Attention is directed to Addendum #10.
148. For the deck drainage, does the ductile iron have to be galvanized or just the scupper and steel pipe.  The ductile iron in mechanical specs does not require galvanizing.  Since both systems are located inside the webs it makes no sense to have one galvanized and not the other.  Please clarify.
Attention is directed to Addendum #10.
149. In that the agency reports and the testing revealed that the bubble-ring approach to preventing fish kill was not effective when pile driving was done, how will the fabric curtain technology that was proven effective be implemented once the project is underway?
The requirements in Section 10-1.24A, "Marine Pile Driving Energy Attenuator," of the special provisions are more stringent than those of the Pile Installation Demonstration Project.  The requirements in the special provision are based on successful applications at locations outside of the State of California.  A fabric curtain has not been specified.
150.  Can a 'DBE' based in oakland count towards 'small local business' goal as well?
Yes
151. The steel structure special provisions requires the steel erector to be AISC case certified and also have a fracture critical.  AISC has no  company certified with fracture critical endorsement and has no program in place to do this.  Will the specification be changed?
Attention is directed to Addendum #10.
152. Currently over 100 questions are posted on website and over 42% remain as 'answer pending.'  These questions need answers in a timely manner to properly prepare the bid.  When will this happen?
Comment noted.
153. Who pays for damages, fish kill, when the bubble curtain fails?
Pursuant to Section 7-1.12 and Section 7-1.12A, Subsection B, of the Standard Specifications, the Contractor is responsible for fish kills due to the failure of an operation that is within the Contractor's responsibility and control.  The Contractor shall indemnify the State against damage to property caused by negligent act or omission of the Contractor.
154. Who pays for damage due to turbidity?
Pursuant to Section 7-1.12 and Section 7-1.12A, Subsection B, of the Standard Specifications, the Contractor is responsible for damage due to turbidity from failure of an operation that is within the Contractor's responsibility and control.  The Contractor shall indemnify the State against damage to property caused by negligent act or omission of the Contractor.
155. If a prime has only good faith effort, for example, $500,000 less than the prime, who has met DBE, SBE and DVBE goals which company would have preference to be awarded the bid?
Attention is directed to Section 3-1.01B, "Award and Execution of Contract," of the Special Provisions regarding the lowest responsible bidder.  Attention is directed to Section 2-1.05, "Small Business and Disabled Veterans Business Enterprise Utilization and Reporting," of the Special Provisions regarding applicability of the Small Business preference and DVBE goals.
156. Are foreign flag crane barges allowed to work on Project?
The Contractor may use foreign flag cranes on this project, but only insomuch as they comply with the Jones Act.  Attention is directed to the following internet link for information on the Jones Act: http://www.marad.dot.gov/publications/primer_laws.html
157. What is the projected elapsed time between contractor award and commencement of pile driving?
Subsequent to contract award, the Contractor shall submit a progress schedule detailing the activities needed to complete this contract.  Suppliers would have to negotiate schedules for the delivery of materials with the Contractor.
158. Given the current economic downturn, it would be reassuring to hear a more concerted effort towards utilizing U.S. business throughout the East Bay Bridge project.  Comments have been made by a member of the design team regarding the likelihood that certain portions of the contract will involve foreign  procurement.  Even Councilwoman Nadel, in her remarks today, mentioned foreign  contractors.

While there are concerns for the budget - and recognizing that 'buy America' applies to some portions of the project - the current division of the contracts makes it very likely that the 25% rule will allow a significant portion of this project to be supplied from outside the U.S.

Caltrans has been very vocal about the DBE requirements of the project.  Why not extend that effort to the entire project and support  American industries in this time of economic difficulties.

Nothing in this Contract prevents American industry from competing in all aspects of this project.
159. In reference to 'Buy America clauses' it references steel and materials.  Does this include the aggregate that will be required for this project, i.e., concrete aggregate.
Buy America only applies to all manufacturing processes the steel and iron materials, and to coatings on steel furnished for incorporation into the work in this contract.
160. Deck drainage piping in the miscellaneous metals, is it correct to assume that the Ductile iron pipe is not to be galvanized.  Only the deck drains and the steel pipe from deck drain to connection to the Ductile iron pipe is galvanized.  It seems rather clear that the ductile iron pipe in mechanical section is not galvanized.  Both deck drainage pipe for miscellaneous metal spec and utility piping from mech spec are located in closed in web spaces.
Attention is directed to Addendum #10.
161. MBE goals versus good faith efforts?  Will there be bonding requirements?  If one contractor is 10 million high and meets goals, the other contractor is low and has made good faith effort, who will be awarded the project?
Attention is directed to Section 2-1.02B, "Submission of DBE Information," of the special provisiosns,  regarding good faith efforts to meet the DBE goal,  and Section 3-1.01B, "Award and Execution of Contract", of the special provisions, regarding the lowest responsible bidder.  Attention is directed to Section 5-1.017," Contract Bonds," of the special provisions, as amended by Addendum #8, for bonding requirements.
162A. We asked a prior question about extension of the contract duration.  We think the 42 months or 900 days is woefully inadequate; and one of our team members had asked for the Caltrans schedule.  And in lieu of receiving the Caltrans schedule, prior to the bid, will there be at least response on increments such as when the first permanent piles are to be installed?  When was that in Caltrans schedule?

So we are hearing feedback from the vendors as well, as we are certain Caltrans members that are inquiring from the supply chain to find out when these piles may be fabricated and delievery times would be anticipated.  Can we find out -- our joint venture or all bidders -- components such as pile delievery that make up Caltrans '42 months schedule?  Therefore get a better understanding as to how that aggressive schedule could be.

162B. We are the major fabricator.  We will be part of this project.  I support (provious concerns) about the schedule.  I find it absolutely unbelievable that you won't release the scheduling information to the general contractors; and, as a fabricator and a major supplier, all we can do is give the general contractors the best that we can build.  You have very large structures - very large structures - and a limited place to get them - limited fabricators that can build them at all - and these guys are struggling.  We don't know how you expect them to prepare this 42 month schedule if you won't give them the benefit of the doubt of what you have already done.

Attention is directed to Addendum #8 which amends the number of working days from 900 to 1000.  Caltrans will not release the basis for this calculation.  Subcontractors, vendors and suppliers will have to negotiate the anticipated schedules for delivery with potential bidders.  The details of the actual construction schedule (Critical Path Method) will be supplied to Caltrans by the Contractor after the contract is awarded.
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164. I direct your attention to Addendum No. 6, referencing Special Provisions, Section 10-1.27, "Concrete Structures."  Therein it is stated that  "The Contractor shall prevent the cracking of the precast concrete elements."

Although some contractors may profess god-like qualities, I assure you that no contractor possesses the means to PREVENT the cracking of  concrete.  Crack control is a function of the structural design and reinforcing steel detailing.

A Contractor is able to minimize the occurence of cracks by  means of mix design, placing and curing practices, and to some extent by exercising some control over environmental factors.  The Contractor's quality control program in concert with proper inspection and oversight by the Engineer will assure that due attention is paid by these practices.  The Contractor cannot however supersede the single most inviolate principle of concrete practice...that it will and must crack.  No reasonable person would have any other expectation.

If Caltrans is unable to define for bidding purposes the amount of crack repair that will be necessitated by the design of precast elements, then the repair of said cracks should be performed on a force account basis.  The exception, of  course, would be when it can be documented that the contractor failed to take due care to minimize the occurence of cracks.

