Interchanges. DB Contractor shall design and construct the interchanges as shown in the Schematic Design and described below:
a) I-20 and I-820 interchange including all associated pavement and structures;
b) I-20 and US-287 interchange including all associated pavement and structures;
c) I-820 and US-287 interchange including all associated pavement and structures; and
d) All cross-street interchanges except for those noted in 2.1.2 of this Exhibit 1.
Interchanges. The choice of type of interchange rests on a number of factors related to the use of simple layouts that ensure that traffic demands are met and that order and harmony are maintained. “
Interchanges. DB Contractor shall design and construct the interchanges as part of the Base Scope as shown in the Schematic Design and described below:
a) I-20 and I-820 interchange including all associated pavement and structures;
b) I-20 and US-287 interchange including all associated pavement and structures;
c) I-820 and US-287 interchange including all associated pavement and structures; and
d) All cross-street interchanges within the Base Scope except for those noted in 2.1.2 of this Exhibit 1. DB Contractor shall design and construct the interchanges as part of the DWCs for which TxDOT has issued a DWC NTP as shown in the Schematic Design and described below:
e) All cross-street interchanges within the DWCs except for those noted in 2.1.2 of this Exhibit 1.
Interchanges. The government intends to award a purchase order without interchanges with respective vendors/quoters. The government however, reserves the right to conduct interchanges if deemed in its best interest. Under appropriate circumstances, interchanges can be an effective method to improve the Government's evaluation of Offerors' quoted approaches and may reduce acquisition cycle time. Interchanges may be written, email, phone call, etc., or any method which would accurately capture the contemporaneous sharing of information between the Government and the Offerors. Interchanges may also be oral conversations between the Government and the Offerors. ADDENDUM TO 52.212-4, CONTRACT TERMS AND CONDITIONS (OCT 2018) ADDENDUM
Interchanges. Table 4.9 shows the one-hour concentrations that, with the assumed 8-hour CO background level and persistence factor (see sections 4.5 Persistence Factor and 4.6 Background Concentration), cannot, when combined with background CO concentrations, produce concentrations in exceedance of the 8-hour CO NAAQS. As such, these projects will not require a project-level CO analysis to demonstrate compliance with the ambient CO standards. Table
Interchanges. Threshold PA CO concentration levels for the interchange configuration were analyzed using the MOVES and CAL3QHC models, with a combination of the grade separated intersection and freeway separated at various distances. A variable number of freeway lanes (even number of lanes ranging from 2 -12 lanes) were simulated. Likewise, various distances from the edge of the nearest freeway travel lane to the edge of the nearest travel lane of the interchange ramp (20, 30, 60, 80, 100, 125, 150, 175, 300, 500 and 1,000 feet) were simulated. The roadway link connecting the freeway to the intersection was modeled at skew angles of 90-, 60-, and 45-degree angles. Intersections were considered on either side of the freeway. Figure 9 shows the layout of the interchange for a 90-degree skew angle and with the intersection on the right side of the freeway. This modeling combines the impacts from the freeway and intersection modeling to determine the CO contribution for an interchange project for any given combination of the modeled number of freeway lanes and distances from the freeway to the interchange. That is, two separate modeling applications were conducted, and the results combined. Due to the skew angle, receptors for each cannot simply be added based on distance between the facility types. The results shown here represent a combination of the two facility types that considered receptor location, geometry (skew, left/right orientation, and distance between the facilities), road grade, setting (urban or rural) and wind directions in an R-based program that combined CAL3QHCR results with appropriate pairing and determined the overall peak concentrations from the combined facilities. Grade effects for the interchange were modeled for the non-freeway portion of the interchange from ±0 to ±7 percent grade. The total of the freeway contribution, intersection contribution, and background are to be directly compared to the CO NAAQS. As the modeled concentrations may be considered conservatively high estimates for interchanges without adjacent intersections, given that intersection contributions to near-road concentrations are included along with the interchange contributions in the modeling for this PA and TSD, the modeling may serve as a conservative means to screen such projects. Similarly, and given the substantial safety margin afforded by the use of multiple worst-case modeling assumptions as summarized below, the modeling may also serve as a conservative means to scr...
Interchanges. Tables A-3 (a), (b), and (c) show the one-hour CO concentrations for interchange scenarios that, with national-level (not Virginia-specific) conservative and worst-case modeling assumptions including the assumed 8-hour CO background level and persistence factor, do not produce modeled concentrations that would cause or contribute to an exceedance of the 8-hour CO ambient air standard (NAAQS). Although intersections were considered on either side of the freeway, Tables A-3(a) to (c) only report the higher of these. The same speed limitations for freeways and arterials from above also apply here.
Interchanges. The choice of type of interchange rests on a number of factors related to the use of simple layouts that ensure that traffic demands are met and that order and harmony are maintained. here relates to those aspects that help road users anticipate the way in which similar movements will take place in traffic, even if the type of interchange differs. Indicated below are some of the important engineering characteristics of interchanges. Other characteristics are defined in accordance with known engineering practices. These characteristics can be summed up as follows:
a. Slip roads
Interchanges. The results and tools developed in this research were shared with UDOT for testing and implementation in the field. MPC-468 — Performance Evaluation of Highway Surface Treatments (Phase I: Short-Term Performance). MPC-491 — Self-Centering Buckling Restrained Braces for Curved Bridges. The Utah DOT is very much aware of the retrofit strategies developed in this project. They have shown interest in the experiments and analytical techniques developed in this research. Technology transfer has been in terms of publications, although smaller at this stage, and conference participation. We have not had much activity in terms of commercialization. We hope that the research will result in new design practices.
Interchanges. It is the Government’s intent to award without interchanges. The Government may consider, throughout the evaluation, the “correction potential” of any quotes to this BPA solicitation. The judgment of such “correctional potential” is within the sole discretion of the Government and may be held with all, some or none of the Quoters. If any aspect of an Offeror’s quote does not meet the Government’s requirements and is not considered correctable, the offer will be ineligible for a BPA award. The Government may determine one or a few Quoters have the highest potential to provide the best value to the Government. The Government may conduct interchanges with those Quoters that, at the discretion of the Contracting Officer, have the highest potential to represent the best value. These interchanges may address technical or price matters, and any required BPA documentation including any other matter in the evaluation process. Resolution of minor or clerical issues would not constitute interchanges and the Government reserves the right to award the BPAs without the opportunity to revise quotes.
