04-043004

CONTRACTOR'S INQUIRY RESPONSES NO. 1,

MAY 7, 1998


APPARENT LOW BIDDERS
CALIFORNIA ENG. CONST.$ 12,878,088.00
AMERICAN BRIDGE$ 13,194,796.00
KIEWIT PACIFIC$ 13,785,000.00

CALTRANS TOLL BRIDGE RETROFIT PROGRAM ADDRESS

The Caltrans District 4 Office is located at 111 Grand Avenue, Oakland, Ca 94612. The mailing address is P.O. Box 23660, Oakland, Ca 94623-0660. The Toll Bridge Retrofit Duty Senior telephone number is (510) 286-5549, and the fax number for Contractor's inquiries submittals is (510) 286-4563

Would contract plan electronic files be available to contractor?

Contract plan electronic files will not be available to Contractors.

Coastwise trade determination for qualified barges.

"A non-coastwise qualified barge may be used as a moored stationary work platform within the territorial waters of the United States without violating the coastwise laws, provided that it transport neither passengers nor merchandise while under tow between coastwise points." Contractors have to get all the appropriate permits from the US Coast Guard.

Does the worker's compensation insurance for this project fall under the jurisdiction of the United States Longshore and Harbor Worker Act/or the Jones Act?

The Jones Act (46 U.S.C. & 13 et seq.) applies to seamen and shipping and does not relate to construction workers on the bridge. The Longshore and Harbor Workers' Compensation Act (33 U.S.C. & 901 et seq.) applies to employees engaged in maritime employment. A federal court decision of the Fourth Circuit Court of Appeals has held that a construction worker employment in building a bridge over navigable water, designed to benefit both traffic and navigation, is engaged in maritime employment under the Longshore and Harbor Workers' Compensation Act. (LeMelle v. B.F. Diamond Const. Co.)(1982) (674 Fed2.d 296). Under California law (Lab. Code & 3700), every employer is responsible for being insured against liability to pay workers' compensation. That responsibility is incorporated into the Department of Transportation's (Department) construction contracts under the provisions of the Standard Specifications Section 7-1.01(A)(6) that requires the construction contractor to certify compliance with Labor Code Section 3700.

Our fabricator tells us that Caltrans is not going to require that the welding be done in a AISC Catagory III shop. Is this true?

It needs to be done in a catagory III shop or follow the requirements spelled out for field welding in the welding quality control specification? Bid it according to the plans and specifications, not by what a sub says will be acceptable.

The contract drawings call for existing rivets to be replaced with H.S. bolts. The size of the bolt is specified but the size of the existing rivet is not. (See Plan Sheet 109 of 205). On Plan Sheet 155 of 205, a 1" OR a 7/8" rivet size is given but does not show the location of each rivet size. We need to know the existing rivet size in order to bid the job.

The size of the existing rivets is not known for some locations. Some more information can be provided for the rivet size at other locations. We will try to provide additional information on rivet size. However, bid it as you see it unless you see an addendum.

Refer to "Modify Water and Air Lines" of the Special Provisions. We assume this section includes only work on the Mechanical Plans. All other removal, reinstallation and/or reconstruction of miscellaneous facilities will be paid for as extra work per Special Provisions. Please confirm.

That is correct.

Refer to Plan Sheets 146 thru 151 of 205, "Seat Extender Details" : Please provide field splice locations and details for W12x53 catcher beams.

Field splices of the seat extenders are acceptable. The working drawings must show proposed field splices, if any, and proposed connections.



Please provide required information for galvanized steel pipe sleeves at tie rod assemblies (OD, ID, and material specifications) at the following Plan Sheets: 81/205, 87/205, 129/205, 133/205 and 167/205.

We will try to provide additional information on the pipe sleeves. Bid it as you see it unless you see an addendum.

Refer to Special Provisions Section 10-1.30, "Steel Structures": Tension control bolts are specified for use in all high-strength bolted connections. The maximum diameter available for TC bolts is 1 1/8". Bolts with diameters larger than 1 1/8" are required per contract drawings. Please advise.

Special Provisions Section 10-1.30, "Steel Structures" allows the use of bolts other than TC bolts.

Do the specified tension control bolts require hex heads or is the manufacturer's standard "button type" head design acceptable.

The Special Provisions do not require a specific bolt head type. Either bolt head type is acceptable.

Refer to Section 10-1.31 of the Special Provisions. Item 1 on page 99 requires a Red Primer. We suggest the Red Primer be changed to either the water borne zinc or a moisture cured urethane/zinc. Both allow faster drying times (urethane is the best) than the Red Primer which would facilitate steel removal and erection schedules. Compatibility with specified topcoats is not a problem.

The Special Provisions require the Red Primer for its adhesion characteristics, fast drying time and compatibility with the existing paint systems. The proposed systems would not meet all of the above requirements and therefore are not acceptable.

Refer to Section 10-1.31 of the Special Provisions, paragraph 3, page 70. These specifications instruct the contractor to clean all existing contact surfaces to a Commercial Blast per Section 59-2.03 of the Standard Specifications. We would suggest that existing surfaces be cleaned by either (1) high pressure water blasting to remove existing paint to a smooth even surface and/or (2) by vacuum shrouded power tool to accomplish the same results as Item (1) above. These two systems would need the urethane / zinc coating system listed above because not all paints would be removed thus not allowing the water borne zinc to adhere. These methods allow the contractor real cost saving procedures again to save erection time. Since the connections are bearing type, all paints do not have to be removed. Savings= $1million (approx).

High pressure water blasting and vacuum shrouded power tool are not acceptable methods of paint removal. The metal surface requires an angular profile for proper paint adhesion that cannot be attained with the above methods and therefore are not acceptable methods of paint removal for this contract.

We have received your Addendum No. 1 for the above referenced contract. Section 5-1.40 "Loads on Existing Structures", second to last page, states that "anchoring to the bottom of the Bay will not be permitted'. This statement is inconsistent with standard practices when working with derricks or barges in San Francisco Bay. If you do not intend to allow floating equipment to use anchors, then you should state that mooring to the existing structure will be allowed. If you do not allow either option then how is the contractor expected to hold a derrick or barge sufficiently astationary to perform any work?

Addendum No. 1, Section 5-1.40 "Loads on Existing Structures", will allow mooring to existing structures subject to approval by the Engineer.

Section 10-1.18 describe the presence of lead paint. The owner indicates that lead paint removal waste must be disposed at a Class 1 facility (hazardous waste). This section is silent on who will be the generator and responsible party for the paint debris. Could you clarify this concern of ours?

The Engineer will be responsible for signing the shipping manifests.


For comments or suggestions regarding the Toll Bridge Web Site,
Email: Bernie_Edrada@dot.ca.gov