Comment Noted.
165. Given the new drawings from Addendum No. 7, specifically the Construction Sequence No. A, B, and C (sheets 916A, 916B, and 916C), showing the order in which the superstructure is to proceed during erection.  There seems to be no consistent order to the sequence shown, in some cases all the piers are erected long before any closures or finishing activities begin and in other cases (for example, the closure between piers 9 and 10) all of the piers in a frame are not erected when an exterior closure occurs.
Attention is directed to Addendum #12. 
166. Please define what the reasoning is that the construction of the superstructure must proceed as shown on drawings 916A, 916B, and 916C.  The reason for this clarity is that it restrains the contractor in optimizing the sequence the segments are installed, as well as in optimization of other materials, and negatively impacts the schedule.  In what way is the contractor able to revise the sequence shown on these sheets for optimization purposes?
Attention is directed to Addendum #12. 
167. In response to the answer to Question 24, please provide a more detailed reply as to what loading criteria are being considered.
Attention is directed to Addendum #12. 
168.For optimization purposes, is the contractor able to alter the sequence the superstructure is erected?
Attention is directed to Addendum #12. 
169. Do all of the piers tables and segment installation processes in a frame need to be completed before any closures may  occur  or  is an exterior closure able to begin directly after adjacent piers segments are fully erected?
Attention is directed to Addendum #12. 
170. Do the hinges need to be completed in a particular order or are they able to be installed as soon as two adjacent frames are completed?
Attention is directed to Addendum #12. 
171. The note section on Sheets 507 thru 536 contain the  statement "Construction joints between segments are in vertical plane."
A.  Are these joints to be vertical once the segments are erected?

B.  Or, are the joints to be perpendicular (90 degrees) to the profile grades shown on sheets 451 & 465?

The construction joints shown on contract plan sheets 507 through 536 of 978 are vertical once the segments are erected.

172. The notes section on Sheets 507 thru 536 contain the statement "Dimensions are vertical and horizontal.  Dimensions are symmetrical  about E (W) Line."
A.  Are the girders to be in the vertical plane once the segments are erected?
Yes.  The girder walls (interior webs) lie in a vertical plane.
B.  Is the soffit plate to remain parallel to the top deck surface?
Yes.
C.  Is the angle between the external girder wall and the bottom side of the deck panel equal on the both sides of the box girder?  That is, are the webs vertical in their erected position?
No, the angle between the external girder wall and the precast panel is not equal on both sides of the box girder; the webs are vertical in their erected position.
D.  Does the angle between the external girder wall and the bottom side of the deck panel remain constant?
The angle between the external girder wall and the bottom side of the precast panel depends on the dimension Dw (external web depth) as defined on Project Plans Sheets 508 of 978 through 536 of 978.  The angle stays constant when Dw is constant and varies when Dw varies.
173. Section A-A, B-B and C-C shown on sheets 757, 758 and 759 indicate the precast panels are flat in the "A" dimension and "C" dimension plane.  Please confirm that the panels are flat and that the panels are not warped.
Precast panels may be warped in some areas due to geometric requirements.  Dimensions shown on the "Precast Panel Details" plan sheets are projected on a flat plane.
174. Addendum 6 modifies Special Provisions section 10-1.27 by adding crack criteria for the precast elements. This requires the Contractor to repair cracks larger than 0.3 mm but less than 0.5 mm. If cracks are greater than 0.5 mm the element will be rejected. Please address the following questions.
A.    Does this apply to all precast elements?

B.    When are the elements inspected for cracks?

C.    What method and material are to be used to repair the cracks?

D.    No criteria is given for crack depth. Do surface cracks need to be repaired?

Attention is directed to Addendum #10.
175. I would like to know how or where I can get samples of the  polyester concrete colors as listed in Project Specifications for contract #04-012024.  The two colors are Federal Color 26099, "Charcoal Gray" and Federal  Color 26440, "Light Gray". Your help is greatly appreciated.
Attention is directed to Addendum #4.  Referee samples of the polyester concrete are available for inspection at the office of the Toll Bridge Duty Senior at the District 4 Office, 111 Grand Avenue in Oakland, California.
176. Re: 10-1.44 STEEL STRUCTURES; (the) fourth clause require that the "Erectors shall be certified under the AISC Quality Certification Program, Category CASE, Certified Advanced Steel Erector, with Endorsement F, Fracture Critical members."

The erection of the footing frames, transition spans, pipe beams etc. are major heavy lift and marine operations where most of the activities are not specific related to steel construction.  Erection of these items should not require AISC certification to erect.

Please specify what specific activities are required to be preformed by certified erectors.

Attention is directed to the Contract Special Provisions and Addendum #10.
177. Re: 10-1.44 STEEL STRUCTURES, ERECTION PLAN; (the) third clause says: "Lifting attachments shall not be attached to the deck plate or ribs attached to the deck plate."

Erection of large steel box girder sections with orthotropic deck is normally done by welding temporary lifting eyes to the deck and is the safest way to attach the rigging. We anticipate attaching the lifting eyes to the deck above the longitudinal bulkhead. The welding will be done in the workshop maintaining full quality and 100% testing. The removal will be done carefully on site, cutting without damaging the deck ? followed by proper grinding of deck.

Is this acceptable?

Due to fatigue life considerations under live loads, the welding of temporary lifting attachments to the deck plate or ribs attached to the deck plate will not be allowed.
178. Re: 10-1.25 TEMPORARY TOWERS; Can Tower AE (AW) and Tower BE (BW) have sliding bearings in the longitudinal and/or  transverse direction if the transition span is connected to the cantilever from Pier E3, i.e. this means that the horizontal loads shall be taken by Pier E3?
Temporary towers shall be designed by the Contractor in conformance with the Contract requirements.  The Contractor shall ensure the stability of the tower and the supported bridge structure at all times during construction.  The connection between the jacks at the top of the towers and the bridge superstructure shall be capable of transmitting lateral shear loads.
179. Re: 10-1.25 TEMPORARY TOWERS; Can Tower CE (CW) have a sliding bearings on top, i.e. no horizontal load is taken by tower?
Temporary towers shall be designed by the Contractor in conformance with the Contract requirements.  The Contractor shall ensure the stability of the tower and the supported bridge structure at all times during construction.  The connection between the jacks at the top of the towers and the bridge superstructure shall be capable of transmitting lateral shear loads.
180. Re: 10-1.25 TEMPORARY TOWERS; Tower shall be designed to resist load from impact of the Contractors equipment. At a minimum 7.6 MN (840 t) acting between el.-1.8 m and el.+7.6 m.

Does this apply to Tower BE and BW that are supporting the bridge for only a short time (1 week)?

Shall Tower CE (CW) on shallow water far away from the shipping channel be designed for 7.6 MN vessel impact?

The specified impact loading shall apply to all temporary tower locations.
181. Concerning fabrication of modular expansion joints, does the contractor have an option to field splice the joints at Hinges B thru D?
Field splices of any part of the modular joint seal assembly shall not be permitted.
182. Addendum 6 requires the Contractor to "prevent cracking of precast concrete elements".  It goes on to say that any "precast elements with cracks width of 0.5mm or larger will be rejected."  It has been said that the only things we know for sure about concrete is that it is gray and it cracks.  The Contractor will take steps to minimize and control cracking, but he cannot prevent it.  The project involves very large precast segments that must be cast, handling, post-tensioned, stored and transported with potential for cracking at any of those stages.

Rejection of a match-cast segment would have huge cost and schedule impacts for a project of this type.  Contemplate the scenario of a segment being rejected whilst on a barge at the bridge site.  Not only is the previously erected segment unavailable for match casting, but the specifications require a six-month cure on the replacement segment.  The schedule and cost impacts would be catastrophic.  The specified rejection of precast segments because of cracks is completely unreasonable for this project.

Please also note that the project Special Provisions contain very detailed criteria for the engineering evaluation, repair and acceptance of any defects, including cracks that may occur.  Those specifications apparently recognize the realities of concrete as a construction material, including the fact that some cracking will occur.  Why not follow those criteria?

Questions we have are:

1. Have the precast segments been designed to stay crack-free under all loads they are likely to be subjected to during the construction process, including shrinkage, thermal stresses, handling, post-tensioning and construction loads?

2. Have the materials specifications, including the required use of pozzolans, been written to provide crack-free concrete?

3. If the answer to either of the above questions is no, then how is the Contractor expected to prevent cracking?

Our intent, as a reputable supplier is to provide this project with the best product available within the industry.  However, known limitations of concrete can not be overcome simply by writing a restrictive specification.  Your consideration of those shortcomings of concrete as a construction material would be greatly appreciated.
Attention is directed to the Contract Special Provisions and Addendum #10.
183. Given the new drawings from Addendum No. 7, specifically the Construction Sequence No. A, B, and C (sheets 916A, 916B, and 916C), showing the order in which the superstructure is to proceed during erection.  There seems to be no consistent order to the sequence shown, in some cases all the piers are erected long before any closures or finishing activities begin and in other cases (for example, the closure between piers 9 and 10) all of the piers in a frame are not erected when an exterior closure occurs.
Attention is directed to Addendum #12. 
184. Please define what the reasoning is that the construction of the superstructure must proceed as shown on drawings 916A, 916B, and 916C.  The reason for this clarity is that it restrains the contractor in optimizing the sequence the segments are installed, as well as in optimization of other materials, and negatively impacts the schedule.  In what way is the contractor able to revise the sequence shown on these sheets for optimization purposes?
Attention is directed to Addendum #12. 
185. Intentionally left blank.

