I-69 Section 5 Synopsis Provided at Open House

logoLast night, I-69 Development Partners, the contractor hired by the Indiana Finance Authority to design, build, operate, finance, and maintain Section 5 of I-69 held a (contractually-required) open house to share with the public some more specifics about the I-69 Section 5 development plan. Construction is expected to begin on Section 5 literally any day now, and will be completed by the end of 2016.

I’ll comment on some specifics of the plan in future posts — but wanted to get out to the public who wasn’t able to make it to the open house a copy of a synopsis of the route and plan that was handed out at the open house. I find this an extremely helpful and informative summary of what is planned for each each access point (i.e., interchange, closure, overpass, bridge, sound wall, etc.), and was surprised that the HT didn’t include it in the article published today on the open house (unless I missed something): Tapp Road changes among updates at I-69 open house (HT subscription required).

The handout can be found here: I69 Section 5 Synopsis

Note: this is a scan of a paper copy I received; I’ll try to get an electronic copy to substitute.

Winning I-69 Proposal Available from Indiana Finance Authority

On Friday, I wrote about the winning and losing proposals for I-69 Section 5 (the section from Bloomington to Martinsville, IN):

Today, the Indiana Finance Authority released the winning proposal (well, most of it — some parts are redacted) on its Web site. The proposal is in a number of separate files. To find it, go to the Indiana Finance Authority I-69 Web site and scroll down to “Selected Proposer”.

Right off the bat, based on a very quick read, I would think that the parts of the proposal most interesting to the public include:

  • Executive Summary
  • Financial Proposal Volume I
    • The section labeled “Type and Purpose of Each Funding Source and Facility” details the sources of funding used for the project as well as the overall costs of building and financing. I’ve included a screen shot below.
    • The equity member (prime contractor), Isolux Infrastructure, is committing $44.75M of its own investment to build the highway. They also plan to raise $253.51M through private activity bonds (PABs). Commitment of PAB funding by the underwriters is provided in this volume as well.
    • The “Uses” column on the right outlines how the funds would be spent. The first three items (Construction Costs, Construction Oversight Costs, and Operations & Maintenance Costs during Construction) add up to the $325M in construction costs that has been quoted in press releases.
  • Technical Proposal Volume 1
    • This section details the team’s approach to construction, design, operations and maintenance of the highway. A lot of this volume is very high-level and not particularly specific. Most of the pages consist of required letters of authority, certifications and representations, references (the contents of which have been redacted!), responsible proposer forms, etc. However, there are a couple of factors of note in the volume:
    • Page 7 includes a high-level Gantt chart (which I screen-shot below) outlining the design and construction schedule, indicating a construction start in mid-late 2014 and a finish by the end of 2016 (Volume 2 of the technical proposal, page 20, refers to a deadline of October 31, 2016 as the”Baseline Substantial Completion” deadline).
    • Rehabilitation of the pavement is scheduled for years 15 and 30.
  • Technical Proposal Volume 2
    • Volume 2 contains a wealth of information about the proposed approach to all aspects of design and construction, including pavement, bridge structures, bicycle and pedestrian access, drainage, lighting, traffic signals, etc., as well as communications and public outreach — far too much to summarize here. ¬†There are just a couple of elements I quickly wanted to call out.
    • Page 43 provides a more detailed schedule of key completion milestones:
    • Page 47 indicates that the proposal design specifies that the construction will be asphalt, rather than concrete. Both were acceptable in the Request for Proposals; sections 1-4 are being constructed using concrete. Per this proposal, bridge structures, retaining walls, and noise walls will be constructed using concrete. As mentioned above, rehabilitation of the asphalt pavement is scheduled for years 15 and 30. Assuming that the asphalt pavement has a 15-year useful life, the rehabilitation at year 30 will mean that the pavement will have 10 years left of useful life when contract is completed (year 35).
    • Screenshot 2014-02-23 12.07.07

Undoubtedly there is much more to comment on in the thousands of pages of this proposal; however, I wanted to get a couple of quick highlights out to the public as soon as possible.