September 26, 1997

Mr. Jesse Story

Division Administration

Federal Highway Administration

P. O. Box 536

Frankfort, Kentucky 40622

Dear Mr. Story:

SUBJECT: Jefferson County

I-264 & U.S. 60 Interchange

FD 52 056 0264 007-020 276 C;IIRFI 02641 130

Post Construction Review

A post-construction review was held on the subject project on August 7, 1997 in the District 5 office. The following personnel were in attendance:

Robert Semones C. O. Highway Design

Joette Fields C. O. Highway Design

Paul Doss Federal Highway Administration

Kevin Sandifer……………. District 5, Construction

Ben Glunt Florence and Hutcherson

Andre Johannes C.O. Design

Brad Hamblin C.O. Construction

Steve Criswell C.O. Construction

Janet Coffey C.O. Operations

Barry Sanders. District 5 Construction

The attendees reviewed the project plans, and construction change orders. An on site investigation followed the meeting. This post construction meeting dealt with complete rehabilitation of the I-264 and U.S. 60 interchange.

The following change orders were discussed:

There have been twenty five (25) change orders to date on the project.

Due to water problems in the area, a detention basin had to be constructed to the right of Ramp 7 and Ramp 6 . The location of the detention basin eliminated the proposed landscaping items in the area. Once the detention basin was in place, it was decided to purchase additional plantings around the detention basin for a visual barrier. This change order also dealt with the issue of updating temporary crash cushions to the current specifications.

Increase. (for plantings). $2,424.00

Increase. (updating crash cushions). $18,720.00

The contractor had requested the use of silicone joints in lieu of pre-formed polychloroprene seals and hot pour seals. There was no change in price for this item.

Change Order #2 also dealt with landscaping issues. A layer of shale found 12 inches to 18 inches below the surface prohibited the use of Black Alder and River Birch. Due to the questionable hardiness of the Whitehouse Callery Pear in this region of the country, it was agreed to eliminate the tree and substitute an equal number of Robinson and Snowdrift Crab Apples. Due to the unavailability of the Cheyenne Redtwig Dogwood, it was agreed to substitute the Bailey Dogwood for the Cheyenne Redtwig at all locations. Due to the construction and widening of the WB CSX Railroad Bridge, a portion of the wooded area to the right of Sta. 748+00 to Sta. 756+00 had to be cleared. In order to reestablish a visual and partial sound barrier for the community around Fox Run Road, it was agreed to plant a particular quantity of Norway Spruce according to Kentucky’s Standard Specifications for Road and Bridge Construction and not to plan details.

Increase.. $3,375.00

Additional quantities of Bur Oak (3 quantity) and Bald Cypress (1 quantity) had to be ordered to complete the landscaping plan. The field measured quantity of sumac did not survive the growing season. Since the department did not allow the contractor to replace the sumac plants, it was agreed to compensate the contractor for the original bid price less the cost of a one-time replacement. It was also agreed to remove the mulch from the sumac beds so that ground cover could be established. This change order also dealt with adjustments in reinforced earth wall heights. The square footage for the reinforced earth walls had to be increased by 1801 square feet due to insufficient wall heights. The original wall heights were insufficient to provide a two foot cover on the footing at the top of the 4:1 ditch slopes along U.S. 60. This caused the walls to be undercut an additional two feet and placed the excavation on solid rock. This also caused additional quantities in Structure Granular backfill. By undercutting the walls to solid rock and backfilling with select granular embankment, this created a more desirable foundation for the retaining walls since four separate sets of bridge abutments were being constructed. The excavation to solid rock also reduced the possibility of differential settlement that could occur between the bridge abutments and the piers.

In order to provide less of a visual impact for Acura and Star Ford auto dealers, the right of way fence along U.S. 60 was changed to a four (4) foot woven wire fence in lieu of a four (4) foot chain link fence. The woven wire fence began at forty (40) foot Rt. Sta. 26+50 Ramp 9 to 69.13 feet Rt. Sta. 51+52.85.

