DBE Compliance News

Archive for the ‘Caltrans & DOT Info’ Category

U.S. DOT released a statement on the expansion of the successful Small Business Bonding Education Program:

U.S. Transportation Secretary Ray LaHood yesterday announced that small and disadvantaged businesses will be better positioned to compete for large government contracts as the result of an expansion of the Department of Transportation’s successful bonding education program. The Secretary made the announcement at the department’s Second Annual Small Business Summit in Washington, D.C.

“When more small and disadvantaged businesses are bond-ready, more will be able to compete for large government contracts,” said Secretary LaHood. “Helping small businesses helps the U.S. economy grow.”

See the full press release here.

The California Transportation Commission (CTC) today allocated $101 million in funding to 90 projects to improve transportation statewide.

“From one end of the state to the other, transportation projects are providing jobs and improving mobility for people and businesses in California,” said Caltrans Director Cindy McKim.

For specific projects or district information, please visit the Caltrans press release.

U.S. DOT- Disadvantaged Business Enterprise Program Improvements

Final Rule effective February 28, 2011

This rule improves the administration of the Disadvantaged Business Enterprise (DBE) program by increasing accountability for recipients with respect to meeting overall goals, modifying and updating certification requirements, adjusting the personal net worth (PNW) threshold for inflation, providing for expedited interstate certification, adding provisions to foster small business participation, improving post-award oversight, and addressing other issues.

TERMINATIONS OF DBE FIRMS

A prime contractor who, in the course of meeting its good faith efforts requirements on a procurement involving a contract goal, has submitted the names of one or more DBEs to work on the project, cannot terminate a DBE firm without the written consent of the recipient. The firm can be terminated only for good cause.

Good cause includes a situation where the DBE subcontractor has failed or refused to perform the work of its subcontract in accordance with normal industry standards. However, good cause does not exist if the failure or refusal of the DBE subcontractor to perform its work on the subcontract results from the bad faith or discriminatory action of the prime contractor (e.g., the failure of the prime contractor to make timely payments or the unnecessary placing of obstacles in the path of the DBE’s work). Good cause also does not exist if the prime contractor seeks to terminate a DBE it relied upon to obtain the contract so that it can self-perform the work in question or substitute another DBE or non-DBE firm.

In addition to the enumerated grounds, a recipient may permit a prime contractor to terminate a DBE for “other documented good cause that the recipient determines compels the termination of the DBE subcontractor.” This means that the recipient must document the basis for any such determination, and the prime contractor’s reasons for terminating the DBE subcontractor make the termination essential, not merely discretionary or advantageous.

PERSONAL NET WORTH

The personal net worth (PNW) is adjusted to $1.32 million, based on the consumer price index (CPI) and relating back to 1989, as proposed in FAA authorization bills pending in Congress.

ACCOUNTABILITY AND GOAL SUBMISSIONS

If a recipient fails to meet its overall goal, it will, within 60 days, have to analyze the shortfall, explain the reasons for it, and come up with corrective actions for the future. All State DOTs and the largest transit authorities and airports would have to send their analyses and corrective action plans to DOT operating administrations; smaller transit authorities and airports would retain them on file. While there would not be any requirement to meet a goal—to ‘‘hit the number’’—failure to comply with these requirements could be regarded as a failure to implement a recipient’s program in good faith, which could lead to a finding of noncompliance with the regulation.

A recipient’s overall goal represents its estimate of the DBE participation it would achieve in the absence of discrimination and its effects. Failing to meet an overall goal means that the recipient has not completely remedied discrimination and its effects in its DOT-assisted contracting. In the Department’s view, good faith implementation of a DBE program by a recipient necessarily includes understanding why the recipient has not completely remedied discrimination and its effects, as measured by falling short of its ‘‘level playing field’’ estimate of DBE participation embodied in its overall goal. Good faith implementation further means that, having considered the reasons for such a shortfall, the recipient will devise program actions to help minimize the potential for a shortfall in the future.

Promoting transparency and accountability is not synonymous with imposing a penalty and should not be viewed as such. Understanding the reasons for not meeting a goal and coming up with ways of avoiding a shortfall in the future, while not creating a quota system, do help to ensure that recipients take seriously the responsibility to address discrimination and its effects. Moreover, the administrative burden of compliance falls only on those recipients who fail to meet a goal, not on all recipients. Understanding what is happening in one’s program, why it is happening, and how to fix problems is, or ought to be, a normal, everyday part of implementing a program, so the analytical tasks involved in meeting this requirement should not be new to recipients.

PROGRAM OVERSIGHT

Each recipient will certify that it had conducted post-award monitoring of contracts which would be counted for DBE credit to ensure that DBEs had done the work for which credit was claimed. The certification is for the purpose of ensuring accountability for monitoring which the regulation already requires.

For the DBE program to be meaningful, it is not enough that prime contractors commit to the use of DBEs at the time of contract award. It is also necessary that the DBEs actually perform the work involved. Recipients need to know whether DBEs are actually performing the work involved, lest program effectiveness suffer and the door be left open to fraud. Recipients must actually monitor each contract, on paper and in the field, to ensure that that they have this knowledge. Monitoring DBE compliance on a contract is no less important, and should be no more brushed aside, than compliance of with project specifications.

This monitoring, and the recipient’s written certification that it took place, must occur with respect to every contract on which DBE participation is claimed, not just a sample or percentage of such contracts, to make sure that the program operates as it is intended. It applies to contracts entered into prior to the effective date of this rule, since the obligation to monitor work performed by DBEs has always been a key feature of the DBE program.

