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HomeMy WebLinkAbout2026-116 AGRMT AMND #1 LTM, Inc, dba Knife River Materials - Airport Runway and Taxilane Rhabilitation Project AMENDMENT NO. I to GOODS & SERVICES AGREEMENT between THE CITY OF ASHLAND, an Oregon municipal corporation, („001,) and LTM,Inc,dba Knife River Materials, a(corporation), {"Provider") for Ashland Municipal Airport—Runway and Taxilane Rehabilitation Project RECITALS A. The City and Provider previously entered into a Goods and Services Agreement effective June 25, 2026 (the "Agreement"), for the rehabilitation and reconstruction of asphalt pavement at the Ashland Municipal Airport). B. The City and Provider now wish to amend the Agreement to increase the amount of compensation to be paid to Provider. AGREEMENT NOW THEREFORE, in consideration of the mutual benefits and obligations set forth herein,the parties agree as follows: 1. Amend Section 2 of the Agreement as follows,with strikeout wording deleted and underscored wording added: 1.1 City shall pay Provider the sum of$1,419,144.80 ($ '�80) as provided herein as full compensation for the Work as specified in the SUPPORTING DOCUMENTS. 1.2 In no event shall Provider's total of all compensation and reimbursement under this Agreement exceed the sum of $1.419,144.80 (r ',1025.1 AA.QAN without the express, written approval from the City official whose signature appears below, or such official's successor in office. Provider expressly acknowledges that no other person has authority to order or authorize additional Work which would cause this maximum sum to be exceeded and that any authorization from the responsible official must be in writing. Provider further acknowledges that any Work delivered, or expenses incurred without authorization as provided herein is done at Provider's own risk and as a volunteer without expectation of compensation or reimbursement. 2. This Amendment No. 1 is effective upon being signed by both parties. 3. Except as specifically modified by this Amendment No. 1,the terms and conditions of the Agreement remain in full force and effect. Page i of 2: Amendment No. I to Goods&Services Agreement between the City of Ashland and LTM,Inc. IN WITNESS WHEREOF the parties have caused this Amendment No. I to be signed in their respective names by their duly authorized representatives as of the dates set forth below: CITY OF AND,OREGON LTM,Inc. dba Knife River Materials By: By: - - b na Cotta, City Manager Vl �lp{eQ,JC,., AC�Y� �t'1 WV '" Printed Name: " z r Date: 'g(m, Title: Date: 1' Page 2 of 2: Amendment No. I to Goods&Services Agreement between the City of Ashland and LTM,Inc. Page 1 of 2 Amendment No. 1 AIRPORT Ashland Municipal Airport DATE 7/21/2026 LOCATION Ashland, OR CITY PROJECT NO. CONTRACTOR Knife River You are requested to perform the following described work upon receipt of an approved copy of this document or as directed by the engineer: Item Unit No. Description Unit Price Quantity Amount 1 Base Stabilization: Nonwoven Geotextile SY $1.75 8,200 $14,350 Fabric 2 Base Stabilization: Geogrid, Integrally SY $3.00 8,200 $24,600 Formed Biaxial Subgrade Stabilization: Placement of 3 Nonwoven Geotextile Fabric & Geogrid, SY $4.75 5,400 $25,650 Integrally Formed Biaxial at bottom of Subgrade Stabilization Digout Subgrade Stabilization: Excavation of 4 Existing Material and Placement of 2.5"-0 CY $122.00 2,700 $329,400 Base Aggregate— 18" Depth or Less if directed by Engineer This Change Order Total $ 394,000 Previous Change Order Totals $ 0 Original Contract Total $ 1,025,144.80 Revised Contract Total $ 1,419,144.80 The time provided for completion increases by five (5) days. City of Ashland will coordinate with Contractor for schedule adjustment to postponement of work caused by this change order. Recommended by: 7/30/2026 Date Tom Headley, PE Engineer of Record for Airport Approval by City of Ashland and Acceptance by Contractor to be documented within City of Ashland Amendment Format. Suporting Documents to Contract Amendment No. 1 Page 2 of 2 CITY PROJECT NO. Amendment No. 1 AIRPORT Ashland Municipal Airport LOCATION Ashland, OR JUSTIFICATION FOR CHANGE 1. Brief description of the proposed contract change(s) and location(s). Changes include: For all areas of pavement removal: Base stabilization by placement of nonwoven geotextile fabric beneath integrally formed biaxial geogrid, followed by placement of base aggregate and pavement per plan. For areas where unsuitable materials are encountered: Subgrade stabilization by removal of up to 18" of existing material, placement of nonwoven geotextile fabric beneath integrally formed biaxial geogrid at the bottom of the excavation, and replacement with 2.5"-0 base aggregate material, followed by the base stabilization described above. 