186. For optimization purposes is the contractor able to alter the sequence the superstructure is erected?

Attention is directed to Addendum #12. 
187. Do all of the pier tables and segment installation processes in a frame need to be completed before any closures may occur or is an exterior closure able to begin directly after adjacent piers' segments are fully erected?
Attention is directed to Addendum #12. 
188. Do the hinges need to be completed in a particular order or are they able to be installed as soon as two adjacent frames are completed?
Attention is directed to Addendum #12. 
189. Intentionally left blank.

190. Please send us a copy of the Conceptual Storm Water Pollution Prevention Plan (CSWPPP) that has been prepared by Caltrans (see paragraph 10-1.02 - Special Provision).  This document is necessary for us to develop the cost associated with Item 15 - Prepare Storm Water Pollution Plan.

The CSWPPP is contained on CD#1 of the Skyway Informational Handout.
191. Re: 10-1.24A Marine Pile Driving Energy Attenuator;  The volume of air specified for the bubble flux is extremely large (minimum of 3.0 cubic meters per minute per linear meter of pipe). This is approximately 21 times the volume specified in the Pile Installation Demonstration Program (2.4 liters per second per meter of pipe length = 0.14 cubic meters per minute per lineal meter of pipe). It is not practical to provide this large volume of air.  Could you please verify that the bubble flux is to be as specified in Addendum No. 5?
The specification is correct.
192. Which Bit (sic) Item(s) does following fall under?
1. Future PT
2. Spare ducting
3. P Tendons

The Bidder does not provide enough information for Caltrans to prepare a response.  Caltrans has asked for, but has not received clarification
from the Bidder.

193. We find it virtually impossible to construct the as designed pile caps within the project special provisions and specifications.  The special provisions indicate that the structural concrete portion of the pile caps is considered mass concrete.  Additionally, thermal cracking of the mass concrete is not allowed.

The pile cap consists of a steel shell that is in contact with the bay water.  The steel shell can not physically be insulated from the bay water, therefore the temperature of the steel will essentially be equal to that of the bay water (approximately 55 deg. F).  The structural concrete of the pile cap is 55 MPa concrete which will require a high cement content.  The very low heat mix designs that we plan to use will have an adiabatic temperature rise in excess of 100 deg. F.

Utilizing an optimistically high maximum temperature difference of 40 deg. F (to avoid thermal cracking), the concrete can not exceed a temperature of 95 deg. F (bay water of 55 deg. F + temperature difference of 40 deg. F).  If our temperature rise is 100 deg F, the concrete must be precooled well below freezing to not exceed 95 deg F and suffer from thermal cracking.  As you can seem precooling of the concrete is not a viable option.

Additionally, cooling pipes are not a viable alternative due to the compartmentalized layout of the steel shell.  Even if the steel shell was not compartmentalized, cooling pipes would be approximately 40 mm diameter PVC pipes and would need to be spaced at approximately 300 to 500 mm on center both vertically and horizontally to limit the maximum concrete temperature to 95 deg. F.  At this spacing, we believe that Caltrans or the designer would be concerned about the possible reduction in the structural capacity of the pile cap.

We request clarification of the pile cap design or mass concrete designation.

Attention is directed to Addenda #10 and #12.  Caltrans has reviewed your comments and conclude that the work in question can be preformed in conformance with the contract requirements and in accordance with Cal OSHA regulations.  Bid in accordance with the contract plans and specifications.
194A. (We were) invited to a DBE Contractors Outreach for the San Francisco-Oakland Bay Bridge on October 8th and October 16th.  We attended both meetings and the Contractors Information Session on November 2nd.  These meetings were extremely informative and very well organized.  Thank you very much.

We were initially interested only in the retaining wall work that was advertised in conjunction with the project.  During the times at the meetings that you set aside for networking we made many contacts.  We have had further discussions with the primes which will enable us to participate in a much larger way in this phase of the project.

It was only last month in October through your efforts with the Outreach Program that we learned of this opportunity. In order to prepare  properly for participation at this higher level, we need more time.  We would like to request that the bid date for the San Francisco-Oakland Bay Bridge (04-012024) be postponed until February 2002.

194B. I am making contact with you for the possibility of postponing the bid opening on December 19, 2001 of the Cal Trans (sic) project 04-012024/New SFOBB project.  I am a local Oakland small business and DVBE firm certified by Cal Trans.  I would highly appreciate it if you would consider moving the bid date back to late February 2002 that would enable me to diligently supply General Contractors with a responsive bid.

194C. We asked on numerous occasions for a bid postponement; and unless we see a significant postponement, we are unable to bid on the 19th of December.

Attention is directed to the response to Contractor Inquiry #33, et. al.  The bid open date for Contract 04-012024 is December 19, 2001.
195. Page 11 of the bid documents was replaced as part of addendum #3.  The original page 11 was titled "Certification for Federal Aid Contracts".  It was replaced with a bid tab page containing bid items #121-130 including theTotal Bid.

Through the following addendums, it is clear that the Total Bid should be on page 9 of the bid documents (last revised with addendum #6).  Page 11 needs to be returned to a text page, eliminating duplicate bid tabs and Total Bid spaces.

Attention is directed to Addendum #10 for the corrected page sequence.
196. Re: Installation of pile head connector plates:

Sheet no. 496 of 978 shows the design of the connection between the piles and the footing frames.  There is a contractor designed, high capacity, temporary support system on the pile top, extending through the annulus space to the pile collars.  There is extensive reinforcing including 42 each #22 welded hoops.  The design requires that slots are cut in the 2-3" thick pile wall 12' high to fit the 2 3/8" thick pile connector plate with a tolerance of 3/16". 8 each connection plates, each 4000lbs, shall be fitted into position.  The welding requires preheating of the base material to 300 degrees Farenheit.  The welding has to be performed in a confined space about 3'x4' that is already occupied by preheating equipment and insulation. Space must be ventilated and exhaust system for removing the fumes out of the confined space and out of the 50'+ high cofferdam.  The welders are required to perform top quality work in this oven.  The welds will be 100% tested.  Repairs require that the steel is preheated again, etc.

The environment that welders must work to complete this work over a long duration is unsafe and not a condition that we want to expose our employees to.

Please revise the details in this area to a more reasonable field application.

196B. (Concerning the welding of pile heads connector plates) the facts are the man is going to be down there within six inches of 300-degree-heated steel, in an automatic situation or a stick-welded situation or wire-beaded situation, whichever you want to do.  And we don't believe that the ventilation is good.  And we do believe that it's confined space to work in this type of situation all the time; and we don't think that it's possible.

It still remains as a no-bid issue for our team.  We need more than what we were given today.  And specifically, we need the preheat reduced.  We need this to be termed as non-fracture/fracture critical with the preheat dropped to the 150 degrees Fahrenheit.  Then we think it's doable.  We do not think that it's possible right now.

Attention is directed to Addendum #12.  Caltrans has reviewed your comments and conclude that the work in question can be performed in conformance with the contract requirements and in accordance with Cal OSHA regulations.  Bid in accordance with the contract plans and specifications.
197. Will the owner allow horizontal construction joints in the footing pours?
Horizontal construction joints will be allowed for concrete placed inside the footing frame.
198. Section 5-1.075, Buy America Requirements, states that "all manufacturing processes for steel and iron materials furnished for
incorporation into the work on this project shall occur in the United States" with the exception of 0.1% of the total contract cost.

Please verify that Caltrans interpretation of this language is that no steel for this project, except 0.1% of contract total, may be manufactured and supplied from outside of the United States.

