I-69 Reconstruction

 

Project Focus

Michigan Department of Transportation's (MDOT) first ever Design/Build/Finance (D-B-F) project served as a pilot to evaluate the potential benefits of D-B-F as a delivery system. An important MDOT objective was to determine if D-B-F could be used to accelerate the construction of key projects when traditional funding was not available. The Design-Builder was required to procure financing to complete the $38 million project. Repayment was scheduled to begin at project acceptance and quarterly thereafter, on a percentage of contract basis, with final payment due December 1, 2011, creating many challenges for the Design-Builder. MDOT accepted offers of either PCC or bituminous pavement alternatives, providing a calculated life-cycle cost adjustment to be added to an asphalt bid. No bids were received using the asphalt alternative.

The project scope included design and reconstruction of 6.01 miles of the four lane divided I-69 freeway, easterly from the St. Clair/Lapeer County line to Miller Road, removal and replacement of existing pavement with 10" non-reinforced Portland cement concrete pavement (PCCP), grading, drainage, preventive maintenance on 5 bridges, overlaying a rest area, maintenance crossovers, signing and landscaping. The Designer, Builder, MDOT and other key stakeholders quickly formed a unified Team to assure completion of a successful, quality project.

Project Details

Schedule & Complexity
The project bid in August, 2008 and required substantial completion by September 15, 2009, a very aggressive schedule, secured for MDOT with a lane rental charge for each calendar day that mainline travel was restricted to two lanes. The project was built in three major phases beginning in the fall of 2008 by building median crossovers at the project ends and temporary ramps at the Capac interchange. The Team met an early challenge to get the 2008 crossovers designed and approved to allow completion prior to the onset of winter weather. After this early push, the Team worked through the winter and finished design for the spring start of Phase II, construction of the east bound lanes, followed by reconstruction of the west bound lanes in Phase III.

Construction & Innovation
MDOT furnished design parameters, but final design was the Contractor's responsibility. Parameters contained a lane rental provision for ramp closure, but the Contractor instead built concrete paved temporary ramps, thus eliminating the closing of highway access, while allowing full-width construction. The existing concrete pavement was removed and crushed on-site to provide base for the new concrete shoulders and the temporary ramps. This recycling process maximized the use of materials and minimized the trucking of disposal and hauling new virgin materials to the project site. A design change reduced the number of dowels inserted between the wheel paths by two-each at every joint, with the cost savings passed on to MDOT.

MDOT also approved a Contractor submitted proposal to pave the temporary and permanent crossovers with concrete, while another important design change replaced the usual asphalt overlay for the Rest Area with PCCP white topping. In addition to being MDOT's first ever rest area white topping, this gave the project the distinction of being 100% constructed in concrete.

Quality
This project required a 5 year material and workmanship warranty on the concrete pavement. The Contractor's job-specific Quality Control Plan assured all contract quality requirements were met. The process controls resulted in earning one-hundred percent of the MDOT incentive for strength while pavement smoothness requirements were met with a minimum of bump grinding.

Public Relations
The substantial lane rental charges for restricting mainline traffic along with the temporary ramps assured that traffic impacts were minimal. The use of temporary ramps kept open the main Capac interchange, eliminating the need for travelers to go out of their way to access many businesses.

The project bid in August, 2008 and required substantial completion by September 15, 2009, a very aggressive schedule, secured for MDOT with a lane rental charge for each calendar day that mainline travel was restricted to two lanes. The project was built in three major phases beginning in the fall of 2008 by building median crossovers at the project ends and temporary ramps at the Capac interchange. The Team met an early challenge to get the 2008 crossovers designed and approved to allow completion prior to the onset of winter weather. After this early push, the Team worked through the winter and finished design for the spring start of Phase II, construction of the east bound lanes, followed by reconstruction of the west bound lanes in Phase III.