2. Reason(s) for the change(s) (Continue on reverse if necessary) Original scope of project was pavement rehabilitation and surface seal work. Design project scope did not require a geotechnical report to identify the quality of the existing base and subbase materials in this location. Removal of existing pavement in the north hangar area began on July 20, 2026, and revealed extensive areas of unsuitable subgrade material and slightly yielding base material. The change order anticipates similar unsuitable subgrade conditions will be encountered in the south hangar area. The 2021 geotechnical field exploration and report prepared for the nearby Taxiway A Reconstruction Project was used to describe the method for Subgrade Stabilization. The proposed change order quantity anticipates subgrade stabilization for the width and length of all affected taxilanes as well as several adjacent areas. The areas exhibiting less severe surface conditions but still showing minor signs of alligator cracking are proposed for base stabilization only. 3. Justifications for unit prices or total cost. The costs provided by the Contractor are consistent with recent project experience in the region. 4. If this is a supplemental agreement involving more than $2,000, is the cost estimate based on the latest wage rate decision? Yes ❑x No ❑ Not Applicable ❑. 5. Has consent of surety been obtained? Yes ❑x Not Applicable ❑. 6. Will this change affect the insurance coverage? Yes ❑ No M. 7. If yes, will the policies be extended? Yes ❑ No ❑. 8. Has this (Change Order) been discussed with FAA officials? Yes ❑x No ❑ When: 7/21/2026 With Whom: Paulette Lugo (via telephone). Comment: Engineer to provide geotechnical report for 2021 Twy A project, describing subgrade stabilization as remediation for conditions encountered on the current Pavement Rehabilitation Project. Suporting Documents to Contract Amendment No. 1 Excerpt from 2021 Ashland Taxiway Geotech Report with bore logs in vicinity of Taxilane Pavement Rehab project. See following page for geotextile and geogrid use in subgrade stabilization. (i.e., the percentage passing the No. 200 sieve) of the processed material is greater than 10 percent, it may be necessary to add imported aggregate to the pulverized AC and base material to satisfy the gradation requirements. Treatment options are also available to improve the blended material to satisfy the material, gradation, and strength requirements of Aggregate Base Course (Item P-208) or Crushed Aggregate Base Course (Item P-209). Treatment options include mechanical stabilization (i.e., adding imported clean aggregate to the mixture) or chemical stabilization (i.e., cement treatment). The FAA requires a CBR value of greater 80 for the material to be used place of P-209 or a CBR value less than 60 for the material to be used in place of P-208. Additional laboratory testing would be required in support of these options. Parameters for New Pavement Design and Subgrade Preparation This section provides recommended subgrade design parameters and subgrade preparation for new pavements assuming full-depth reconstruction. Subgrade stabilization options are provided in this section in the event stabilization is required due to construction timing or if the subgrade is significantly wet of optimum and aeration is not feasible. Subgrade stabilization options considered for this project include mechanical stabilization and chemical stabilization (i.e., cement-treated subgrade (P-156)). Additional details are provided below. Subgrade Design Parameters. The laboratory testing indicates CBR values ranging from 5.6 to 6.7 for