Common use of Roadway Clause in Contracts

Roadway. ‌ ▇.▇ ▇▇▇▇▇▇▇ General‌ 1. The typical section for I-69 shall consist of three 12 foot lanes. The inside shoulder shall be an 8 foot paved shoulder where no barrier is present. Where guardrail is required, the minimum offset shall be 2 feet from the edge of the paved shoulder. For shape “F” rail at bridge locations, a 1’-8” offset may be used. Where concrete barrier or railing is present, the inside shoulder shall be a 10 foot paved shoulder. Where there is guardrail, an 8 foot paved shoulder with two feet of aggregate shall be provided. 2. The existing 10 foot outside shoulder can remain in place, except for sections of I-69 where reconstruction is required. If the outside shoulder is reconstructed, a 12 foot paved shoulder with no barrier offset shall be provided. 3. An auxiliary lane shall be added to the outside of the existing lane from Station 242+85.00 to Station 261+00.00 Left “A”. 4. Auxiliary lanes shall be 12 feet wide with a 10 foot paved shoulder. 5. Any new bridge over I-69 shall provide a minimum stopping sight distance as required by the Indiana Design Manual for 45 mph stopping sight distance for design speed less than 45mph. 6. Minimum vertical clearance for bridges over I-69 shall be 16 feet with the following exceptions: a. Campus Parkway over I-69 shall have a minimum vertical clearance of 16.5 feet over I-69. 7. Minimum vertical clearance for I-69 over SR 13 shall be 14.6 feet (14’-7 ¼”) to provide the maximum practical clearance for truck traffic. 8. Snowplowable raised pavement markers are required for mainline, ramps and Campus Parkway/Southeastern Parkway. Shoulder corrugations shall not be provided. 9. If the proposed scope of work includes widening east of SR13 in Section C, such widening shall include both the northbound and southbound lanes within the proposed station limits. 10. The limits of widening are not restricted by this requirement, however the permanent striping for the northbound inside lane drop shall not occur within the horizontal curve approaching the SR38, or within the limits of the SR38 interchange. If added travel lanes are built beyond the start of the full width section of SR 38 northbound exit ramp but not to the end of Section C (Sta 133+55), the outside travel lane shall be dropped at the exit ramp and the new inside added travel lane shall be tapered to meet the existing inside travel lane at that point. 6.2 I-69 at Campus Parkway/ Southeastern Parkway Interchange General‌ 1. The current engineering and operational acceptability alternative identified in the FHWA interchange justification report is a double crossover diamond (DCD) interchange, also known as a diverging diamond interchange. Changes to the interchange type shall require modification of the Interchange Justification Report by the Design-Build Contractor and acceptance by IFA and ultimately by FHWA. a. Any alternative interchange type shall provide equal or better Level of Service (LOS) than the DCD interchange in the Reference Plans for both the AM and PM peak hour conditions in the design year at the ramp intersections with Campus Parkway/Southeastern Parkway. The LOS analysis shall follow Highway Capacity Manual 2010 methodology. Additionally as per the Indiana Design Manual, a lane-group or approach level of service shall be the same or at least one level of service below the associated intersection level of service. b. The interchange design shall ensure that forecast design hour 95th percentile traffic queues on the ramps do not spillback to I-69 mainline, or to the adjacent intersections along Campus Parkway/Southeastern Parkway, for both the AM and PM peak hour conditions in the design year, including during Klipsch special event conditions. c. Any alternative interchange type shall accommodate traffic management during special events at the Klipsch Music Center in the design year. Two defined access routes exist between the I-69 Exit 210 interchange and Klipsch Music Center during events. They are Campus Parkway to Boden Road to 146th Street; and Southeastern Parkway to Olio Road to 146th Street. Alternate routes shall not be considered in the interchange analysis. Traffic management shall be defined from both traffic operations and operating cost standpoints. Specifically: i. Any alternative interchange type shall provide equal or better traffic operations (LOS and 95th percentile traffic queues) than the DCD interchange in the Reference Plans under special event conditions. ii. Any alternative interchange type shall be able to be controlled by a maximum of two policemen during special event conditions. d. Any alternative interchange type shall provide an interchange average delay equal to or less than the DCD interchange configuration in the Reference Plans for both the AM and PM peak hour conditions in the design year. Interchange average delay shall be calculated using all vehicles entering the interchange for the analysis period as follows: the average per vehicle delay (for each movement through each node or junction within the interchange) is weighted by the corresponding volume making the movement to yield an average delay through the interchange. e. Any alternative interchange type shall accommodate 30 percent additional traffic volume demand (i.e. beyond the forecast volumes) as well as the DCD interchange configuration in the Reference Plans in terms of traffic operations (LOS and 95th percentile traffic queues). 