This project also used high mast lighting to light U.S. 60 in lieu of individual light poles which presently light U.S. 60. The project plans call for the existing lighting to be removed. However, at the ends of the project on U.S. 60, there are seven (7) light poles east of the project limits at Sta. 23+00; four (4) light poles on U.S. 60, west of Ky. 146; five(5) poles located north of U.S. 60 on Ky. 146; which all feed from the project existing lighting system. After the existing lights have been removed, the electrical feeds to these sixteen (16) light poles will be eliminated. Therefore, these lights were removed in accordance with the Note for Remove Lighting.

Increase.. $123,390.00

On April 17, 1993, a large firework show called Thunder Over Louisville was held in downtown Louisville next to the Ohio River. In order to provide a warning to the traveling public on the interstate highways of a potential smoke problem, two variable message signs were provided. One unit was placed at Story Avenue and I-64 while the other unit was placed on I-71 between Zorn Avenue and Downtown Louisville. This supplemental item shall be full compensation for all cost to program, transport, and maintain the variable message sign.

Increase .. $1,000.00

The existing bridge decks on westbound and eastbound I-264 over Shelbyville Road are in disrepair with potholes ranging in various sizes and severity. Since traffic was maintained over the bridges until Phase 6, it was agreed to repair the decks by sawing a neat line, removing the bad concrete back to the sound concrete with a light pavement breaker and replace it with high early strength concrete. Since the actual extent of deck repairs could not be determined, it was agreed to do this work on a Cost Plus basis in accordance with Section 109.04.02 of the 1991 Edition of the Standard Specifications for Road and Bridge Construction. The amount of compensation listed is estimated only and final payment will be determined on the basis of the contractor’s actual documented cost of labor, equipment, and materials plus their applicable percentages.

Due to a utility change on the project, there was no longer a service available from the Louisville Gas and Electric for power to the new signal at the I-264 EB off ramp (Ramp 10). Therefore the signal was fed from the service pole at LaGrange Road and U.S. 60 using 700 L.F. of two (2) inch conduit, 2100 L.F. of Wire No. 4 and two junction boxes. The District Division of Traffic concurred with this request.

Both eastbound and westbound I-264 bridges over CSX Railroad are shown to be constructed in four (4) stages. During the second stage, traffic was to be routed over the newly constructed portion in the median area. The median traffic barrier wall could not be built until Stage 4. However, there were no provisions made for the S22 (E) reinforcing bars for the barrier wall, which are placed in the deck pour so that the barrier reinforcement can be spliced. Therefore, it was agreed to use mechanical reinforcing steel splices.

Increase.. $26,839.00

So that easier access can be provided to the controller for the project’s lighting and to reduce the quantity of cable needed, the lighting plans have been revised by the Division of Traffic. The controller shall be installed at approximately Rt. of St. 15+00 Ramp 6 in lieu of Lt. Sta. 700+00 I-264. The project plans did not make any provisions for conduit under the newly constructed ramps. So that access can be provided to this cable in the future, three and half inch conduit shall be installed under new roadways for each cable crossing. A single cable shall be installed in each conduit with a Type B Junction Box constructed on each end of the conduit. These boxes are not intended for splicing the cable, but to provide access for future needs.

After construction of the pole base for Himast No. 1, it was discovered that this location was too close to the electrical switches on the overhead power lines. Therefore, a new pole base was constructed at approximately Sta. 680+80.

Net Increase.. $18,426.50

It was agreed to use a "butt" construction joint in lieu of a keyed construction joint as shown on Standard Drawing No. RPS-010-06, as requested by the contractor. This type of joint was approved acceptable by the Division of Design’s Pavement Section. The Pavement Section felt like this idea could avoid potential joint deterioration problems. Since the keyway was eliminated, the spacing of the number 5 reinforcement decreased from 30 inches to 21 inches. This change was done at no additional expense to the department.

