E6 Trondheim-Stjørdal, the Trondheim section.

Transcription

1 Tendering processes E6 Trondheim-Stjørdal, the Trondheim section. ENGLISH october

2 Contents 1 INTRODUCTION 1.1 Prequalification 1.2 National transportation plan 1.3 Resolutions relating to implementation and financing 1.4 Authorities 1.5 The procurement procedure and contract signing 1.6 The purpose and meaning of the information 2 PROJECT DESCRIPTION 2.1 General information about the E6 Trondheim - Stjørdal project 2.2 Description of end section in Trondheim: Nidelv bridge Grillstad. 2.3 Western surface work zone - general contract 2.4 Structures 2.5 Area development plans 2.6 Special issues 2.7 Project goals 3 COMPETITIVE DIALOGUE - FACTS 3.1 Description of the procurement procedure 3.2 Brief description of implementation of the procurement procedure 1 INTRODUCTION 1.1 Prequalification The Norwegian Public Roads Administration, Mid-Norway Region has planned a process for awarding a contract for implementation of the main work on the Western surface work zone of the Trondheim Section, as a design build contract. This work is part of the E6 Trondheim Stjørdal project. This information pamphlet provides a general description of the contract as it is now planned. 1.2 National Transportation Plan The Storting White Paper on the National Transportation Plan (NTP) presents the main features of the government s transportation policy. NTP has a 10-year plan period, but is revised every four years. The Nidelv bridge Grillstad sub-project (Trondheim section) is discussed in NTP for the period : The earnings in the E6 Trondheim - Stjørdal toll-road project are significantly higher than expected, and work is therefore underway on plans to expand the project to also include the end sections in Trondheim and Stjørdal. If this meets with approval, the Nidelv bridge - Grillstad project could be implemented in the final part of the ten-year period. For the time being, this project expansion is being based on partial toll-road financing by an expansion of the tollroad project E6 Trondheim - Stjørdal, cf. Storting Proposition No. 124 ( ) and Storting Proposition No. 42 ( ). NTP for the period confirms that implementation of the E6 Trondheim - Stjørdal project may take place in the final part of the ten-year period. In the background material for the National Transportation Plan from the public transportation agencies, the assumption is that the E6 Nidelv bridge Grillstad sub-project (Trondheim section) will commence before The plan is still for the project to be partially tollroad financed as a part of the E6 Trondheim Stjørdal toll-road project. The project is to be completed in the first four-year period. 1.3 Resolutions relating to implementation and financing The Storting has thus far not passed a final resolution regarding implementation and financing of the E6 Trondheim - Stjørdal project. Completion of the Ministry of Transport and Communication proposition to the Storting is underway and it is expected that the proposition will be considered in the Storting during the course of the autumn session of Authorities The Storting is the budgetary authority and makes decisions on national road network building projects. The Minister of Transportation and Communication implements the decisions of the Storting. The Minister

3 is responsible to the Storting for building, operation and maintenance of the national road network. The Norwegian Public Roads Administration, Mid-Norway Region is the local governmental road authority. The Norwegian Public Roads Administration, Mid-Norway Region will represent the State in the procurement process and be a contractual party as the representative of the State in the implementation of the project. The Norwegian Public Roads Administration, Mid-Norway Region has carried out the preparatory planning for the project, and will carry out land acquisition and other facilitation of the project. The Norwegian Public Roads Administration, Directorate of Public Roads is the central authority for national roads and shall authorize building plans where this follows from the prevailing design engineering regulations. Corresponding authority approval must be secured from the Norwegian National Rail Administration for structures which affect any nearby railway. The Municipality of Trondheim is the local authority, and is the planning and building authority in accordance with the Planning and Building Act. This also applies to municipal cables/lines and other infrastructure, over which the Municipality of Trondheim has approval authority. 1.5 The procurement procedure and contract signing A contract regarding detailed engineering and implementation of the Western surface work zone in the Trondheim Section will be entered into in accordance with the rules for competitive dialogue in the Act of 16 July 1999 No. 69 relating to public procurement and the Regulations of 7 July 2007 No. 402 relating to public procurement ( the Procurement Regulations ). The contract award will take place after a competition which includes the following main steps: prequalification invitation to participate in dialogue phase submission of outline proposal dialogue phase invitation to tender tender phase signing of contract Chapter 3 contains a more detailed description of the procurement procedure. Public announcement of the competition will be sent to the Official Journal of Norway and to the Official Journal of the European Communities as soon as the basis for implementation is in place. The public announcement will be an invitation to apply for prequalification. 1.6 The purpose and meaning of the information The information in this information pamphlet is only meant to be a basis on which to consider participation in and, potentially, the preparation of a prequalification application. The information is to be construed as guidelines and preliminary, and will be replaced by the information which will be published following pre-qualification and selection of relevant tenderers. Accordingly, the information provided in this document can not subsequently be invoked in connection with the final contract. 2 PROJECT DESCRIPTION 2.1 General information about the E6 Trondheim - Stjørdal project The original development of E6 along the stretch Trondheim Stjørdal has had a very long period of planning, followed by implementation in several stages. In a resolution was adopted for this stretch of E6 to be developed in four phases from The first part was completed in 1988, whereas the entire stretch between the remaining end sections was finished in In , a new collection system was adopted, and the building of the end sections was postponed indefinitely due to insufficient financing. A new bridge over the Nidelva river ( Pirbrua - the Pier Bridge) was originally a part of the northern relief road in Trondheim, but is now being built as a separate project under the E6 Trondheim - Stjørdal project organisation. It is the end sections in Trondheim and Stjørdal municipalities, respectively, which now are to be built, thus completing