subgrade samples compacted to 95% relative compaction. We recommend assuming a nominal subgrade CBR value of 5 for designing new pavements to account for potential variation in the subgrade conditions across the site. If subgrade compaction is not feasible, the CBR value should be based on in-situ values, as determined from the DCP testing. Therefore, consistent with the above recommendations for the evaluation of existing pavements, we recommend using a design Mr of 3,900 psi or a corresponding design CBR of 2.6 for pavements constructed on undisturbed, uncompacted subgrade in conjunction with mechanical stabilization (discussed below). Subgrade Preparation Compacted Subgrade. In areas where full-depth reconstruction is planned, subgrade preparation should follow the requirements for Item P-1 52 as summarized in the most recent FAA Standard Specifications for Construction of Airports Circular (AC No. 1 50/5370-1 OH). The earthwork and compaction criteria should assume the subgrade will consist of cohesive soil (i.e., PI >3). We anticipate the subgrade will be moisture-conditioned and compacted prior to constructing new pavements. The fine-grained subgrade is moisture-sensitive and will require careful moisture control for proper compaction. Therefore, we recommend compacting the subgrade at or slightly dry of optimum moisture to reduce the risk of pumping. The moisture in the finished subgrade should be Ashland Municipal Airport - Parallel Taxiway Rehabilitation October 20, 2021 Geotechnical Investigation Project No.: 2211052 Ashland, Oregon Suporting Documents to�ontractAmendment No. 1 Century West Engineering maintained and the subgrade should be backfilled with base rock and/or subbase as soon as practical to limit moisture fluctuations (i.e., wetting or drying). It has been our experience that subgrade covered by existing pavements can remain wet of optimum year-round. Therefore, if complete reconstruction is planned, wet subgrade should be anticipated beneath the existing pavements regardless of the construction season. The construction schedule should include ample time to aerate and moisture-condition the soils prior to compaction. Mechanical Stabilization. If the construction schedule and overall working conditions cannot accommodate moisture-conditioning and compacting the subgrade, mechanical stabilization can be used to accommodate uncompacted subgrade. Mechanical stabilization includes additional excavation and replacement with granular stabilization fill to reduce the risk of subgrade disturbance (i.e., softening and pumping) and create a working platform. We recommend assuming a design CBR of 2.6 for the uncompacted subgrade to evaluate the required pavement section and stabilization depth. The finished subgrade excavation should be completed using an excavator equipped with a smooth-edged bucket operating from outside the excavation. The subgrade should not be compacted. Instead, a thickened section of granular fill (i.e., at least 18 inches) should be placed over the undisturbed subgrade. Compaction of the fill should not be attempted until at least 18 inches has been placed. The fill should be end-dumped and pushed out from a thickened staging area using a low-pressure dozer or similar equipment to limit the potential for subgrade disturbance. The stabilization fill should be underlain by a separation geotextile to limit intrusion of the underlying subgrade soils into the fill. Geogrid reinforcement could also be used beneath the stabilization fill to improve the performance and potentially reduce the mechanical stabilization depth. The relative improvement from the addition of a geogrid would depend on the strength and performance of the selected geogrid. Chemical Stabilization. Soil-cement treatment based on Item P-156 (Cement Treated Subgrade) is also an option to stabilize the subgrade where compaction may be impractical because of excessively wet subgrade. FAA (AC 150/5320-6G) guidelines recognize the strength increase as part of the pavement design. Laboratory testing is required to document the amount of strength gain to be used in design. Laboratory testing is not currently planned for this option. However, considering the subgrade