![]() ![]() In all but one, that stated purpose is oriented on the project rather than theĬompeting bidders. The first difference from the federal definition is the explicit purposeįor employing ATCs. Table 3.1 contains the definitions from nine states, which represent the spectrum of variationsįound in the Phase 1 research. Therefore, itâs not surprising that state DOTs have developed theirĪs would be expected, there were several similar but different ATC definitions found in theĬontent analysis of state DOT procurement manuals and solicitation documents. The second test is less specific and provides a lot of latitude for actualĮvaluations of proposed ATCs. Therefore, a proposed alternative, by definition, must be nonresponsive toīe considered an ATC. The first test essentially means that if the alternative is responsive to the contract requirements, It must be equal to or better than the baseline design. FHWA definition presumes the objective of the ATC is for the proposer to gain aĬompetitive edge and sets two tests for determining whether a proposed alternative qualifies as anġ. However, it does set the standard upon which state DOTs are able to craft their ownĭefinitions. Ultimately, this definition only applies to federal-aid Ownerâs base design requirements in the invitation for bid (IFB for DBB) or request for proposal The bidding or proposal process⦠must provide a solution that is equal to or better than the ![]() The FHWA defines an Alternative Technical Concept (ATC) as âa request by a proposer to modifyĪ contract requirement, specifically for that proposerâs use in gaining competitive benefit during Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages. Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. ![]()
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