Attention is directed to Section 5-1.075, "BUY AMERICA REQUIREMENTS," of the Special Provisions.  The use of foreign steel and iron materials shall not exceed one tenth of one percent of the total contract cost or $2500, whichever is greater.
199. Concerning the in-bay disposal of dredged material, it is our understanding that there is no fee associated with the disposal of dredged
material at the contract designated locations.  Please confirm.
There is no fee for in-Bay disposal at Alcatraz (SF-11).
200A. Concerning allowable cracking limits in concrete, your addendum #6 addresses allowable cracking in precast elements, however, no direction is given concerning allowable crack limits in cast-in-place elements.  The mass concrete section of the special provisions states that the contractor must prevent cracking.  To eliminate any cracking is not practical.  ACI 224R-90 provides allowable crack criteria.  This criteria was incorporated into the recent Benicia-Martinez segmental bridge special provisions.

To meet a "no crack" edict for massive concrete sections as are present on the Skyway bridge is forcing the contractor to add significant cost and significant contingency to his bid to somehow estimate what will be demanded to meet such a requirement (or what it will cost when you can’t meet the requirement).

Please consider adding the ACI crack tolerance to the contract.

200B. The special provisions specifically mention that thermal cracking of the mass concrete is not allowed.  Thermal cracking was allowed in the recently bid Benicia Martinez Bridge.  In our view, the mass concrete elements of both bridges are similar and are in similar environments.

The Concrete strengths, and required cement contents, of this bridge are higher than that of Benicia.  Therefore, efforts to control or even prevent thermal cracking will be even more difficult.  ACI 207 on mass concrete refers to tolerable thermal crack widths in ACI 224.

We request that the contract documents be amended to allow ACI deemed tolerable thermal crack widths as indicated in Table 4.1 of ACI 224.  Interpreting ACI 224, 0.006 in. thermal cracks are acceptable for the piers, pier tables, and topping of the pile caps.  Likewise, 0.016 in. wide thermal cracks are acceptable for concrete of the piles and structural concrete of the pile caps.

Attention is directed to Addendum #10.
201. The special provisions specifically mention piles, the structural concrete portion of the pile caps, and other elements as being considered mass concrete.  We question the designation in relation to the piles and pile caps.  The mass concrete designation requires that steps be taken to ensure that thermal cracking not occur.

In regard to the piles, the concrete is protected by a continuous 50-70 mm thick steel shell.  If thermal cracking occurs, it will likely extend from the concrete/steel shell interface towards the center of the pile, but will terminate at the reinforcing steel cage.  The steel shell will protect the concrete from the seawater.  The concrete outside the reinforcing steel cage is usually utilized to protect the steel reinforcing from corrosion.  If thermal cracking occurs in the piles, does it really matter?   For this reason, we request that piles be removed from the list of mass concrete elements.

In regard to pile caps, the structural concrete is divided into 23 separate "compartments".  Compartments are not contiguous and are relatively small.  It is possible to stagger the placements so that adjoining compartments contain no or cool concrete.  Compartments are small enough to fall outside the typical definition of mass concrete.  We request that the special provisions be amended to remove the pile caps from the list of mass concrete if concrete placements are coordinated (in the compartments so that so that (sic) adjoining compartments contain no or cool concrete.

Attention is directed to Addendum #10 , Section 10-1.27, "CONTRETE STRUCTURES," subsection "MASS CONCRETE."
202. We recently learned the bond requirements concerning the above project have been amended to  50% performance and 100% payment obligations.  Although we appreciate this concession, we feel this level of commitment continues to represent an issue within our industry.  Unfortunately, a 100% payment bond, accompanied by a 50% performance bond, will still be viewed by the primary and reinsurance industry as a full contract obligation.  The issues confronting the surety industry, both within the primary and reinsurance markets and more fully delineated in Tim Tomko’s previous letter, remain when confronting a capacity request of the magnitude.

Given the scope of the above project and considering its size, along with the bonding requirements on other recent projects similar in scale, we continue to feel $250 million performance and payment bonds provide reasonable surety protection.  More importantly, a $250 million bond limitation is more closely aligned with the single project capacity presently available within our industry.

We  respectively request CALTRANS again consider lowering the bond requirement to a performance and payment bond penal limitation of $250 million.  We feel this limit is more in keeping with present levels of capacity and consistent with other large public work projects recently undertaken.

We appreciate your consideration of this matter and  anticipate other involved surety companies voicing similar concerns.

202B. As you may recall, we wrote to you on October 30th concerning the captioned project, specifically regarding the surety requirement of 100% performance and payment bonds.  Since that time, we have heard that the requirement may have been altered to 50% performance and 100% payment bonds.  If this is true, it does not, unfortunately, really address the problem outlined in my first letter, a shortfall in surety industry capacity as respects this project.  Capacity for performance and payment bonds is not allocated separately.  In this case, a 100% payment bond requirement, despite a lesser performance bond requirement, means that total surety capacity in the amount of 100% of the contract would have to be assembled, and this represents a formidably difficult task at this time.

We urge once again that you consider a lower surety requirement, perhaps bonds of $250 million each, or, at most, 50% bonds.  We believe that this would promote competition and, at the same time, provide more than sufficient security to the State of California.  The bid date will be upon us shortly, so we ask that you give this matter your fullest consideration.

State Statute require that the payment bond shall be equal to the contract price and the performance bond shall be equal to at least one half of the contract price.  This requirement cannot be waived for this contract.
203. Concerning load testing of the segment lifting device, page 159 of the special provisions states that "the Contractor shall demonstrate by a full scale load test that the equipment is capable of supporting a load equal to 125% of the weight of the heaviest segments to be lifted...The equipment shall not be installed on the bridge until the load testing has been successfully completed."

The proper place to load test the lifting equipment is from on the bridge.  Testing in a remote location will not test the most important components, the tiedowns to the bridge structure.  Testing with the lifting device on the first pier table can be done safely and at minimal cost.  A segment, with 25% load added, can be safely raised inches from a barge to test all components of the system.  The load can be transferred to the system very slowly from a barge as the barge rises when its load is reduced.

Performing a load test from a remote location requires building a frame to anchor the lifting device that will support over 1000 tonnes of load, and then producing a 1000 tonne load.  This will be extremely expensive and time consuming.  Also, unless a test segment is produced and somehow anchored down so that the picking frame can be positioned on top of the segment (this would cost millions and take months), the test will only reveal that the picking frame members can support the load.

Please consider allowing to load test the segment lifting device from on top of the pier table.

Your comment is noted.
204. Referencing bid item 69, Furnish Structural Steel Pipe Beam(s). In order to achieve the dimensional tolerances specified it will be necessary to machine both the stainless overlay segments and the carbon steel base material. Base material thickness(s) will need to be
increased 1/4" to 1/2" to insure a 100mm wall thickness after machining. ASTM A-709 Grade 70 specifies a maximum plate thickness of 100mm.
A. The steel mills can produce the steel to the physical and chemical specifications required but can not certify it as ASTM A-709 Grade 70 material is this acceptable to Caltrans?
The base material (carbon steel) shall conform to Pipe Beam Grade 70 as specified the Special Provisions.  With the proper equipment, tolerances can be met without machining the base material.
B. Will a Pipe Beam fabricated from a forged product with equivalent physical and chemical requirements as ASTM A-709 Grade 70 be acceptable to Caltrans?
Attention is directed to Section 5-1.14, "Cost Reduction Incentive Proposals," of the Special Provisions.
C. Will Caltrans require the ID of the Pipe beam to be machined to maintain the wall thickness due to the added plate thickness?
No.  The maximum pipe size and plate thickness (s) shall be as shown on the plans.
D. Will Caltrans allow the OD of the stainless overlay to be increased by 1/4" and or add 1/4" to the carbon steel straightness and concentric tolerances specified? This would eliminate machining of the carbon steel base material and save a considerable amount of money and time.
The final dimensions of the pipe beam shall be as shown on the plans.  If the Contractor wishes to increase the thickness of the stainless steel in order to machine it to the dimensions shown on the plans, He may do so.  No increase in the OD of the carbon steel base material will be allowed.
205A. We reference you to the requirements imposed by Addendum number 7, "The Contractor shall not have exclusive right to use the marine access for Contractor 04-012044 (Oakland touchdown), as shown on the plans and shall evacuate all marine access areas after 410 working days beginning on the fifteenth calendar day after approval of the contract".