will be compacted during treatment, we believe a conservative approach would be to assume a design subgrade CBR value of 5 for the cement-treated soil. A cement treatment depth of 12 inches is recommended and is typical for these types of projects. Cement content for the P-1 56 application is generally in the range of 3 to 5% based on the dry unit weight of the soil. The required cement content is, in part, a function of the subgrade soil type, with higher plasticity soils (e.g., clay) requiring greater cement and sandy soils requiring lower cement content. The soils encountered at shallow depths across the airport are variable and include sandy clayey silt, clay, and silty sand. However, the subgrade will consist of predominantly Ashland Municipal Airport - Parallel Taxiway Rehabilitation October 20, 2021 Geotechnical Investigation Project No.: 2211052 Ashland, Oregon Suporting Documents to�ontract Amendment No. 1 Century West Engineering Federal • Administration / 2.1 Structure Report FAARFIELD (Build 16 1 1 AM Job Name: 7.29.2026 Ashland Municipal Airport Structure: Pavement Rehab Analysis Type: HMA on Aggregate Last Run: Thickness Design 2026-07-29 14:23:32 Design Life=20 Years Total thickness to the top of the Subgrade= 13.3in. Pavement Structure Information by Layer Thickness .. Strength :1 Ratio (psi) 1 P-401/P-403 HMA Surface 3.0 200,000 0 0.35 0 2 P-208 Crushed Aggregate 6.0 59,612 0 0.35 0 3 User Defined 6.0 30,000 0 0.35 0 4 Subgrade 0 3,900 2.6 0.35 0 Airplane Information Gross Wt. Annual %Annual ELM (lbs) Departures Growth 1 S-12.5 12,500 14,600 0 2 Truck Axle Single 18,740 500 0 Additional Airplane Information Subgrade CDF CDF CDF ME Contribution for Airplane 1 S-12.5 0.00 0.00 3.44 2 Truck Axle Single 1.00 1.00 3.53 NOTE: User is responsible for checking frost protection requirements. Suporting Documents to Contract Amendment No. 1 P-SO S C As:-�ed egg egate " _ T=6.0 ,,cries ` E=1f,6".Z iss, User Defined T=6.0 inches E=30,000 psi 0 Subgrade CBR=2.6 E=3,900 psi r Suporting Documents to Contract Amendment No. 1 Ow U.S. Department Northwest Mountain Region Denver Airports District Office of Transportation Colorado - Idaho - Montana - Oregon Utah 26805 E. 68th Ave., Suite 224 Federal Aviation Washington - Wyoming Denver, CO 80249 Administration July 31, 2026 Mr. Chance Metcalf Airport Manager 20 E. Main Street Ashland, Oregon 97520 Ashland Municipal Airport Ashland, Oregon AIP: 3-41-0002-018-2026 3-41-0002-019-2026 3-41-0002-020-2027 Runway/Taxiway/Taxilane Seal/Rehab and Taxilane Reconstruction Change Order No. 1 Dear Mr. Metcalf: I have reviewed the subject Change Order and associated costs and documentation. I have determined that all the additional contract items are eligible for AIP participation and subject to available funding. The following contract items are approved in the total amount of$394,000 and 5 days increase in contract time: Item No. Description Unit Unit Price Quantity Amount 1 Base Stabilization:Nonwoven SY $1.75 8,200 $14,350 Geotextile Fabric 2 Base Stabilization: Geogrid,Integrally SY $3.00 8,200 $24,600 Formed Biaxial 3 Subgrade Stabilization: Placement of SY $4.75 5,400 $25,650 Nonwoven Geotextile Fabric& Geogrid, Integrally Formed Biaxial at bottom of Subgrade Stabilization Digout 4 Subgrade Stabilization: Excavation of SY $122.00 2,700 $329,400 Existing Material and Placement of 2.5"-0 Base Aggregate— 18" Depth or Less if directed by Engineer Suporting Documents to Contract Amendment No. 1 Ow U.S. Department Northwest Mountain Region Denver Airports District Office of Transportation Colorado - Idaho - Montana - Oregon - Utah 26805 E. 68th Ave., Suite 224 Federal Aviation Washington - Wyoming Denver, CO 80249 Administration Initial Estimated Contract Cost $ 1,205,144.80 Previous Eligible Change Orders $ 0 Eligible Cost of this Change Order $ 394,000 Revised Eligible Contract Cost $ 1,419,144.80 Please forward a copy of the executed change to my attention as soon as it is available. Your record drawings should indicate details addressed by this Change Order. If you have questions,please call me at(303) 342-1256. Sincerely, Paulette Lugo, Project Manager, Denver ADO Suporting Documents to Contract Amendment No. 1