I-465/I-70 Interchange Design-Build
American Structurepoint teamed with JSE and Walsh Construction of Illinois for this design-build project. This project designed and built nearly $70 million of improvements and reconstruction for the I-465/I-70 interchange on the east side of Indianapolis in less than 24 months. The project work involved adding a travel lane in each direction and complete pavement replacement for approximately 2.4 miles of I-465 highway, adding a travel lane and pavement replacement for approximately one mile of I-70 EB to I-465 NB ramp, adding a new 2-lane directional ramp for I-465 SB to I-70 EB traffic, complete pavement replacement for five other ramps, replacement of six bridges, reconstruction and widening of ten bridges, and construction of three new bridges, all while maintaining three lanes of traffic in each direction on I-465.
Additional construction of improvements to Shadeland Avenue, Pendleton Pike, Post Road, and 21st Street were also part of this project to increase the capacity of alternative routes for traffic during construction. Installation of new highway and interchange lighting and signing were also included. This project replaced the pavement and upgraded the geometrics for I-465 from just south of the Pendleton Pike interchange to just north of the Washington Street interchange on Indianapolis' east side. Additional lanes were added and ramps were realigned. The existing inner loop ramp that allowed movement from I-465 southbound to I-70 eastbound was removed and relocated to a flyover of I-70 and under I-465. Ten bridges in the project were rehabilitated and widened while nine other bridges were replaced. The I-70 eastbound to I 465 northbound ramp was one of only two ramps kept open during construction, which required these bridges to be built in two phases. The realignment of the southbound I-465 to eastbound I 70 movement required two new single-span structures to be built on I-465. These structures were built at grade, and the hole under the structures was excavated after traffic was allowed to drive on the new bridges. The end retaining walls were H Pile and lagging walls. This allowed for top-down construction. The H Piles for the walls were driven at the same time the structure bearing piles were driven. After the structures were built on the surface, the remaining excavation, paving, drainage, and wall construction were completed.
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