2. A DCD interchange shall have the following design criteria: a. A DCD interchange shall be designed in accordance with the FHWA Diverging Diamond Interchange Informational Guide (FHWA Publication FHWA-SA-14-067) and the Indiana Design Manual, as applicable. b. The DCD interchange design speed shall be 25 mph. c. The crossover angles shall not be less than 45°. d. The horizontal tangent length through the crossover shall not be less than 90 feet. Campus Parkway/Southeastern Parkway shall have two through lanes in each direction. e. Design-Build Contractor shall submit truck turning templates and all sight distance calculations, including intersection sight distance, throughout the DCD. f. PR-Ramp NW-E and PR-Ramp SE-W may be designed to turning roadway design criteria. All other ramps shall be designed as open roadways 3. Interchange ramps at Exit 210 shall be rehabilitated per Section 7 of the Technical Provisions. 4. A 10 foot shared-use path shall be constructed connecting the existing path between the southbound exit ramp and Bergen Boulevard and the existing path between the northbound entrance ramp and Olio Road 5. A sidewalk shall be constructed on the south side of Campus Parkway/Southeastern Parkway which connects the existing sidewalk at ▇▇▇▇▇▇▇ Parkway to the existing sidewalk on the south side of Southeastern Parkway between the northbound exit ramp and Olio Road.

Roadway. ‌ ▇.▇ ▇▇▇▇▇▇▇ General‌ 1. The typical section for I-69 shall consist of three 12 foot lanes. The inside shoulder shall be an 8 foot paved shoulder where no barrier is present. Where guardrail is required, the minimum offset shall be 2 feet from the edge of the paved shoulder. For shape “F” rail at bridge locations, a 1’-8” offset may be used. Where concrete barrier or railing is present, the inside shoulder shall be a 10 foot paved shoulder. Where there is guardrail, an 8 foot paved shoulder with two feet of aggregate shall be provided. 2. The existing 10 foot outside shoulder can remain in place, except for sections of I-69 where reconstruction is required. If the outside shoulder is reconstructed, a 12 foot paved shoulder with no barrier offset shall be provided. 3. An auxiliary lane shall be added to the outside of the existing lane from Station 242+85.00 to Station 261+00.00 Left “A”. 4. Auxiliary lanes shall be 12 feet wide with a 10 foot paved shoulder. 5. Any new bridge over I-69 shall provide a minimum stopping sight distance as required by the Indiana Design Manual for 45 mph stopping sight distance for design speed less than 45mph. 6. Minimum vertical clearance for bridges over I-69 shall be 16 feet with the following exceptions: a. Campus Parkway over I-69 shall have a minimum vertical clearance of 16.5 feet over I-69. 7. Minimum vertical clearance for I-69 over SR 13 shall be 14.6 feet (14’-7 ¼”) to provide the maximum practical clearance for truck traffic. 8. Snowplowable raised pavement markers are required for mainline, ramps and Campus Parkway/Southeastern Parkway. Shoulder corrugations shall not be provided. 9. If the proposed scope of work includes widening east of SR13 in Section C, such widening shall include both the northbound and southbound lanes within the proposed station limits. 10. The limits of widening are not restricted by this requirement, however the permanent striping for the northbound inside lane drop shall not occur within the horizontal curve approaching the SR38, or within the limits of the SR38 interchange. If the scope of work includes added travel lanes are built beyond the start of the full width section of SR 38 northbound exit ramp but not to the end of Section C (Sta 133+55), the outside travel lane shall be dropped at the exit ramp and the new inside added travel lane shall be tapered to meet the existing inside travel lane at that point. 6.2 I-69 at Campus Parkway/ Southeastern Parkway Interchange General‌ 1. The current engineering and operational acceptability alternative identified in the FHWA interchange justification report is a double crossover diamond (DCD) interchange, also known as a diverging diamond interchange. Changes to the interchange type shall require modification of the Interchange Justification Report by the Design-Build Contractor and acceptance by IFA and ultimately by FHWA. a. Any alternative interchange type shall provide equal or better Level of Service (LOS) than the DCD interchange in the Reference Plans for both the AM and PM peak hour conditions in the design year at the ramp intersections with Campus Parkway/Southeastern Parkway. The LOS analysis shall follow Highway Capacity Manual 2010 methodology. Additionally as per the Indiana Design Manual, a lane-group or approach level of service shall be the same or at least one level of service below the associated intersection level of service. b. The interchange design shall ensure that forecast design hour 95th percentile traffic queues on the ramps do not spillback to I-69 mainline, or to the adjacent intersections along Campus Parkway/Southeastern