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Andy Brinkerhoff: Hi. Thanks, LaToya. Hi, everyone. I'm just going to try and give a real quick overview of WisDOT's major projects, and then I'll just try to hit on a few key points, and the websites will be on the end of the slides for anybody who might want more information, and then I'm going to hand it over to the WisDOT folks. Go ahead and advance the next one. So, currently right now there are 12 major projects ongoing in Wisconsin. Seven of them are in final design or construction and five are in the NEPA phase. The majority of the projects are in the Milwaukee and Madison areas. The first one I'm going to talk about is the I-94 North-South project. It's been under construction since 2009. It's a 35- mile reconstruction and expansion project that extends from the city of Milwaukee down to the Illinois state line. Included in it is mainline expansion from six to eight lines and includes reconfiguration of 18 new interchanges and the construction of one new interchange. One of the interchanges is the Mitchell Interchange, which is a system interchange providing connection from I-94 to I-894, I-43, and the General Mitchell International Airport in Milwaukee. The Mitchell Interchange was completed in late 2013 and included three new cut-and-cover tunnels. EDC accelerated bridge construction technologies were used on the project, including the use of a self-propelled modular transporter in the construction of the Rawson Avenue Interchange. This involved the use of prefabricated columns and a pier cap, with the bridge being built in two sections on temporary shoring next to I-94, and then it was moved into place in one night. LaToya mentioned the Zoo Interchange. It has been under construction since 2012. It's in the city of Milwaukee. The interchange is a four-level system interchange located in a tight urban environment in the Milwaukee area. It includes the reconstruction of six service interchanges and three adjacent arterial roadways. It's also a POCI for Federal Highway. The project includes the construction of 65 structures and over 100 retaining walls. It included installation of adaptive signal controls along the reconstructed adjacent arterials and initial results have shown that the signals are highly effective. Next project I was going to touch on very quickly was US-41. It's been under construction since 2009.
It's over 80 percent complete. It's expanding and reconstructing two separate sections of US-41, one in Brown County, which is the Green Bay area, and one in the Winnebago County, which is the Oshkosh area. US-41 was just approved for designation as I-41 and signs will be going up this summer, with the route will officially be becoming an interstate. This project has included the construction of a new eight- lane causeway over Lake Butte des Morts and the Erie construction reconfiguration of 16 interchanges, including two major system interchanges, one with I-43 and with one Wisconsin Highway 29. The US-41 project included construction of a total of 110 structures, 120 retaining walls, and over 9.2 million cubic yards of excavation. It also has included the construction the 24 roundabouts. Mainly these have been at the service ramp terminals. Moving on to another project, the Wisconsin 441/US-10 Tri-County Freeway Project. It just began construction last year. This project is reconstructing and expanding Wisconsin 441/US-10 and it includes also the reconfiguring of the system interchange with the new I-41. The project also includes the construction of a new structure over Little Lake Butte des Morts. It's actually located in the Appleton Metropolitan area. In addition to the system interchange with I-41, it's going to include the reconstruction and reconfiguration of four other interchanges, and one of those is Wisconsin's first diverging diamond interchanges. The project will also include ITS technologies and lightings, enhanced freeway safety and reliability. Like I said, the construction is underway on the new structure. Part of optimizing the constructability, a portion of the existing structure has been closed off to traffic to serve as contractor access in constructing the new structure. It also has instituted the construction of a temporary causeway to provide access for constructing the bridge piers. Moving on to another project here is the I-39/90 project. It is to begin construction this year. They've been doing some minor construction for alternate routes and ITS over the past few years. The project is a 45-mile reconstruction and expansion project that extends from the city of Madison down to the Illinois state line. It's going to include the reconstruction of 11 interchanges, including two major system interchanges and two diverging diamonds. The project is going to be managed in three separate segments with separate teams working on each segment and a corridor management team providing oversight over the entire project. The project will be funded in three phases with the mainline expansion being completed under the first phase of the project and then reconstruction and reconfiguration of what they call the Beltline System Interchange outside of Madison in the second phase, and then a potential future improvements on a portion of the Beltline west of the Beltline Interchanges as a third phase. Another project - we're not the lead on - but it's the St. Croix River Crossing. Minnesota DOT is the lead agency. We're sharing costs associated with the new structure and constructing the Wisconsin