The above requirement poses a tremendous schedule predicament on the project.  In order for the 04-012024 contractor to evacuate the access area for contract 04-012044 (it is the area which occupies the required access for piers 16 and 15-shown on sheet number 25), he needs to be completed with cantilevers 16E & W and cantilevers 15E & W by approximately August 2003.  This requirement moves forward the construction of these four cantilevers by several months.  Additionally, with required time which is necessary to complete the casting of the segments in these four cantilevers, the required age that the segments must reach before they are released for erection, the lead time required to engineer and fabricate the casting equipment, and the time required to mobilize a casting yard, there isn't sufficient time between the referenced marine access milestone and the approval of this contract.

Can the 04-012024 contractor coordinate, and share the referenced access area with the Oakland Touchdown contractor?

205B.  Addendum #7 revised Sheet 25 of 978. The access areas on the drawing now show that this contract gets the property on the land and the Oakland Touchdown contractor gets the water access area.  The cross-hatch direction of the two areas has been reversed from the previous version of that sheet.  Should this be changed back?  Why does the other contract need the water access area and this contract need the land access area?  If this were in fact the correct access area layout, it would have severe impact on the flow of work and the schedule.

Attention is directed to Addendum #12.  The 04-012024 Contractor shall not have the not have the exclusive right to use the marine access areas for Contract 04-012054 and shall evacuate these areas after 500 working days.  If the 04-012024 Contractor still needs to use these areas after 500 working days, they must negotiate this access with the 04-012054 Contractor.
206. We are working diligently on preparing to bid as a  supplier of the pre-cast panels and possibly the fenders for the  San Francisco - Oakland Bay Bridge.
 
We have a question that hopefully you can answer  for us.  Are there any special licenses, certifications, or professional  affiliations that Caltrans requires of their pre-cast suppliers?  There are  no mentions of any in the Caltrans Standard Specifications.  If  there are any, we would like to know so we can comply as soon as  possible.
Attention is directed to Section 8-2.04, "PRECAST CONCRETE QUALITY CONTROL," and Section 10-1.27, "CONCRETE STRUCTURES" of the contract special provisions.  Note that the audit form that is described in Section 8-2.04, "PRECAST CONCRETE QUALITY CONTROL," is included in the Skyway Information Handout.
207. The plans for contract #04-012024 call for a 72-strand fiber optic backbone, spliced to 12-strand pigtail cables that have manufacturer-
installed SC connectors on one end  (EE-387-388). Yet the list of bid items calls for 12-strand fiber optic cable (item #110).  (Plese clarify.)
The 12-strand fiber optic cable is used to connect the backbone (or FTC - fiber trunk line cable) to the controller cabinet on the platform.  It is not a true 'pigtail' and will not have a connector on one end.  The only true pigtail cable is located inside the controller cabinet connecting the FDU and the VTDD (transceiver).
208. What is Caltrans' main concern regarding the specifications for Item 37, the Footing Lightweight Concrete In-Fill?  And also what is the main function of the lightweight fill?  If the 5 MPa compressive strength requirement were lowered, the density and temperature constraints would be more easily obtained at a lower cost to Caltrans.
The seismic performance of the foundation is dependent on the final weight of the footing.  The main function of the footing lightweight concrete in-fill is to prevent buckling of the footing steel plates.
209. Please refer to Special provisions: Section 10-1.44 "Steel Structures," subsection "Fabrication Procedures," of the special provisions, says that procedures shall be of sufficient detail to demonstrate the proposed fabrication procedure and verify the inspectability of welds and shall include, at a minimum, the following:

  A. Stage of Fabrication;
  B. The extent of each subassembly;
  C. The use of jigs;
  D. The sequence and methods for tack and final welding;
  E. The timing and methods for dimensional checks
  F. The timing and methods for visual and nondestructive examination; and
  G. The support condition, fixturing, measurement methods, match marking and location for each trial fit of erection joints.

Having fabricated a number of bridges in the STATE of CALIFORNIA, it has been our experience that it can be very time consuming to
get shop fabrication drawings, weld procedures or other (fabrication work) procedures reviewed and "Approved" .   On past occasion's the fabrication shop drawings, weld or fabrication procedures needed to be resubmitted a number of times before they were finally "Approved".  We are a Major Bridge Fabricator and we understand that every project has unique drawings and work submittal requirements.

With the aggressive schedule on this project, it will be critical for the steel fabricators to get shop fabrication drawings, weld procedures and fabrication procedures submitted and "Approved" in a expeditious fashion.  We are very much interested in providing CALTRANS with
all of the necessary detail information needed for complete acceptance.  Our primary objective is to provide this information in the first submittal.  By doing this, we can eliminate the need for re-submitting these documents, which would permit the start of fabrication in a timely manner.

Question No. 1: Is it possible for CALTRANS to provide examples of the acceptance criteria or acceptance standard, that should be used when preparing the submittals for this project ?
Acceptance criteria will be discussed after award of the contract between the Contractor and Caltrans construction engineers.
Question No. 2: Is it possible for CALTRANS to help reduce the need for re-submittals (revise and re-submit) by returning the original submittals with the comment " Approved " as Noted?
Caltrans is committed to help reduce the need for re-submittals.  However, the success of this process is dependent on the quality of the shop drawings that are submitted to Caltrans for review.
210. You currently list the D.S. Brown Company's Maurer Swivel Joint Modular Expansion Joint as the sole listed exclusive product for use on the contract.  A guaranteed price is listed for this product.  No other exclusive product(s) are listed for any other item in the entire contract.  You also consider in the same Special Provision Item an "Alternative Modular Joint Seal Assembly".

Considerable time has been spent to qualify any other potential "swiveling capable" modular expansion joint for Caltrans contract 04-013014 "New Carquinez Bridge Mainspan" Special Provisions Item Section 10-1.49.  The end result is that despite any other manufacturer's experience elsewhere on any existing large bridge structure, no other manufacturer other than the D.S. Brown Company's Maurer Swivel Joist Joint will be considered by Caltrans.  This experience includes larger "swiveling capable" expansion joints elsewhere outside the USA.  Several attempts have been made by the General Contractor on 04-013014 to obtain consideration from Caltrans for an alternative "swiveling" product that performs similarly under the required seismic conditions for contract 04-013014.  In each case the pricing from the alternative products was 50% of the contract listed D.S. Brown pricing.

Please list the Alternative Modular Joint Seals Assembly (Section 10-1.33) and manufacturers that will be considered as acceptable alternatives to Caltrans for Contract 04-012024.  If there are no acceptable alternatives, why include within the contract an Alternative Provision?  Why create the illusion that there is a level playing field for all manufacturers when there is none?

The Department does not consider any other joint seal assembly systems to be equal to the specified modular joint seal assembly.

State law requires the Department to allow the substitution of "an equal" system.  The requirements for "an equal" system are specified in Section 10-1.33, "Modular Joint Seal Assemblies," subsection "Alternative Modular Joint Seal Assembly".

211. Reference Addendum 6, drawing 486 of 978, Note 2

Note 2 states that"Unless shown otherwise on the plans or as noted above, all structural steel plate interface connections in the footings shall be made with...(PJP)welds with a minimum 80% joint penetration".