The Department’s DBE rule already includes a provision (49 CFR 26.37(b)) requiring recipients to have a monitoring and enforcement mechanism to ensure that work committed to DBEs is actually performed by DBEs. With respect to concerns about administrative burden, the Department believes that monitoring is something that recipients have been responsible for conducting since the inception of Part 26. Therefore, we are not asking recipients to do something with which they can claim they are unfamiliar. Moreover, as the final rule version of this provision makes clear, recipients can combine the on-site monitoring for DBE compliance with other monitoring they do.

SMALL BUSINESS PROVISIONS

Each recipient would add a new DBE program element, consisting of strategies to encourage small business participation in their contracting activities. No specific element would be required, and many of the potential elements are already part of the existing DBE regulation or implementing guidance (e.g., unbundling; race-neutral small business set-asides). The small business program element is intended to pull a recipient’s small business efforts into a single, unified place in this DBE Program. This requirement goes into effect a year from the effective date of the rule.

DBEs are small businesses. Program provisions that help small businesses can help DBEs. By facilitating participation for small businesses, recipients can make possible more DBE participation, and participation by additional DBE firms. Consequently, a program element that pulls together the various ways that a recipient reaches out to small businesses and makes it easier for them to compete for DOT-assisted contracts will foster the objectives of the DBE program.

The ACG issued a press release regarding President Obama’s Transportation Investment proposal. The AGC contends that the Obama Administration proposal, while needed, is no substitute for a long-overdue six-year surface transportation bill.

Read the press release here.

US DOT released a statement on their recent SBA recognition.

The U.S. Small Business Administration (SBA) released the Small Business Procurement Scorecard for all agencies reflecting each agency’s contracting accomplishments for Fiscal Year (FY) 2009. The Department of Transportation Office of Small and Disadvantaged Business Utilization is pleased to announce it received an “A” rating for its FY 2009 small business achievements. This is the fourth consecutive year DOT has received the highest rating for its small business contracting achievements.

Continue reading the statement.

The U.S. Dept of Transportation released a statement regarding DBE grants:

U.S. Transportation Secretary Ray LaHood today announced $11.6 million in grants to help disadvantaged business enterprises (DBEs) compete for federal highway contracts in 30 states and Puerto Rico.

“Giving these small businesses the assistance they need to compete for federal highway contracts creates jobs and ultimately helps taxpayers by reducing project costs,” said Secretary LaHood. “Any way you look at them, these grants are a ‘win-win’ for the American people.”

The grants from the Federal Highway Administration’s Disadvantaged Business Enterprise/Supportive Services (DBE/SS) program provide federal aid to DBE firms to improve their ability to compete for and fulfill federal highway contracts.

Since1982, the Federal Highway Administration (FHWA) has promoted the participation of DBEs in federal-aid highway contracts through state-managed programs. The DBE/SS grants are part of an ongoing federal effort to help state departments of transportation train certified DBE firms on a wide range of business management practices, including procurement assistance and guidance on securing bonding. The goal of the program is to help DBEs successfully compete for federal highway projects.

“Helping DBE firms and their workers enriches the competition for federal highway contracts,” said Federal Highway Administrator Victor Mendez. “Grants like these will help people find jobs and are an important part of economic recovery.”

A DBE is a for-profit, small business owned by minorities, women or socially and economically disadvantaged individuals or, in the case of a corporation, in which 51 percent of the stock is owned by one or more such individuals. The daily business operations must be controlled by at least one of the socially and economically disadvantaged owners. More information about DBE eligibility can be found on the U.S. Department of Transportation’s website.

Find out how much your state is receiving in grant funds.

Caltrans issued a press release detailing new funding to help stimulate California’s economy and improve the state’s transportation.

The California Transportation Commission (CTC) has allocated $897 million to 170 transportation projects statewide, including $157 million from Proposition 1B, a transportation bond approved by voters in 2006, and $49 million from President Obama’s American Recovery and Reinvestment Act of 2009 (Recovery Act). The remaining $691 million in allocations came from assorted transportation accounts funded by state and federal dollars.

“The Recovery Act and Proposition 1B are paying for vital transportation projects that help relieve traffic congestion and improve the quality of life for all Californians,” said Governor Arnold Schwarzenegger. “Investing in our infrastructure is strengthening our economy and creating jobs throughout the state at a time when we need them most.”

Since its passage, approximately $5.9 billion in Proposition 1B funding has been allocated. California has obligated nearly $2.5 billion from the Recovery Act to 931 highway, local street, and job training transportation projects statewide.

Continue reading the press release here.

On March 19, 2010, the Federal Register posted their final rule on retention for federal fixed-price architectural and engineering (A&E) firms. This new rule gives the option of retaining up to 10% of payment due, but takes into consideration past performance of the firm. It also includes language requiring any unpaid balances be paid upon successful completion of the work and submission of the final invoice.

Read the Federal Register rule here.

AGC has issued a press release on a traffic congestion survey and the impact on the transportation construction industry.

Industry–Wide Survey Reveals “Staggering” Costs of Congestion while Lack of a Traffic–Relieving Federal Transportation Bill Forces Firms to Cut Staff, Reduce Equipment Purchases

Brooklyn Park, MN – Traffic congestion and the delays it causes are costing the nation’s construction firms an estimated $23 billion each year according to a new analysis released today by the Associated General Contractors of America. There is no relief from traffic in sight, association officials warned however, as Congress is months late in passing six–year federal transportation legislation, prompting more pain for the hard–hit construction industry.

“Traffic tie ups nationwide are sapping productivity, delaying construction projects and raising costs for construction firms of all types,” said Stephen E. Sandherr, the association’s chief executive officer. “Given the hardships they are facing, the last thing contractors need is to burn time, fuel and money stuck in traffic.”

Continue reading the press release here.

Caltrans, AGC, EUCA and SCCA are looking for information to help them improve Small Business, DVBE and DBE participation on construction projects. Please take a few minutes to give your valuable insight on this survey.