approaches, which include the construction of Wisconsin Highway 64 to the new crossing, the relocation of Wisconsin Highway 35, the construction of a new Wisconsin Highway 35 and County E interchange and a new bike-ped facility. This project is currently about 50 percent complete. It has a unique structure that's using a series of short towers with cables that connect to the bridge deck, and an existing lift bridge will be converted to a bike-ped facility. Construction challenges on this project have included dealing with harsh winters and high water levels and dealing with erosion control on the Wisconsin approaches, and working through contractor and laborer issues. Another major project in Wisconsin is the I-43 North-South project. It's currently in final design stage with construction scheduled to begin in 2018. It's a 14-mile reconstruction and expansion project, and that is located just north of the city of Milwaukee. We actually signed the record of decision in November of 2014. The project is going to include the reconstruction of seven interchanges and the construction of one new interchange. One of the interchanges will be a diverging diamond and another will convert an existing partial interchange into a full interchange. And then the five projects that are listed above are in the NEPA phase. They all include major reconstruction and potential capacity expansion, and they're all located in Wisconsin's most heavily traveled highways. And I tried to go through this very, very quickly and just give some small facts, but additional information about each of these study projects can be found on WisDOT's website, so if anybody had any other questions they can go there. And that's all I wanted to do, was just lead in with a quick intro for WisDOT, and I think I'm going to be handing it over to Bob now.
Then there's an interval of reoccurrence, to where if they don't correct the issue during the cure period, this is basically when they're assessed additional points on top of the initial points that they were assessed. So it's kind of - basically it's an encouragement for them, if there's an issue, to basically get out there and try to fix it as much as they can, or else they will keep getting dinged for points. So each point that they have has a financial impact, and once they lost it it's gone forever; it's not like they can get it back. So out of their availability payment or milestone payments, these noncompliance points, if they build up, they're basically leaving money on the table. So when things are happening, they really have the incentive to correct them very quickly or basically lose out. Now, granted, we don't anticipate this ever happening, but if they get a certain number - encroach upon a certain number of points, that can basically lead to default of the development entity. So hopefully we don't ever want to get there, but that sort of language and flexibility for the Department is built into the contract. Another sort of kind of incentive, or I guess disincentive, for the contractor - essentially there is kind of a liquidated damages situation, where for unavailability events - so calendar kind of restrictions - you can't close bridges during a school season, things like that, or detours - we have a limited number of days which they can detour a bridge, depending on the features of it - 75-day, 110-day I think is the maximum - and then lane closures. So essentially we have a minimum number of lanes that they're required to keep open, and if they don't do that, then again they get kind of these liquidated damages assessed to them as well. So in the next slide we'll talk about just the handback. So the design and construction phase, it's only anticipated - I think they're anticipating on being complete by December 31, 2017. At the final acceptance of each individual bridge, the Department really takes over the maintenance of kind of some of these typical items assigned - the delineator line painting, vegetation, etcetera. And so there are two cases for what the development entity is handing back to the Department. So there's what's referred to as Early Handback, so you have seeding and trees and all the growth established after one year. So that's kind of typical, where you have your warranty of vegetation along the right-of-way or whatever the contractor is doing. Then additionally you have flexible pavements. So, for example, on the approaches or maybe even on top of the structure - is going to be handed back in five years, and when it's handed back it must meet the five-year warranty conditions. So the Department has obviously standard publications for addressing the severity of cracking or other undesirable material performance that they need to follow during that five-year warranty period. And so when they hand it back, if it doesn't meet what the requirements are, they have to go and fix it before they hand it back. So the second condition there is the handback at the end of the term. So after the 28 years, as Bryan mentioned earlier, they're really required to maintain a minimum MBIS condition rating of 7 throughout the term, so that's what it must be when they hand it back. Well, there's a little disclaimer there where it's got to be in MBIS Condition 7 for 98 percent of all the bridges at the end of the term, and then a condition rating of 6 for the remainder of the 2 percent. So that's just a little bit of flexibility in there, and that was really built in there more for just flexibility. 2ff7e9595c
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