Question: What is the definition of a plate interface joint?  for example:

1.  Is the floor or top plate to plate seam partial penetration?  The joint between different floor or top plates that make up the full width plate is not defined.
No.  The  top plate seams (that are not shown on the plans) proposed by the Contractor to facilitate fabrication of the full width continuous Top Plate shall be CJP butt welded construction joints.
2.  Is the longitudinal or circumferential seam in the Pier Socket partial penetration?
No.  Longitudinal or circumferential seam (that are not shown on the plans) proposed by the Contractor to facilitate fabrication of the continuous Pier Socket shall be CJP butt welded construction joints.
3.  is the longitudinal or circumferential weld in the Pile Sleeve partial penetration?
No.  Longitudinal or circumferential seam (that are not shown on the plans) proposed by the Contractor to facilitate fabrication of the continuous Pile Sleeves shall be CJP butt welded construction joints.
4.  Are the horizontal and vertical welds in the continuous edge plate partial penetration?
No.  Horizontal and vertical welds (that are not shown on the plans) proposed by the Contractor to facilitate fabrication of the continuous Edge Plate shall be CJP butt welded construction joints.
5.  Is the weld of the continuous edge plate to the top plate or the bottom plate partial penetration?
Yes.  Structural steel plate interface connection between the continuous Edge Plate and the continuous Top Plate shall be 80% partial penetration weld, as indicated on Note 2 of the "FOOTING DETAILS" sheets.  Structural steel plate interface connection between the continuous Edge Plate and the continuous Bottom Plate shall be 80% partial penetration weld, as indicated on Note 2 of the "FOOTING DETAILS" sheets.
6.  This drawing shows 76mm full height shear plates as CJP all around typical.  It also shows 38mm and 19 mm full height shear plates without definition of weld type.  Are the 38mm and 19mm full height shear plate welds partial penetration?
The connections of the 76mm full height shear plate to the Pile Sleeve, Pier Socket, Top Plate and Bottom Plate shall be CJP welds, as shown on the plans.  The connections of the 38mm full height shear plate to the Pile Sleeves, Top Plate, and Bottom Plate shall be 80% partial penetration welds, as indicated on Note 2 of the "FOOTING DETAILS" sheets.  The connections of the 19mm full height shear plate to the Pile Sleeve, Edge Plate, Top Plate and Bottom Plate shall be 80% partial penetration welds, as indicated on Note 2 of the "FOOTING DETAILS" sheets.
The amendments require all welds to be treated as Tension Welds and yet the drawings do not specifically identify each weld as full pen(CJP) or partial pen(PJP).  The associated costs are significant.  Please identify the specified welding requirements.

212. Intentionally Left Blank.

213. What is the required load rating criteria for temporary suspended work platforms (staging), which will be used for worker access to perform the finishing of the cast in place concrete?

Unless specific requirements are listed in the contract documents, temporary suspended work platforms designed by the contractor are reviewed and approved based on the load criteria as specified in Section 51-1.06, "FALSEWORK," of the Standard Specifications, and of the applicable occupational safety and health standards, rules, and regulations and orders established by the State of California (Cal-OSHA).
214. The following questions pertain to the structural steel fabrication of the Bridge Footing, Encased Structural Steel Piers E3 thru E16 (Sheet No. 479  thru  498 of 978)
Question :  No. 1
Ref: Note 2 of Skyway Structures Footing Details No. 1, sheet 055.  Are structural steel plate splice welds considered interface connections?  i.e., butt welds used to splice together Bottom plate, Top Plate etc.
Attention is directed to the response to Contractor Inquiry #211.
Question :  No. 2
Do all butt welds in tension require radiography as stated in AWS D1.5 and Ultrasonic Testing as stated in addendum 6, or
Ultrasonic Testing only as stated in addendum 6, as applied to the encased bridge footings.
 
Response:

Attention is directed to the response to Contractor Inquiry #211

Radiographic testing is not required for encased structural steel footing.  Attention is directed to the  response to Contractor Inquiries #80 and #107.

215. Contractor's Inquiry Responses dated 04 December 2001 has removed the wording "Answer Pending" from questions and substituted "Submitted for Consideration"
1. What is the significance of the change in language?
There was a decision by the Caltrans management that "Submitted for Consideration" better represents the stance of unanswered Contractor Inquiries.
2. Will Caltrans made (sic) the Contractor's Inquiry Responses a part of the Bid by addendum?
Attention is directed to Page 2 of the Contract Special Provisions; "The responses to contractor's inquiries, unless incorporated into a formal addendum to the contract, are not a part of the contract and are provided for the contractor's convenience  only."
3. How will unanswered questions marked as "Submitted for Consideration" be handled in such and Addendum?
Written inquiries will be investigated and an addendum to the contract will be issued to the extent feasible and at the discretion of the Department.
216. (79) questions remain unanswered as of 04 December 2001 (representing) 38% of the total.  Does Caltrans intend to answer all the questions in a timely manner so that any changes to the bid can be made prior to the bid opening?
Yes
217. Attached for your reference is a list of questions posed on behalf of our Joint Venture.  These questions have been incorporated into the Contractor's Inquiry Responses and they concern issues related to geometry of the segments, marine access for Contract 04-012044-Oakland Touchdown, mass concrete and thermal cracking.  Most of these remain unanswered.  It is imperative that Caltrans provide answers to these questions so that we can prepare a competitive bid.  When will these questions be answered?
All Contractor Inquiries will be addressed 72 hours before the bid open date.  Inquiries submitted within 72 hours of the bid open date might not be address.
218. Addendum #8 reduced the DBE Goal to 12%.  In light of the specialized nature of this job and the large contracts involved can the goal be further reduced even further?
No.  The DBE goal is 12% and if not met, the bidder shall establish that good faith efforts to meet the goal have been made.
219. Caltrans representatives have contacted our Joint Venture to inform us that all tier DBE subcontractors and venders would count towards the DBE goal.  Is this true and will the fact be made official by addendum?
Attention is directed to Section 2-1.02, "DISADVANTAGED BUSINESS ENTERPRISE (DBE)," of the Special Provisions.  To wit, "A DBE may participate as a prime contractor, subcontractors, joint venture partner with a prime or subcontractor, vendors of materials or supplies, or as a trucking company."
220. Per the Special Provisions, Section 2-1.02B, Submission of DBE Information, it states that "If the DBE information is not submitted with the bid, the apparent successful bidder (low bidder), the second low bidder and the third bidder shall submit DBE information to the Department of Transportation....no later than 4:00 p.m. on the fourth day, not including Saturdays, Sundays and legal holidays following bid opening."

Please advise if Monday, December 24, 2001 (Christmas Eve Day) is to be considered a legal holiday.

We believe that it would be advisable to have the DBE information submitted on Friday, December 28, 2001 in conjunction with the submittal of the Escrow Bid Documents.  Please advise.

December 24, 2001 is not a State of California legal holiday.  The DBE information is due no later than the fourth day following bid opening, December 26, 2001 at 4:00 P.M.
221. New Spec 10-1.23 dredging in Addendum 10 classified pile cleanout and underwater excavation as dredging, but we can't dredge between November 15th and March 31st.  We therefore ask if we can excavate piles and footings if they are confined in the pile or closed cofferdams.
Attention is directed to Addendum #10, Section 10-1.23, "DREDGING."
222. Reference Addendum 6, drawing 486 of 978, Note 2

Note 2 states that"Unless shown otherwise on the plans or as noted above, all structural steel plate interface connections in the footings shall be made with...(PJP)welds with a minimum 80% joint penetration".

A) Can PJP welds be made from one side?
As per AWS D1.5, PJP welds shall be made from one side only.
B) If a PJP corner or T-joint  weld is made from one side is the reinforcing fillet required in section 10-1.44 necessary on the unwelded side?
As per AWS D1.5, a reinforcing fillet is not required on the unwelded side of a PJP corner or T-joint.
C) Weld access holes are not defined by the code or the project specifications.  What are the requirements?  Are PJP welds required to be wrapped through the opening?
The requirements and details for weld access holes are shown on contract plan sheet 495 of 978, under the title, "FOOTING SHEAR PLATE ACCESS OPENING".  The details require fillet welds, but not PJP welds.
223. If contractors are unable to find the DBE small businesses like myself, is the Caltrans outreach program in a position to refer companies that they know that might be able to participate in this project to the contractors?

223B. Could I get a list of the approved DBE's who have applied for the Bay Bridge (04-012024).

Attention is directed to Section 2-1.02, "DISADVANTAGED BUSINESS ENTERPRISE (DBE)," of the special provisions for contact information about obtaining a listing of the DBE's which have been certified by Caltrans.  Attention is directed to the Caltrans Office Engineer's webpage at "http://www.dot.ca.gov/hq/esc/oe/" for a list of planholders for this contact.    Bidders may use the services of Triaxial Management Services, Inc. to contact interested DBEs and to assist DBEs in preparing bids for subcontracting and supplying materials for this contract.  Attention is directed to Section2-1.02A, "DBE GOAL FOR THIS PROJECT," for Triaxial Management Services, Inc.  contact information.
224. I have a questions (concerning DBEs).  We're trying to submit a bid fo the sttel caissons for the piling.  And we're limited in wha we can do.  We're out of Louisiana.  We have very few things that we can offer for disadvantaged (business enterprises); and I'm not sure where we could go for the DBEs.  (We are working with a woman-owned company, but she's not registered.