Parkway, for both the AM and PM peak hour conditions in the design year, including during Klipsch special event conditions. c. Any alternative interchange type shall accommodate traffic management during special events at the Klipsch Music Center in the design year. Two defined access routes exist between the I-69 Exit 210 interchange and Klipsch Music Center during events. They are Campus Parkway to Boden Road to 146th Street; and Southeastern Parkway to Olio Road to 146th Street. Alternate routes shall not be considered in the interchange analysis. Traffic management shall be defined from both traffic operations and operating cost standpoints. Specifically: i. Any alternative interchange type shall provide equal or better traffic operations (LOS and 95th percentile traffic queues) than the DCD interchange in the Reference Plans under special event conditions. ii. Any alternative interchange type shall be able to be controlled by a maximum of two policemen during special event conditions. d. Any alternative interchange type shall provide an interchange average delay equal to or less than the DCD interchange configuration in the Reference Plans for both the AM and PM peak hour conditions in the design year. Interchange average delay shall be calculated using all vehicles entering the interchange for the analysis period as follows: the average per vehicle delay (for each movement through each node or junction within the interchange) is weighted by the corresponding volume making the movement to yield an average delay through the interchange. e. Any alternative interchange type shall accommodate 30 percent additional traffic volume demand (i.e. beyond the forecast volumes) as well as the DCD interchange configuration in the Reference Plans in terms of traffic operations (LOS and 95th percentile traffic queues). 2. A DCD interchange shall have the following design criteria: a. A DCD interchange shall be designed in accordance with the FHWA Diverging Diamond Interchange Informational Guide (FHWA Publication FHWA-SA-14-067) and the Indiana Design Manual, as applicable. b. The DCD interchange design speed shall be 25 mph. c. The crossover angles shall not be less than 45°. d. The horizontal tangent length through the crossover shall not be less than 90 feet. Campus Parkway/Southeastern Parkway shall have two through lanes in each direction. e. Design-Build Contractor shall submit truck turning templates and all sight distance calculations, including intersection sight distance, throughout the DCD. f. PR-Ramp NW-E and PR-Ramp SE-W may be designed to turning roadway design criteria. All other ramps shall be designed as open roadways 3. Interchange ramps at Exit 210 shall be rehabilitated per Section 7 of the Technical Provisions. 4. A 10 foot shared-use path shall be constructed connecting the existing path between the southbound exit ramp and Bergen Boulevard and the existing path between the northbound entrance ramp and Olio Road 5. A sidewalk shall be constructed on the south side of Campus Parkway/Southeastern Parkway which connects the existing sidewalk at ▇▇▇▇▇▇▇ Parkway to the existing sidewalk on the south side of Southeastern Parkway between the northbound exit ramp and Olio Road.

Roadway. ‌ ▇.▇ ▇▇▇▇▇▇▇ General‌ 1. The typical section for I-69 shall consist of three 12 foot lanes. The inside shoulder shall be an 8 foot paved shoulder where no barrier is present. Where guardrail is required, the minimum offset shall be 2 feet from the edge of the paved shoulder. For shape “F” rail at bridge locations, a 1’-8” offset may be used. Where concrete barrier or railing is present, the inside shoulder shall be a 10 foot paved shoulder. Where there is guardrail, an 8 foot paved shoulder with two feet of aggregate shall be provided. 2. The existing 10 foot outside shoulder can remain in place, except for sections of I-69 where reconstruction is required. If the outside shoulder is reconstructed, a 12 foot paved shoulder with no barrier offset shall be provided. 3. An auxiliary lane shall be added to the outside of the existing lane from Station 242+85.00 to Station 261+00.00 Left “A”. 4. Auxiliary lanes shall be 12 feet wide with a 10 foot paved shoulder. 5. Any new bridge over I-69 shall provide a minimum stopping sight distance as required by the Indiana Design Manual for 45 mph stopping sight distance for design speed less than 45mph. 6. Minimum vertical clearance for bridges over I-69 shall be 16 feet with the following exceptions: a. Campus Parkway over I-69 shall have a minimum vertical clearance of 16.5 feet over I-69. 7. Minimum vertical clearance for I-69 over SR 13 shall be 14.6 feet (14’-7 ¼”) to provide the maximum practical clearance for truck traffic. 8. Snowplowable raised pavement markers are required for mainline, ramps and Campus Parkway/Southeastern Parkway. Shoulder corrugations shall not be provided. 9. If the proposed scope of work includes widening east of SR13 in Section C, such widening shall include both the northbound and southbound lanes within the proposed station limits. 