4 the E6 Trondheim Stjørdal project. By completing the E6 Trondheim Stjørdal project, a better link between Stjørdal and Trondheim will be achieved. Trondheim Airport Værnes is located at Stjørdal, and with the completion of the project, the travel time from Værnes to the Trondheim city centre will be reduced. If one looks at Trondheim alone, the city will gain a new primary thoroughfare from the east as well as a greater effect of the ring road around the city. Today, it is the twolane Innherred road which is the main approach, and there are considerable traffic flow and environmental challenges associated with this. The current road passes through major residential areas, and is not dimensioned for the presentday traffic volume. The northern relief road is now under construction, and construction of the Nidelv bridge - Grillstad section, will make the ring road system around Trondheim more complete. In Stjørdal, the realisation of this project will facilitate better local development of downtown Stjørdal, as well as greatly improving the flow of traffic on E6 and E14 past Stjørdal. 2.2 Description of the end section in Trondheim: Nidelv bridge Grillstad. The end section in Trondheim includes building approx. 4.5 kilometres of new or improved four-lane E6 along the stretch from the Nidelv bridge Grillstad. This also includes a 2.4 km long tunnel from Møllenberg to Strindheim, of which approx. 2 km is in rock, and an intersection on three levels at Strindheim with its own ramp tunnels, also in rock. A cross-connection to Håkon VII street is also included. The project also includes measures to improve the overloaded situation in and around the Innherreds road. 2.3 Western surface work zone - general contract The contract includes design engineering and building of the new E6 from Pirbrua to approx. 30 metres within the entry point of the rock tunnel under Møllenberg. Detailed design engineering and reconstruction of Dyre Halses street, Skippergata and Losgata, as well as reestablishment of Kirkegata and Gamle Kongevei are also included. In this context, several concrete structures, as well as necessary re-routing of cables, lines and pipes, are included. The intention is to have a separate contract for preparatory work at Nyhavna with temporary roads and diversion of the railway line. Furthermore, the plan is that the handling of presumed moving and securing of buildings and setting them up again over the part of the tunnel in soil will be carried out under a separate contract, and a separate, final landscaping project is planned for implementation under a separate contract. 2.4 Structures The following main concrete structures are included in the project: Tunnel in soil (drawing K101) assumed from profile P20 to profile P288 A new railway crossing for E6 (drawing K101) from P-25 to P20.(Part of tunnel in soil) Trough in front of tunnel in soil (drawing K102). New pedestrian culvert under the railway (drawing K103). Temporary railway bridge for re-routed railway (drawing K104). Applies only to demolition for this contract. Temporary bridge over Innnherreds road (drawing K105). New railway bridge over Skippergata (drawing K106). New technical room with pumping station, transformer and office for operation of tunnel construction work (drawing K107). Underpass under Dyre Halses street (drawing K108) Retaining walls (drawing K109). Rebuilding of railway platform (stop) in accordance with new requirements and with length approx. 110m For the structures cf. Drawing K101 (portion under the railway), K103 and K106, construction plans exist which are very close to being approved by the Norwegian National Rail Administration as the appropriate authority. These plans will be made available to the general contractor.