Increase.. $0.00

During a review of the shop drawings for Retaining Walls No. 1 and 2 by the department, two errors were discovered in the original design specifications which were given by the department. The allowable bearing pressures shown on the contract plans were incorrect, therefore requiring an additional two feet of undercut for Retaining Wall No. 1. Next, the bottom of wall elevations were too high to allow a two foot cover on the footings at the top of the 4:1 ditch slopes along U.S. 60. These design errors were corrected by the department, requiring the contractor to resubmit revised plans for the retaining walls. Due to the changes, additional cost was borne by the contractor. Therefore it was agreed that this supplemental unit price shall be full compensation for all extra cost for the sheeting, excavation, backfill material, temporary shoring, labor, equipment, material and submittals needed to construct Retaining Wall No. 1 and Retaining Wall No. 2. This change order is worked with Change Order number 3

Increase.. $200,535.70

Out of position wire fabric and voids around the wire fabric was discovered on the 6’x4’ and 4’x4’ precast culverts. After being reviewed, it had been determined that the precast units be acceptable for use provided a penalty is applied. Therefore it was agreed that a 20% deduction be applied based on the fabricator’s invoice price minus the freight charges of the precast units.

Net decrease.. $3,892.70

In order to provide a fast growing ground cover, it was agreed to use the revised Seed Mixture No. 1. In lieu of Seed Mixture No. 1listed in the 1991 edition of the Standard Specifications for Road and Bridge Construction . This seed mixture shall meet the requirements of Section 827 of the 1991 Edition of the Specifications.

Increase.. $0.00

The plan quantity of temporary barrier wall Type 9M is insufficient to complete this project. This extra wall is needed in additional locations determined in the field for safety reasons. The temporary barrier wall came from the storage area in Georgetown, Ky. On Shelbyville Road from Rt. Sta. 45+00 to Rt. Sta. 64+00, the project plans do not make any provisions for roadway drainage outlets. Therefore, Flume Inlet Type 2 shall be constructed at the following locations; Rt. Sta. 47+50, 50+00, 54+00, 57+50 and 61+25. In order to prevent slope erosion, a Type 2 Flume Inlet was constructed at Rt. Sta. 26+25 Ramp 9 and Rt. Sta. 14+80 Ramp 8. A Paved Ditch Type 1 shall be constructed from the flume inlets to the roadway ditch. The project plans did not make any provisions to remove the roadway drainage along the gutter line of Ramp 1 from Rt. Sta. 11+00 to Sta. 18+00. Therefore a Cur Box Inlet Type B shall be constructed at Rt. Sta.12+32 Ramp 1. The outlet for the runoff for a portion of the parking lot for parcel 453 was by means of an existing roadway ditch around Lt. Sta. 45+00 Shelbyville Road. The project plans show the new Ramp 1 to be constructed over this ditch thus eliminating an outlet for this runoff. To correct this situation, a Paved Ditch Type 2 was constructed from Rt. Sta. 11+31 to Rt. 12+32 Ramp 1, behind the proposed standard header curb. A Drop Box Inlet Type 11 was constructed at Rt. Sta. 12+32 Ramp 1 and tied to the curb by means of an 18 inch equivalent pipe . The Type 2 Paved Ditch was tied into the Drop Box Inlet Type 11.

Increase.. $101,204.85

The contractor requested the use of an untreated drainage blanket in lieu of asphalt treated drainage blanket on the remainder of the project. After reviewing the request, it was agreed to utilize the untreated drainage blanket as there will be considerable savings cost savings with no decrease in pavement design. It was agreed that the untreated drainage blanket be used only in areas where it will not longitudinally abut asphalt treated drainage blanket. In these areas, asphalt treated drainage blanket was used.

Decrease.. $47,100.00

The standard drawing for bituminous wedge curb had been updated. The updated drawing shows the curb to be constructed with a four (4) inch height in lieu of six (6) inches. Therefore it was agreed to construct all bituminous wedge curb in accordance with Standard Drawing No. RPM-100-05.

Increase.. $0.00

It was discovered that traffic on Ramp 2 and CD-5 will be close to Pier 4 of the Ramp 1 Flyover bridge. In order to protect the traveling public, single face guardrail shall be extended from Rt. Sta. 30+20 to Sta. 25+60 on CD-5. On Ramp 2, from Lt. Sta. 15+00 to 17+50, 250 linear feet of guardrail was installed.

The lighting plans for the project shows that lighting is to be placed in the median barrier wall from Sta. 743+00 to Sta. 757+60. However the plans did not make any provisions to provide electrical power across the I-264 over the CSX Railroad bridge. Therefore three (3) inch rigid steel conduit was placed in the median barrier wall of the westbound and eastbound bridge with a 16x6x6 junction box on each end of the bridge barrier wall.