10. The limits of widening are not restricted by this requirement, however the permanent striping for the northbound inside lane drop shall not occur within the horizontal curve approaching the SR38, or within the limits of the SR38 interchange. If added travel lanes are built beyond the start of the full width section of SR 38 northbound exit ramp but not to the end of Section C (Sta 133+55), the outside travel lane shall be dropped at the exit ramp and the new inside added travel lane shall be tapered to meet the existing inside travel lane at that point. 6.2 I-69 at Campus Parkway/ Southeastern Parkway Interchange General‌ 1. The current engineering and operational acceptability alternative identified in the FHWA interchange justification report is a double crossover diamond (DCD) interchange, also known as a diverging diamond interchange. Changes to the interchange type shall require modification of the Interchange Justification Report by the Design-Build Contractor and acceptance by IFA and ultimately by FHWA. a. Any alternative interchange type shall provide equal Level of service D or better Level of Service (LOS) than the DCD interchange in the Reference Plans traffic operations, following Highway Capacity Manual 2010 methodology, shall be provided for both the AM and PM peak hour conditions in the design year at the ramp intersections with Campus Parkway/Southeastern Parkway. The LOS analysis shall follow Highway Capacity Manual 2010 methodology. Additionally as per the Indiana Design Manual, a lane-group or approach level of service shall be the same or at least one level of service below the associated intersection level of service. b. The interchange design shall ensure that forecast design hour 95th percentile traffic queues on the ramps do not spillback to I-69 mainline, or to the adjacent intersections along Campus Parkway/Southeastern Parkway, for both the AM and PM peak hour conditions in the design year, including during Klipsch special event conditions. c. Any alternative interchange type shall accommodate traffic management during special events at the Klipsch Music Center in the design year. Two Boden Road and Olio Road are the defined access routes exist between the from I-69 Exit 210 interchange and to Klipsch Music Center during events. They are Campus Parkway to Boden Road to 146th Street; and Southeastern Parkway to Olio Road to 146th StreetCenter. Alternate routes shall not be considered in the interchange analysis. Traffic management shall be defined from both traffic operations and operating cost standpoints. Specifically: i. Any alternative interchange type shall provide equal or better traffic operations (LOS and 95th percentile traffic queues) than the DCD interchange in the Reference Plans under special event conditions. ii. Any alternative interchange type shall be able to be controlled by a maximum of two policemen during special event conditions. d. Any alternative interchange type shall provide an interchange average delay equal to or less than the DCD interchange configuration in the Reference Plans for both the AM and PM peak hour conditions in the design year. Interchange average delay shall be calculated using all vehicles entering the interchange for the analysis period as follows: the average per vehicle delay (for each movement through each node or junction within the interchange) is weighted by the corresponding volume making the movement to yield an average delay through the interchange. e. Any alternative interchange type shall accommodate 30 percent additional traffic volume demand (i.e. beyond the forecast volumes) as well as the DCD interchange configuration in the Reference Plans in terms of traffic operations (LOS and 95th percentile traffic queues). 2. A DCD interchange shall have the following design criteria: a. A DCD interchange shall be designed in accordance with the FHWA Diverging Diamond Interchange Informational Guide (FHWA Publication FHWA-SA-14-067) and the Indiana Design Manual, as applicable. b. The DCD interchange design speed shall be 25 mph. c. The crossover angles shall not be less than 45°. d. The horizontal tangent length through the crossover shall not be less than 90 feet. Campus Parkway/Southeastern Parkway shall have two through lanes in each direction. e. Design-Build Contractor shall submit truck turning templates and all sight distance calculations, including intersection sight distance, throughout the DCD. f. PR-Ramp NW-E and PR-Ramp SE-W may be designed to turning roadway design criteria. All other ramps shall be designed as open roadways 3. Interchange ramps at Exit 210 shall be rehabilitated per Section 7 of the Technical Provisions. 4. A 10 foot shared-use path shall be constructed installed connecting to the existing path between the southbound exit ramp and Bergen Boulevard and the existing path between the northbound entrance ramp and Olio Road on both ends. 5. A sidewalk shall be constructed on installed within the south side limits of reconstruction of Campus Parkway/Southeastern Parkway. 6. The maximum profile grade on Campus Parkway which connects the existing sidewalk at ▇▇▇▇▇▇▇ shall not exceed 5%. 7. The crest vertical curves of Campus Parkway to the existing sidewalk on the south side of Southeastern Parkway between the northbound exit ramp and Olio Roadover I-69 shall be designed for 45 mph. 8. Design vehicle shall be a WB-67 for all design calculations.