• Existing Conditions
Noise Mitigation
• Cost and Schedule
• Project Map
• Maintenance of
  Traffic (MOT)
• Expected Features
• Environmental Documents
• Partnering Opportunities

West 38th Street Interchange

Capacity constraints and undesirable weaving conditions will be corrected. The existing loop ramp in the NW quadrant will be reconstructed. A loop ramp in the SE quadrant will be added to improve interchange capacity. To eliminate mainline conflicts with the existing hazardous weaving area between ramps, both loops will join the cross street exit ramp to I-465 behind a concrete barrier before merging with I-465 at a single freeway entrance point via this partial collector-distributor system.

• The existing signals at the ramp junctions will be replaced and dual left and dual right turn lanes will add capacity at each ramp approach to the signalized intersection. All cross street pavement within the limited access right-of-way is to be replaced. The 38th Street cross structure over I-465 will be replaced to allow for an outside exit lane to the loop ramp and three through lanes with a curbed median in each direction.
  

• The 38th Street to NB I-465 entrance ramp will merge with the four lane NB I-465 section via a conventional two lane entrance ramp. One of the ramp lanes will continue as an auxiliary lane to 56th Street. Additionally, the SB I-465 exit to 38th Street will be directed off of the SB four mainline lane section via a conventional parallel exit ramp. The SB auxiliary lane between 56th Street and 38th Street will exit.
  

• Within the limits of the interchange, aesthetic and safety enhancements will be made to the 38th Street center-curbed median to create a pedestrian promenade. This facility will separate pedestrian and bicycles from vehicular traffic with decorative concrete barrier and convey users between the east and west signalized intersections and across I-465.

I-74/Crawfordsville Road

• The interchange re-design will increase capacity, decrease travel time and address weaving, routing, and stopping sight distance deficiencies at this location. The proposed design will separate traffic traveling from interstate to interstate from traffic traveling from interstate to the non-freeway, urban arterial (US 136/Crawfordsville Road). To achieve this separation, a service interchange with semi-directional ramps provides full access between US 136\Crawfordsville Road with both I-74 and I-465. A system interchange provides directional, free flow movement between I-74 and I-465.
  

• The US 136 alignment is altered at the intersection of Crawfordsville Road and High School Road to allow US 136 and Crawfordsville Road traffic to travel along the same alignment, thus changing the intersection of US 136, Crawfordsville Road and High School Road from a four-leg intersection to a T-intersection. As a result, operational confusion in this area is eliminated and the transition from I-74 to Crawfordsville Road will be more apparent, thereby creating a safer conversion from freeway to arterial and reducing accidents.
  

• To decrease travel time, the existing NB to WB and SB to loop ramps are eliminated and replaced with higher speed directional flyover ramps. This also eliminates the hazards associated with the weaving areas of the existing full cloverleaf interchange.

West 10th Street Interchange

• Capacity constraints and undesirable weaving conditions will be corrected. The full cloverleaf will be reconstructed to a partial cloverleaf with a single loop in the SE quadrant. The loop will meet the WB to NB ramp behind a concrete barrier prior to merging with I-465 at a single freeway entrance point. This partial collector-distributor system provides driver safety and travel time benefits by reducing weaving conflicts between ramp traffic and freeway traffic. A loop in the NW quadrant is not proposed due to tight right-of-way constraints and the impacts to the existing neighborhood.
  

• New signals will be provided on the east and west sides of I-465 at the exit ramp junctions with the cross street. These intersections will include dual left turn lanes with a single right turn lane at the east ramp junction and a dual right turn lane at the west ramp junction. All cross street pavement within the limited access right-of-way will be replaced, and the WB left turn lane at High School Road and the EB turn lane at Vinewood Avenue will be extended to provide better intersection operation. The 10th Street cross structure over I-465 will be replaced to increase capacity by providing three WB through lanes, dual WB left turn lanes, a center curbed median, two EB through lanes, and an EB and NB exit lane.
  

• Within the limits of the interchange, aesthetic and safety enhancements will be made to the 10th Street center-curbed median to create a pedestrian promenade. This facility will separate pedestrian and bicycles from vehicular traffic with a decorative concrete barrier and convey users between the east and west signalized intersections and across I-465.