The Ramp 1 Flyover bridge has X dimensions varying from 7 3/8 to 12 ¼ inches. Since the beam stirrups must penetrate the slab a minimum of two inches, any X dimension in excess of 10 ½ inches and greater shall have an epoxy coated # 4 rebar, in the shape of a bicycle handlebar, tied to the existing beam stirrups.

Increase.. $31,494.33

In order to accommodate the future construction alignment for the Westport Road Interchange, it was agreed to widen a portion of the westbound I-264 roadway from Lt. Sta. 752+25.42 to Lt. Sta. 759+00. (See Construction Revision No. 3). There was no preliminary design on Westport Road. This construction revision also entailed the widening of the westbound I-264 bridge over CSX Railroad.

Increase.. $234,863.35

According to the signing plans for overhead sign truss number 13 at Sta. 751+50, the right footing was to be incorporated into a shoulder barrier wall. However, the retaining wall at this location is a reinforced earth retaining wall. Therefore the footing design had to be revised. The footing-retaining wall combination was constructed on two rows of steel HP 12x53 which was driven to refusal.

The plans for overhead sign number 30, located at Sta. 19+50 Ramp 5, showed the right footing to built on the retaining wall. However, the reinforced earth retaining wall will not accommodate an overhead sign truss footing. Therefore a design submitted by the Central Office Division of Bridges showed the footing to be relocated to the backside of the retaining wall.

However, due to a 54 inch storm drain pipe and utility conflicts, it was necessary to offset the footing to avoid these conflicts. The shift caused the truss span length to increase to 80’ in lieu of the plan 60’. The left footing for the span had already been constructed according to the plans prior to the span length increase. This footing was too small to accommodate the revised span length and had to be removed and replaced with a footing that would accommodate the 80’ span length .

Overhead sign truss number 6 is located at Sta. 695+25, which is located on an adjoining contract. The right footing for this truss was to be incorporated into a shoulder barrier wall. However, this wall had been constructed prior to the start of the signing work for this contract. The Central Office Division of Bridges was contacted and supplied a footing design. Therefore, it was agreed to construct the footing on the back side of the retaining wall. The footing was founded on solid rock. Due to the footing shift, a 75’ truss shall be installed in lieu of a 65’ modified truss.

An additional drainage structure was needed along the right gutterline of I-264 at Sta. 750+00 due to excess spacing of the drainage structures along the gutterline.

During night time traffic control reviews, it was noticed that the reflectivity was inadequate. In order to improve reflectivity, Type IV raised pavement markers was used for temporary traffic control in lieu of the Type IV pavement markers..

Due to the widening of eastbound Shelbyville Road by Oxmoor Lane, an electrical service pole for a traffic signal on Oxmoor needed to be relocated. The service pole located at approximate Sta. 53+50 had to be relocated sop that it did not interfere with the project’s construction activity.

Several revisions were needed for the four (4) traffic signals on this project. IN order to split the side street phase for Norwood Drive and Oxmoor Lane at U.S. 60, a 12 inch left arrow section shall be added to signal heads #2 and #10. The circular indications on signal head #1 was changed to left arrows. The traffic signal heads #4 and #7, for the U.S. 60 @ LaGrange Road interchange had the indications changed to right arrows. The traffic signal heads #1 and # 3 for the U.S. 60 and Ramp 10 interchange had the indications changed to right arrows. Traffic signal heads # 12 and #14 located at the Mall/Ten Pin interchange had the indications changed to right arrows.

Increase.. $75,087.83

A large portion of the material encountered while forming the subgrade is unsuitable as embankment in locations along the mainline and collector-distributor roads of I-264; Ramps T-3, 1, 2, 3, 4, 5, and 9;and Shelbyville Road. Therefore it was agreed to undercut these field measured areas and replace with geotextile fabric and granular embankment to provide for a suitable subgrade.

Two variable message signs were provided to warn the driving public of potential smoke problems due to Thunder Over Louisville fireworks show.

