The resulting totals for asphalt, concrete, aggregate and borrow hauling and for non-commercial concrete and asphalt production are then added in order to determine the increase in total project cost for each region resulting from prevailing wage expansion. Prevailing Wage Surveys from Department of Labor and Industry are used in determining the prevailing wage and the percentage of wages below the prevailing wage. It is acknowledged that the Department of Labor and Industry surveys may not be a valid representative sample for all regions since it is a voluntary process and those most affected by prevailing wage expansion may have lower response rates. However, it is currently the best data available for the purposes of these calculations. Each of the table columns will be explained in detail.
Spreadsheets illustrating the calculations for the remaining regions are available.
This is an average rate based on available data for the 9 other regions. For state highway projects, the effect of prevailing wage expansion is calculated for employees hauling asphalt, concrete, aggregate, and borrow and employees involved in the non-commercial production of asphalt and concrete. The Engineer s Estimate from the Department of Transportation s Cost Data and Estimating Unit provides the estimated project costs for each region involving the use of asphalt, concrete, aggregate and borrow. A large percentage of asphalt and concrete produced in the Metro area are assumed to be produced by 31 commercial concrete plants and 27 commercial asphalt plants and so would not be affected by the proposed changes since the proposed rule amendments do not effect commercial plants. Outside of the 7-county Twin Cities Metropolitan Area, there are an estimated 172 concrete plants and 65 asphalt plants that would not be affected by the proposed rules since they are commercial establishments.