US 36/Rockville Road Interchange

• The weaving, capacity and safety issues inherent to a full cloverleaf interchange configuration will be reduced by reconstructing this full cloverleaf to a partial cloverleaf with a single loop in the SE quadrant. The loop will meet with the WB to NB ramp behind a concrete barrier prior to merging with I-465 at a single freeway entrance point. This partial collector-distributor system provides driver safety and travel time benefits by reducing weaving conflicts between ramp traffic and freeway traffic. A loop in the NW quadrant is not required because it would push the proposed SB I-465 exit ramp farther west and nullify the travel time and capacity benefits gained by the proposed spacing of the two signalized intersections.
  

• New signals will be provided at ramp junctions on the east and west sides of I-465 at the ramp approaches to US 36. These intersections will include dual left turn lanes and a single right at the east ramp junction and a dual right turn lane at the west ramp junction. All cross street pavement within the limited access right-of-way is to be replaced, and the WB left lane at High School Road will be extended. The US 36 cross structure over I-465 will be replaced to increase capacity by allowing allow three WB through lanes, a WB turn lane, a center-curbed median, two EB through lanes and an EB to NB exit lane.
  

• Within the limits of the interchange, aesthetic and safety enhancements will be made to the US 36 center-curbed median to create a pedestrian promenade. This facility will separate pedestrian and bicycles from vehicular traffic with a decorative concrete barrier and convey users between the east and west signalized intersections and across I-465.

US 40/Washington Street Interchange

• Undesirable weaving movements along with present capacity and safety constraints will be reduced by reconstructing this full cloverleaf to a partial cloverleaf with loops in the NW and SE quadrants. These loops will meet with cross street exit ramps to I-465 behind a concrete barrier prior to merging with I-465 at a single freeway entrance point. This partial collector-distributor system provides driver safety and travel time benefits by reducing weaving conflicts between ramp traffic and freeway traffic.




• New signals will be provided on the east and west sides of I-465, and dual left turn lanes will provide additional capacity at the exit ramp junctions with the cross street. The I-465 structure over US 40 will be lengthened and the vertical clearance will be increased. All cross street pavement within the limited access right-of-way is to be replaced and will accommodate two WB through lanes, a WB to SB exit lane, a center-curbed median, two EB through lanes and an EB to NB exit lane.




• Within the limits of the interchange, aesthetic and safety enhancements will be made to the US 40 center-curbed median to create a pedestrian promenade. This facility will separate pedestrian and bicycles from vehicular traffic with a decorative concrete barrier and convey users between the east and west signalized intersections and across I-465.

Airport Expressway Interchange

• Capacity and safety improvements will be made to enhance the existing interchange configuration. The re-design of this interchange will add capacity to the highest volume movement by providing a two lane SB I-465 exit and widening the SB to flyover ramp to two lanes. A concrete barrier section will enhance safety by further delineating the merge of this movement with EB Airport Expressway traffic. The EB to NB entering and NB to WB exiting loop ramps will meet with the WB to NB cross street exit ramp to I-465 behind a concrete barrier prior to merging with I-465 at a single freeway entrance point. The WB to SB loop ramp and EB to SB directional ramp will be configured similarly. These barrier separated collector-distributor systems will provide driver safety and travel time benefits by reducing weaving conflicts between ramp traffic and freeway traffic.




• All cross street pavement and structures within the limited access right-of-way are to be replaced. However, the existing SB to EB structure over Airport Expressway will be rehabilitated and widened.

I-70 Interchange

• The re-design of this interchange will increase capacity, eliminate a hazardous weave section, and improve travel times by replacing the existing 25 mph EB to NB loop ramp with a 40 mph directional flyover ramp. Capacity is further increased by the addition of a second lane to the EB to NB and NB to WB ramps. The SB to EB and WB to SB loop ramps will merge onto a collector-distributor ramp and be separated from mainline traffic by a concrete barrier. The EB to SB ramp will be added to this collector-distributor system before merging with I-465 traffic as a two lane ramp entrance, providing driver safety and travel time benefits by reducing weaving conflicts between ramp traffic and freeway traffic.

• Within the limits of this project, all I-70 pavement and structures will be replaced. The design of I-70 will provide a sufficiently wide grass median to allow for the possibility of future lane additions to I-70 and match what was recently constructed to the west. The redesign of this interchange will also address existing drainage problems in the area.