The plans indicated a Type 6E2 Concrete Median Barrier Wall to protect the piers under the I-264 bridges on Shelbyville Road Sta. 33+91.50 to Sta. 36+15.75. However, there was no bid item set up in the contract. Also, a type 6E2 wall is doweled into a flexible pavement; the contract required removal of the existing asphalt median at this location. Since this condition did not exist for a Type 6E2 wall, it was agreed to install a Type 6C2 wall which incorporates a concrete footing. Also, it was agreed to use the Type 6C2 wall under the Ramp1 Flyover Bridge, U.S. 60 Sta. 29+90 to 30+20.

The plans did not indicate any type of deck drainage for the Ramp 1 Flyover Bridge. The twelve span bridge is of sufficient length to warrant drainage structures to insure the safety of the traveling public. It was agreed to install drains in seven different locations on the said bridge.

Increase.. $400,922.25

In order to alleviate future drainage problems around LaGrange Road, it was agreed to construct a detention basin to the right of Ramps 7 and 6 and to construct drainage structures to divert water into the basin Ramp 7 Sta. 9+49 106.4’ Lt. and Sta. 12+38, 50’ Rt. This change order was also implemented to restructure drainage from the basin at Ramp 7, Sta. 13+00.27 (See Construction Revision Number 4)

Due to the unsuitable nature of the excavation material from the detention basin as embankment, it was agreed to compensate the contractor the field measured quantity of embankment in place.

In order to direct drainage from the detention basin at Ramp 7 Sta. 13+00, as per Construction Revision No. 4, additional quantities were required: extra concrete and steel reinforcement for standard sloped and flared headwall 56.09’ Rt.; Six linear feet of 15 inch pipe;

drop box inlet Type 1, 47.39’ Rt. 121 linear feet of 24 inch pipe; and 24 inch sloped and flared box inlet-outlet 73.46’ Lt. The two original 18 inch sloped and flared box inlet-outlets at this station shall be eliminated.

In order to protect the flow line of the lowered ditch as per Construction Revision No. 4 at the outlet end of the 24 inch pipe at Ramp 7 Sta. 13+00.27 Lt., the additional quantity of Class II channel lining was required.

Due to erosion and weather concerns upon the completion of the proposed detention basin during the fall of the year and the probable winter months, it was agreed to protect the basin with additional quantity of sod.

Due to construction of the 36 inch pipe across LaGrange Road and Harris Place Road, a portion of the existing curb on both roads had to be removed. It was agreed to replace the field measured quantity of existing curb with standard header curb. Also, in order to accommodate the Type 11 drop box inlet and the 15 inch pipe tie in at Ramp 7 Sta. 10+00, 20 feet Lt., a portion of the existing concrete pavement at Harris Place Road had to be removed. It was agreed to pay for this removal as Removing Concrete Masonry.

At Ramp 7 Sta. 10+00, 20’ Lt., an existing drop box inlet must be removed in order to accommodate construction of the 36 inch pipe. It was agreed to replace the existing box inlet Type 11 with an additional eight linear feet of 15 inch pipe to connect the new box with the existing 15 inch pipe.

In order to direct flow into the detention basin at Ramp 7 Sta. 10+32, 15’ Rt. to Sta. 12+38, 50’ Rt. as per Construction Revision No. 4 the additional quantities were required

Drop Box Inlet Type 4 at Sta. 10+32, 15’ Rt.; 168 L.F. of 36 inch pipe; 36 inch junction box Sta. 12+00, 15’ Rt.; 34 L.F. of 36 inch pipe; sloped and flared box inlet-outlet Sta. 12+38, 50’ Rt..

In order to direct flow into the detention basin at Ramp 7, Sta. 9+49, 106.4 Lt. to Sta. 10+32, 15’ Rt. as per Construction Revision No. 4 other items had to be considered. Due to the uncertainty of the work and traffic concerns along heavily traveled LaGrange Road and the closing of the intersection of Harris Place Road, it was agreed to perform this work on a lump sum basis.

Increase.. $140,489.54

It was agreed to eliminate the Type 9M Precast Median Barrier Wall in areas where the edge of pavement grade on either side of the wall differs such as to create a traffic hazard. The hazard would have been created by an inappropriate slope in the shoulder adjacent to the wall to match the pavement grades or by an incorrect face dimension of the precast wall exposed to traffic. In lieu of the 9M precast wall in these areas it was agreed to construct a Type 9A1 Concrete Median Barrier Wall according to standard drawings and specifications.