5 2.5 Area development plans The following area development plans apply to the Western surface work zone of the Trondheim section: Zoning plan for E6, Nidelv bridge Grillstad, Sub-plan 1, Nyhavna/Lower Møllenberg district, approved 23 November Zoning plan for E6, Nidelv bridge Grillstad, Delplan 2, Rock tunnel Lower Møllenberg Strindheim, approved October 2006 Zoning plan for E6 East/Northern relief road, new bascule bridge over Nidelva (river), approved March Special issues Preliminary plans for implementation of Western surface work zone affect many buildings and residents at Møllenberg Buildings which must be temporarily moved or torn down Buildings which must be vacated for some periods of time Buildings under preparation for being secured / underpinned / having foundations redone Buildings which receive special follow-up with regard to settlement damage Buildings which to some extent are affected by the construction work Stringent requirements will be implemented in order to ensure that consequences for buildings and residents at Møllenberg are no greater than necessary. Reduction of planned consequences will be implemented as one of several award criteria for the general contract. Geological and geotechnical investigations have been undertaken as a basis for design engineering and execution of the general contract. Very demanding soil conditions with quick clay and excess pore pressure against the bedrock have been documented in the area where the tunnel in soil is to be built. Reports from all investigations which have been undertaken will be presented as part of the basis for the contract and tendering. If, during the course of the dialogue phase, a need for supplementary investigations and documentation is identified, this will insofar as possible be coordinated and carried out by the Norwegian Public Roads Administration before the tender phase. The results from any supplementary investigations will be distributed to all tenderers. Work which entails a risk of disturbing sensitive soil masses and/or changes in the pore pressure require comprehensive planning and control while the work is carried out, in order to avoid unacceptable conditions along the way. The contractor must through design engineering and execution ensure that disturbance of quick clay is avoided, as this can have catastrophic results. Blasting in quick clay areas requires special care, and must be planned in detail. It is expected that the contractor plans and performs monitoring of vibrations and pore pressure for this kind of work. The design engineering and implementation must take into account that the construction is taking place in densely built-up areas and show due consideration for noise and vibrations. For limit values reference is made to NS The choice of limit values must also be evaluated with regard to construction work in areas with sensitive masses (quick clay). The salinity of the groundwater approx. at profile P70 corresponds to that of seawater. This must be taken into consideration in the design engineering and construction of concrete structures, and where relevant, in the use of permanent steel structures. Design engineering and approval by the competent authority for work on water and sewage lines and cables has been progressed so far that it should be used as a basis in the further work. The design engineering work done within these areas will be made available for all relevant tenderers in the dialogue/tender phase for any questions and clarification (kept by the principal). 2.7 Project goals The project objectives are divided into socio-political goals and performance goals. Socio-political goals The E6 Trondheim Stjørdal project has the following goals: Improve traffic flow on the E6 and E14??trunk roads / national highways Reduce the number of traffic accidents, the feeling of threatened safety and barrier effect Reduce the current environmental impact, both locally and globally Create better conditions for cyclists and pedestrians as well as local traffic Contribute to progressive local development in Stjørdal and Trondheim Performance goals HSE: The project has the goal of avoiding undesirable incidents and thereby achieving an H-value (damage frequency) of 0 during the construction phase. This means that injuries which cause absence must not occur during the course of the entire project period. Cost: The entire project is to be completed within the stipulated cost framework. Quality: The new road network shall be built in accordance to applicable manuals of which the most important are: Hb 017 Road and street design, Hb 018 Road construction and Hb 021 Road tunnels, in addition to the design engineering manuals. The rock tunnel must fulfil EU tunnel directive requirements The project s design guides must be used as a basis to ensure that the new road system fits in aesthetically with the adjacent road network and otherwise with the desired visual profile Emphasis shall also be placed on safe traffic solutions, both for the completed road system and temporary traffic management during the construction phase, not least for cyclists and pedestrians, for whom crossing main roads with overpasses (rather than level

6 crossings) is the goal throughout the entire construction phase. Great emphasis must be placed on quality assurance in all phases, so that we can be sure to achieve the described quality. Time: No later than 2013, the entire project must be completed in accordance with the adopted development plan, with the exception of measures on the adjacent road networks. 3 COMPETITIVE DIALOGUE - FACTS 3.1 Description of the procurement procedure In connection with the implementation of the Western surface work zone in the Trondheim section, the Norwegian Public Roads Administration intends to test the new procurement procedure competitive dialogue. Competitive dialogue is a procurement procedure governed by the Regulations relating to public procurement, and may be relevant when awarding particularly complex projects. This is the first time for a contract project that. the Norwegian Public Roads Administration is using Competitive dialogue as the procurement procedure. Therefore, this work has pilot project status, where the objective is to develop guidelines for the use of this procurement procedure, as well as for carrying out the construction work. The procedure for competitive dialogue is governed by Section 4-2, litra c) of the Regulations relating to public procurement: procurement procedure where the principal, in one or more rounds, carries out a dialogue with suppliers regarding alternative solutions before competing tenders are submitted The conditions for use of the procedure are governed in Section 14-2 of the Regulations relating to public procurement. The provision reads as follows: 1. The Principal can use competitive dialogue when awarding particularly complex contracts. 2. A contract is particularly complex when the principal is not able to: (a) in accordance with Section 17-3 (requirements related to performance and the use of technical specifications), third subsection - to objectively and precisely define the technical terms and conditions which can fulfil their needs and purposes, or (b) to objectively and precisely define the legal or financial conditions in connection with a project. The Western surface work zone of the Trondheim Section presents several technical challenges of varying nature. The tunnel in soil at Møllenberg with a presumably very deep construction pit presents special challenges associated with such things as quick clay, the external environment and neighbours directly above/in very close proximity to the tunnel. There may be various solutions to tackle these challenges, which makes the project well-suited for such a procurement procedure. There are several potential construction methods which can be used to build the tunnel in soil at Møllenberg. It is therefore useful to gain access to the competence and E6 Trondheim - Stjørdal Dagsone Vest