If we're limited in this and we cannot produce the DBE 12%, where do we go from here?  Do we just withdraw our bid, not bid, or is this going to be a problem for the prime contractor?  (That is) Does the prime contractor have to (make the 12% DBE goal) or is it mandatory (for us) as a subcontractor to make the 12%DBE goal?

224B. What distinquishes a Broker from a Contractor?  Does a Concrete Broker have a different percentage of DBE participation than a regular contractor?

The Contractor is the prime contractor or Joint Venture who is award the contract.  In order for Caltrans to count any DBE towards the participation in the contract, they must be certified at the bid open date.  The 12% participation goal is cumulative for the whole project, not for you as as a subcontractor, but for all participants.
225. (My comments are) in regards to the welding, particularly starting with the preheat and the D15, typically the procedure.  (We are) being given (60 degrees Celsius) as the preheat before the job's even started and before the procedures are even qualified.  I think the reasoning for that is due to the large heat sink.  But we've also made a requirement in there to qualify the welding procedure using artificial cooling.

(My point is) that typically the weld procedure is based upon the procedure qualification.  So if, in fact, a contractor can demonstrate that a lower preheat, that he's achieved the mechanicals, (i.e.,) the sharpies, the tensiles, etc., then why should he not be able to use the power preheat and interpass temperature.

(Concerning automatic welding) The spec currently does not permit gas metal arc welding, which lends itself to automatic welding very well.  I don't know (if Caltrans is) familiar with electroslag welding and the narrow-gap improved method, which is also not disregarded in this spec.  And also the moratorium has been used to lift that process by AASHTO.  Those are some issues that really aren't addressed in here.

The specification (itself) does seem to bounce a little bit.  In regards to UT, for example.  I have UT'ed thousands of welds myself.  There's no acceptance criteria in this spec or in a D15 for a partial joint penetration weld, Ut.  We called out here that we want to UT them 100%, even though it's PJP.  Understandably, if we're just verifying effective throat, that's one thing.  But if we're evaluating the remainder of the effective throat to the tension requirements of D-15, then that what probably should be stated, because you could be talking about a significant difference in repair.

Again, going back to automatic, if you don't consider MG, or gas metal, and you don't let us consider narrow-gap improved electroslag, well, then you're left with trying to automate the metal core, flux core, or stick, which you're not going to automate the stick process and you're going to have difficulty with the flux core due to the confined areas.

225B. (Concerning preheat temperature) (Do) we have to establish a procedure or are we going to be held to a given preheat?

Attention is directed to Addendum #12.
226. The extents of the epoxy coating in the footing, the pile reinforcing comes up and penetrates just out of the steel shell for just a couple of inches, into that area that requires epoxy coating.  If those bars do, in fact, need to be epoxy coated, they would need to be coated down to the first joint, which would be a significant amount of coating.
The pile reinforcement extends into the zone of required epoxy coating.  Epoxy coating is required on the upper portion (as specified) for pile reinforcement.
227. In the footing structure, the socket for the pile calls for Number 9 ties in that area.  And in another section it requires for all reinforcing in that area to ultimate-coupled, which would make a loop.  Please clarify.
Pile-sleeve connection plates do not extend down the full depth of the pile cap.  The "Pile Head Connection Detail" plan sheet shows 4-#16 ties @ 300 max in the upper part of the annulus between pile and pile-sleeve, to limits shown on the plans.  A total of 42 each #25 welded hoops are used in the lower part of the annulus.
228. (Concerning partial joint penetration welds and the UT requirements) There is currently no established criteria for UT'ing that partial joint penetration weld and that's going to be an issue.  What is it we're trying to achieve there?  Is it just simply that we've achieved 80% or is it that the weld is going to be held to the tension code?

228B. All the configurations required by the pile caps cannot be UT'ed to establish even the dimension of 80% throat dimension.  We have in the room with us...an SMTC Level-3-Certified UT examiner; and he cannot assure use that we can even calculate properly the dimensions of a UT.

Attention is directed to Addendum #12.
229. With regards to Amendment 6, the note on the drawings that required joint interfaces as partial pen welds; joint interfaces are not properly defined.  For example, the top plate of the pile cap will certainly not be one continuous plate that's 60 feet by 68 feet wide.  That will be made of several different plates welded togather.  As those plates are welded together, is that weld a plate interface, is that a partial pen weld or is a full pen weld?
Attention is directed to the response to Contractor Inquiry #211.
230. Given the amount of air that's required by the current specification to be placed in the concentric rings of the bubble-ring, it appears that there is a number of compressors that would be required in excess of 20 or 30.

If that is the case, the amount of barge space required, the amount of emissions into the atmosphere and several other concerns relative to that volume of air have come up, and I wanted to see if the was any type of response or if there was any answers that could be given relative to those problems.

The flow rate of air is specified by the contract.  The actual demand of air flow through the Marine Pile Driving Energy Attenuator will depend
on the design of the contractor proposed system.  It is anticipated that the contractor will design such a system most efficient to the needs of the pile driving operation, whether this system is sized for an individual pile or a multiple piles.  It is the responsibility of the Contractor to meet the contract requirements and comply with all permits.
231. Will (Caltrans produce) any other lists concerning DVBEs and other small businesses.  (Tri-Axle Management is primarily concern with DBEs; we are a DBVE and are) having a bit of difficulty contacting and finding the right contacts in prime contractors or subcontractors that (we) can meet up with and maybe establish a relationship about their needs for this contract.
The Department of General Services, Office of Small Business Certification and Resources may be contacted at (916) 322-5060 or you can view their internet web site at "http://www.osmb.dgs.ca.gov/" for program information and certification status.  Caltrans' Business Enterprise Program may also be contacted at (916) 227-9599 or on the internet web site at "http://www.dot.ca.gov/hq/bep/".
232. We note that there is mention of construction and aerial photography of the project as it progresses; but there is no specifications as to when, where, how much, how often or any particulars, other than that the cost would be in addition, or additional to what is allocated.  I'm wondering if there's any clarification that can be offered, so that we can make and intelligent bid.
The scope of work described in Section 10-1.07, "PHOTO SURVEY/PUBLIC RELATIONS," will be determined by the Engineer as construction progresses.  It will be paid as extra work.  Attention is directed to Addendum #10, Section 10-1.72, "PHOTO SURVEY OF EXISTING NON-HIGHWAY FACILITIES," for the documentation of the condition of the existing buildings at west end of the Oakland Mole, at the beginning of work and as work progresses on this contract.
233. We asked a previous question about bonding and the performance bond (shall be) at least 50%.  Will you clarify that it will be 50%?  Because "at least 50%" could mean up to 100%.
The Standard Specifications require a performance bond "shall be in the sum equal to at least one-half of the contract price." Caltrans is  requiring a performance bond of 50% for this contract.
234. Intentionally left blank.

235. My firm will be giving the contractors a price for the time-lapse video, existing conditions and progress photos of the new East span.  Is the bid date still 12/19 for the span?  Are the sections on the Oakland and SF sides leading up to the span bidding today or has this been changed?  Should the scope of existing conditions cover all the commanders and admiral residences + coast guard facilities on Yerba Buena Island?  Where can we look at plans and or talk to someone?  How to we get a planholder's list?

The Bid open date for Contract 04-012024 is December 19, 2001.  Bid advertisement and bid open dates for the other San Francisco/Oakland Bay Bridge, East Span Replacement Project Contracts, information about ordering plans and specification, and a planholder's list can be found on the Caltrans Office Engineer webpage at "http://www.dot.ca.gov/hq/esc/oe/".  Photograph of the facilities on Yerba Buena Island is not part of Contract 04-012024.  You can inspect the plans and specification for all SFOBB East Span Replacement Project Contracts at the Office of the Toll Bridge Duty Senior and the District 4 Office at 111 Grand Avenue in Oakland.  Please contact the Toll Bridge Duty Senior at Duty_Senior_Tollbridge_District04@dot.ca.gov or by phone at (510) 286-5549 to schedule an appointment.
236. Reference Section 10-1.27 Concrete Structures.  Addendum 6 added additional paragraphs after the existing seven paragraphs in the Special Provisions.  Addendum 10 then deleted and replaced the first seven paragraphs, but may have left the additional paragraphs unchanged.