In order to provide for a safe traveling environment it was agreed to eliminate the crash cushions at Sta. 30+15 and Sta. 33+50 U.S. 60. In lieu of the crash cushions protecting the bridge piers at these locations it was agreed to construct a Concrete Median Barrier Wall Type 9C1 from Sta. 33+60 to Sta. 30+10 U.S. 60.

It was agreed in Change Order No. 6 to construct a new pole base for Himast light No. 1 due to the plan construction of the original base being in too close proximity to electrical switches. However, this change order did not consider that the anchor bolts for the pole itself would be unusable in the relocated base due to the fact that they were embedded in concrete in the original base. Since then, the contractor was required to use new anchor bolts which is not incidental to the pole base, it was agreed to compensate the contractor for the cost of the bolts. Also, Construction Revision No. 1 required the addition of three 40 amp circuit breakers to the control box for the Himast Lighting. The cost of reworking the box and the circuit breakers were not included in Change Order No.6.

Due to Construction Revision No. 3, a portion of the Reinforced Earth Wall Panels was unused. These panels are designed specific to this project and the supplier was unwilling to take them back. Also, a revised wall design specified a different thickness. Therefore, it was agreed that the department purchase the panels and pay to haul them to the storage facility at Grade Lane. F.H.W.A. did not participate in this item.

Increase.. $38,926.18

There were no provisions in the contract to provide for permanent pavement markers on Shelbyville Road. Therefore, it was agreed to install pavement markers in accordance with the standard drawings. Also, there were no bid items in the contract for temporary pavement striping; only removable striping tape and permanent preform plastic. Due to the excessive amounts of striping required for milling and paving operations on Shelbyville Road, it was agreed to use the less expensive striping paint instead of the removable tape for milling and paving operations on Shelbyville Road in accordance with the Standard Specifications and Drawings.

Increase.. $34,040.00

During the construction of the Curb Box Inlet at Sta. 23+62 62.27’ Lt. U.S. 60, it was discovered that the existing pipe at this location is at such an elevation that it would not drain the box. Further investigation revealed that a sag condition exists in the pipe between Sta. 20+70 and Sta. 23+62. Therefore it was agreed to construct new pipe and drainage structures at this location to accommodate the new system. Due to traffic concerns and the uncertainty of the work, it was agreed to install the pipe and to reconstruct the existing catch basin at Sta. 23+11.25(in the middle of Ten Pin Lane) on a lump sum basis.

Additional amount of sodding and standard header curb was needed to replace the existing sod and curb to be disturbed by the construction of the pipe and drainage structures.

Additional Drop Box Inlets Type 11 were needed at Sta. 22+34, Sta. 21+72.5, Sta. 21+33.9, and Sta. 20+68.5 to drain the parking lot of the businesses at these locations. See Construction Revision No. 5.

Due to the limited work area in close proximity to traffic and the requirement of trucks to haul excavated material away, it was agreed to perform this work on a lump sum basis. The work consisted of constructing 264 L.F. of 18 inch equivalent pipe from Sta. 20+68.50 50.3’ Lt. to sta. 23+62 62.3’ Lt. U.S. 60 and reconstruct the existing catch basin at Sta. 23+11.25 51.42’ Lt.

Increase.. $39,310.80

The contractor was required to maintain a flashing arrow board and other traffic control devices for an additional period of approximately three months due to the adjacent construction project not being able to accept an opening to traffic. It was agreed that no further compensation for traffic maintenance was required due to further delays in the adjacent project.

The contract did not account for the relocation of permanently installed traffic signal heads due to various traffic movements for project phasing. Kentucky’s Standard Specifications for Road and Bridge Construction did not clearly specify this operation as incidental to any other construction item. Therefor, it was agreed to compensate the contractor the documented cost for relocating signal heads.

In order to promote positive drainage from the detention basin located to the right of Ramp 7 (See Construction Revision 4), it was agreed to rework and grout the flow line of the ditch to the left of Sta. 13+00.27 Ramp 7. Due to the uncertainty of work it was agreed to compensate the contractor on a lump sum basis for the documented cost.