7 experience of the various contractors / consultancy groups, who will have the opportunity to offer their own proposals for solutions. The procurement procedure entails that each individual contractor/ consultancy group can suggest the solution that it finds most suitable. The procedure includes a dialogue phase where the Principal engages in dialogue with each individual contractor/ consultancy group about the proposed solution, with an eye to possibly further developing it. This will provide opportunities for creative solutions and optimal implementation. The participating contractor and consultancy groups will have no knowledge about which solutions other players have proposed. The players who go through with the entire dialogue phase will be invited to deliver a final, binding tender, which is the object of the contract award. The contracting industry has requested implementation methods where they are challenged to be creative, and the entire industry is now being challenged to join in the work on a very interesting development project. The second phase, the dialogue phase, will to a large degree be characterized by which solutions the suppliers have presented, and how the principal responds to these solutions. It is likely that this phase will be split into partial phases with more rounds of dialogue where some solutions and tenderers may be abandoned along the way. During the dialogue, all aspects of the contract can be discussed with the selected suppliers. This means that all aspects of the solutions can be discussed and negotiated, including technical, time-related and financial terms and conditions. It may be relevant to enter into a remuneration agreement with the contractors participating in the dialogue phase. The Principal must ensure that all the suppliers are treated equally. In particular, the Principal must make sure that there is no differential treatment in the form of providing information which could give some contractors a better position than others. All information which comes from the Principal must be presented simultaneously and in the same manner, to all participants in the dialogue. The Principal may not reveal to the other participants solutions or other confidential information which one participant has given to the Principal, without that participant s consent. The preliminary progress plan calls for the basis for the tender competition for the Western surface work zone to be ready for distribution early in November It is assumed that it may take around nine months to complete this competition. This means that the start of construction work can be no sooner than the autumn of The intention is that preparatory work, such as re-routing of railway tracks, cables and lines and building a temporary road connection for Pirbrua (the Pier Bridge), be carried out under a separate contract in advance (presumed start-up approx. March 2009). 3.2 Brief description of the implementation of the procurement procedure All parties who are interested may apply to participate in the competition. The Norwegian Public Roads Administration will pre-qualify participants based on given criteria where, for example, emphasis is placed on the requirement for geotechnical competence in Nordic quick clay conditions. In the first phase, the tenderers will prepare outline solutions to satisfy the Principal s requirements. The purpose is to identify and establish how the Principal s requirements can best be satisfied. When the Principal has identified the solution(s) which fulfil(s) the need, the Principal declares the termination of the dialogue. The Principal then invites the participants to submit their final tenders based on the solutions which have been presented and possibly modified in the dialogue phase. For this work, the participants will be tendering for a general contract. When the tenders have been received, these shall be evaluated in relation to any minimum requirements. The manuals of the Norwegian Public Roads Administration may contain minimum requirements for structures and other considerations, which the contractor shall adhere to in its tender, in order for the tender to be valid. Project-specific award criteria will be prepared, and these shall be used to determine which proposed solution will be most suitable for this project. For this competition, particular emphasis will be placed on measures associated with the environment and neighbours, in particular the buildings in the Møllenberg district. The contract award will take place on the basis of which tender is the most economically advantageous. Reference is made to the Regulations for detailed information. )

8 Contact information: Project Manager: Harald Inge Johnsen Tel.: (+47) Postal address: Statens vegvesen Region midt Fylkeshuset N-6404 Molde Norway Mark envelope: E6 Trondheim-Stjørdal Office addresses: ajour pr Trondheim Project Office: Lademoen stasjon Strandvegen 40, Trondheim Stjørdal Project Office: Trafikkstasjonen Tuftenvegen, Stjørdal Tel.: (+47)