We do not believe that the specifications in Addendum 6 requiring the contractor to prevent cracks in precast concrete to be constructable.  The language and context on the changes in Addendum 10 make it appear that the intent was to change Addendum 6.

It is our interpretation that Addendum 10 replaced all of the referenced section, including those sections changed by Addendum 6.  Is this interpretation correct?

Attention is directed to Addendum #13.  The revisions to Section 10-1.27, "CONCRETE STRUCTURES," in Addendum #10 supersedes and deletes the revisions to Section 10-1.27, "CONCRETE STRUCTURES," in  Addendum #6.
237. Reference Addendum 6, drawing 486 of 978, Note 2 states that "Unless shown otherwise on the plans or as noted above, all structural steel plate interface connections in the footings shall be made with...(PJP)welds with a minimum 80% joint penetration".

There have been at least seven questions requesting clarification of PJP welds and where they are to be applied.

The difference in interpretation of this requirement can be close to a ton of weld metal and close to 3000 Lf of back gouging and grinding PER PILE CAP.  Obviously this will significantly affect the cost and schedule of these components.

When will these questions be answered and will the bid be postponed to allow proper evaluation time for the answer?

Attention is directed to the response to Contractor Inquiry #211.
238. Reference Footing details No. 13, Sheet 498 of 978, Detail G

A note in the lower right corner of Detail G states ".... Bearing surfaces shall be finished to ensure contact between the plates".

Question 1:  What is Caltrans definition of the word "finished"?

Question 2:  Please define the specification or acceptance criteria for "Contact between the plates".

AWS D 1.5 section 3.5.1.9 states that "bearing stiffeners shall be flush and square with the web and shall have at least 75% of this area in contact with the flanges".

This section further states that When bearing against a steel base or seat, all steel components shall fit within 1 mm for 75 percent of the projected area of the web or stiffeners.

AWS D 1.5 section 3.5.1.10 states that " where tight fit of intermediate stiffeners is specified, it shall be defined  as allowing a gap of up to 1/16 between stiffener and flange.

These requirements are significantly different and will greatly affect the cost of these components.  Please define the acceptance criteria of these surfaces.

Tolerance for metal surfaces that are to come in contact with each other shall be in accordance with Section 55-3, "Fabrication" of the Standard Specifications.
239. WE ARE BIDDING REINFORCING STEEL AND HAVE THE  FOLLOWING QUESTIONS:
 
A. SHEET #866 (SECTIONS A-A, B-B & C-C) SHOWS  COUPLERS AND #19 & #22 REBAR IN THE CIP CLOSURES. WHAT BID ITEM IS THIS  MATERIAL UNDER?
Reinforcing steel couplers shall conform to the requirements in Section 10-1.37, "Reinforcement," of the special provisions and are paid for as "Bar Reinforcing Steel (Bridge)" and "Bar Reinforcing  Steel (Epoxy Coated) (Bridge)."
B. SHEET #495 (DETAILS B & C) CALLES FOR  "CONTINUOUS UNSTRESSED EPOXY COATED PRESTRESSING CABLE WRAPS". ARE COUPLERS  REQUIRED OR CAN THE CABLES BE LAP SPLICED? IF LAP SPLICED, HOW LONG SHOULD THE  LAP BE? IS THERE ANY SPECIAL METHODS TO TERMINATE THE ENDS AT THE TOP AND  BOTTOM OF THE WALL? WHERE CAN WE FIND THE MATERIAL SPECIFICATION FOR THIS  CABLE AND EPOXY COATING? WHAT BID ITEM WILL THIS BE PAID UNDER?
Continuous unstressed epoxy coated prestressing cable wraps conform to the requirements for epoxy-coated seven wire prestressing steel strand in Section 10-1.26, "Prestressing Concrete," of the Special Provisions.  There shall be no strand joints or strand splices in any length of the completed strand.   The Contractor's shop plans shall identify a method for anchor termination.  Unstressed epoxy coated prestressing cable wraps are paid for as "Bar Reinforcing  Steel (Epoxy Coated) (Bridge)."
240. Question 222 part c was answered, but there is a misunderstanding as to the question.

222 part C Question:  Weld access holes are the cope or cut made at the corner of a plate where the plate is welded into a corner.  An example would be the the 76 mm diaphragm plates that are CJP welded.  At the corner, the vertical weld cannot be run into the corner (at the top or the bottom) it must have an open edge to allow termination of the weld.  At the same point the horizontal weld on the same plate, cannot be terminated in the corner or into the vertical weld.  This weld must also have an open edge to allow termination of the weld.  Will this "weld access hole" be a diagonal cut of the corner or will it be radius cut out of the corner?  The AWS D1.5 welding code does not address this issue.  The Caltrans spec does not address this issue, and although the copes ("weld access holes") appear to be on the drawing at the corner of all the full height shear plates, there is no detail of the cope ("weld access hole").  Please specify what will be required.

The second part to this question is regarding the PJP welds on the full height shear plates.  How will these welds be terminated in the corners, the same problem exists at the corner whether a CJP or a PJP.

Cope hole at the corner of a plate shall be in accordance with AWS D1.5.  Weld termination shall be in accordance with AWS D1.5.
241. Regarding 10-1.72 Photo Survey of Existing Non-Highway Facilities, on the 2nd page 6th paragraph.

The question is:  Elevations to the nearest 0.13 mm... is that correct.

The Specification is correct.
242. I have the following question on Contract 04-012024, San Francisco-Oakland Bay Bridge East Span regarding Item No. 53, Circular Segmented Bearing:

Under what item of payment do the restraint brackets attached to the pipe beams fall under?  These are shown on sheets 785, 791, 813 and 835, but are partially detailed on the "Bearing Details" sheets.

Restraint brackets attached to the pipe beams are paid for as "FURNISH STRUCTURAL STEEL (PIPE BEAM)" and "ERECT STRUCTURAL STEEL (PIPE BEAM)."
243. We would like someone to respond as soon as possible to the following questions regarding DBE Good Faith for Contract #04-012024 Bay Bridge Skyway Project.
 
1. Does Caltrans require that any aspirational SBE/DVBE Outreach be submitted in the DBE good faith documentation?
Please do not include your aspirational SBE/DVBE goal outreach efforts in the DBE Good Faith Effort submittal.  Attention is directed to Section 2-1.02B, "SUBMISSION OF DBE INFORMATION," of the special provisions for information necessary to establish good faith efforts to meet the DBE goal.
2. It is our understanding that the DBE good Faith is due at your Sacramento office on Wednesday, December 26, 2001  at 4:00 PM. Please clarify.
Attention is directed to the response to Contractor Inquiry #220.
244. Addendum #10 changed deck drainage piping and fittings from ductile iron pipe to welded and galvanized steel pipe.  The revision says nothing about VIC cut grooves.  It also mentions nothing about painting in the revision.  Are we correct in our interpretation that we will be welding galvanized pipe and there will ben nothing done where the galvanized is burned off?
Submitted for Consideration.
245. The lighting manufacturer specified to supplier (our) light + poles are not bidding.

Scott electric at this time is having a hard time putting together a price without lighting quotes.  Please advise.

Submitted for Consideration.


NOTE: The response to Contractor Inquiry #3 was changed on 9/26/01.

NOTE: The response to Contractor Inquiry #5 was changed on 11/2/01.

NOTE: The response to Contractor Inquiry #33, et. al., was changed on 11/2/01.

NOTE: The response to Contractor Inquiry #76 was changed on 11/2/01.

NOTE: Contractor Inquiries #109 through #143 were renumbered on 11/14/01.

NOTE: The response to Contractor Inquiries #24, #25, #26, #34, 35 and 36 were changed on 11/21/01.

NOTE: The responses to Contractor Inquiries #83 and #83a were changed on 12/4/01.

NOTE: The responses to Contractor Inquiries #80 was changed on 12/7/01.

NOTE: The responses to Contractor Inquiries # 24, #26, #34, #35, #36, #165, #166, #167, #168, #183, #184, #186, #187  and #188 we changed on 12/13/01