Due to a construction revision relocating a ramp from Eastbound I-264 to Eastbound I-64 on the adjacent construction project, it was necessary to relocate a sign base at Sta. 56+90 CD#2 to Sta. 660+75 and add a sign base at Sta. 641+00. Prior to any knowledge of the revision, the adjacent contractor completed construction of a concrete median barrier wall at these locations. Therefore it was agreed to tear out the concrete median barrier wall at these locations and construct concrete median barrier wall to sign base transitions. Due to the remobilization of forces and the uncertainty of the work, it was agreed to compensate the contractor on a lump sum basis for documented costs.

The contract required a 3 inch raceway in the concrete median barrier wall to provide service at median lights beginning at Sta. 743+00 but did not provide for any means of compensation.

Increase.. $95,112.46

It was agreed by Change Order 19 to replace the Type VI-A crash cushions at Sta. 30+40 and 33+60 U.S. 60 with a Type 9C1 concrete median barrier wall. However, the manufacturer was only willing to restock this type of crash cushion for a 50 percent restocking charge plus fright. The price being excessive, the department agreed to compensate the contractor full invoice price plus Kentucky usage tax and retain the crash cushions at the Middletown Maintenance facility until such time as they can be used on the future construction project at I-264 and Westport Road. FHWA agreed to participate in this item only under the condition that the crash cushions be incorporated into the future contract on the I-264 and Westport Road interchange.

Increase.. $14,003.55

Construction Revision No. 6 detailed the sign changes due to the realignment of the ramp from eastbound I-264 to eastbound I-64 on the adjacent construction project. These changes included the addition of an overhead sign structure, additional signs and the relocation of signs. This revision also included changes in signs and sign overlay material for use on U.S. 60 at the I-264 interchange and on I-264 westbound and CD 5 due to deficiencies found in the existing signing plans. The following items were listed in the construction revision:

Additional quantities of guardrail and appropriate end treatments were required to protect the right base of an overhead structure at Sta. 660+75 at I-264.

Additional quantities of sign posts were needed for the added signs at various locations throughout the project.

An additional quantity of concrete and steel was required to construct bases for sign structures added and relocated in the revision.

Due to realignment of the eastbound I-264 to eastbound I-64 ramp an additional 95’ overhead sign structure was needed to provide proper signing at this location.

Additional bridge attachments brackets were needed to construct the one relocated sign and the two additional signs on the Browns Lane overpass I-264 at Sta. 649+25.

Due to a deficiency in the original signing plans, the sign overlay material was needed to give better direction to the traveling public.

Increase.. $73,802.13

This change order reflected the final cost estimate of extra work initiated by Change Order No. 5 as Deck Repair cost-plus initial.

The field quantity of aluminum panel signs 1,2,4,5,6,7,8,58, and 60 is not required due to Change Order 24 and Construction Revision 6. The signs cannot be sent back to the manufacturer nor used on another project because the sign messages are fixed. The signs are currently stockpiled at the department’s maintenance facility in Middletown. It was agreed that the department purchase the signs from the contractor.

Increase.. $15,834.78

It was agreed to add certain quantities and make adjustments in order to comply with the Special Note for Asphalt Cement Quantity When Lab Mix Design is Required as indicated in the contract documents. Project Cement Adjustment had to be made according to Special Provision 53-A in the contract documents.

Increase. $1,125,422.12

Contractor:

Gust K. Newberg Construction Co.

4623 Illinois Ave.

Louisville, Ky. 40213

The original project bid was.. $35,977,000

Change orders.. $1,887,000

Total .. $37,864,000

The attendance of all the participants in this post-construction review is greatly appreciated.

Sincerely,

J. M. Yowell, P.E.

State Highway Engineer

BY: John B. Sacksteder, P.E.

Director, Division of Highway Design

JMY:JBS:rts:pcr7-96.doc

cc: Post-construction Review Participants

Charles Raymer

FHWA File S. Williams

Design File C. Phillips

W. Crace L. Ferguson

J. Stone K. Gilley

P. Gravely

S. Cornett

S. Goodpaster

G. Sharpe