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Proposed Purpose and Need

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Proposed Purpose and Need DRAFT PURPOSE AND NEED This purpose and need statement sets the foundation for the project development process. The statement identifies specific transportation problems (needs) that the project will address and describes the desired outcomes or goals (purposes) of the project. The purpose and need that was developed for the 2004 I-69 Henderson, Kentucky to Evansville, Indiana Draft Environmental Impact Statement (DEIS) was reviewed and revised accordingly based on updated information, policies, and guidelines. The project area used in the evaluation of the purpose and need for the I-69 Ohio River Crossing (I-69 ORX) project extends from I-69 (formerly I-164) in Indiana on the south side of Evansville (i.e., northern terminus) across the Ohio River to I-69 (formerly Edward T. Breathitt Pennyrile Parkway) near Henderson, Kentucky (i.e., southern terminus) (Figure 1). Note: the section of Edward T. Breathitt Pennyrile Parkway between KY 351 and KY 425 that was not re-designated as I-69 has been recently re-designated as US 41. The project generally encompasses a triangular area that extends from approximately 0.5 mile west of the I-69/US 41 interchange to 0.5 mile east of the I-69/SR 662 interchange in Indiana, and south into Kentucky to I-69 near KY 136. The project area includes I-69 and US 41, and an area approximately 0.5 mile to their west. Within the project area, US 41, a four-lane National Highway System (NHS) facility classified as an urban principal arterial, provides the only crossing of the Ohio River for the Evansville–Henderson area via two 2-lane bridges. Outside the project area, the nearest Ohio River crossings are approximately 30 miles east and 70 miles west of the US 41 river crossing. As part of the NHS, the U.S. Congress specifically designated “high priority corridors.” The NHS includes all interstates, principal arterials, connector highways, and the strategic highway network (STRAHNET) and its major connectors. These routes serve major population centers, international border crossings, ports, airports, public and other intermodal transportation facilities, major travel destinations, and interstate and inter-regional travel. In addition, these routes serve as a national defense transportation network. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) designated a route from Indianapolis to Memphis via Evansville as one of these high priority corridors. This route became known as Corridor 18. As part of subsequent amendments to ISTEA and the 1998 Transportation Equity Act for the 21st Century (TEA-21), Corridor 18 was extended north to the border with Canada at Port Huron, Michigan and south to the Texas/Mexico border in the Lower Rio Grande Valley. TEA- 21 also designated Corridor 18 as I-69. As a result, this legislation codified that Corridor 18 would be developed as a continuous interstate highway, the National I-69 Corridor, linking Canada to Mexico. In 1999, the I-69 (Corridor 18) Special Environmental Study – Sections of Independent Utility identified the section of the National I-69 Corridor through the Evansville- Henderson area between I-64 in Indiana and I-69 in Kentucky as Section of Independent Utility (SIU) #4. April 11, 2017 1 Draft Purpose and Need Figure 1. Purpose and Need Project Area April 11, 2017 2 Draft Purpose and Need 1.0 PROJECT NEEDS Four primary needs have been identified for the project: • Lack of National I-69 Corridor system linkage • High cost of maintaining cross river mobility on existing facilities • Unacceptable levels of service for cross-river traffic • High-crash locations in the I-69/US 41 corridor A more detailed discussion of how these project needs were determined is provided in the following sections. LACK OF NATIONAL I‑69 CORRIDOR SYSTEM LINKAGE Federal legislation has designated the Evansville–Henderson area as part of the National I-69 Corridor. No interstate facility currently exists between the southern terminus of I-69 in Evansville, Indiana, and the northern terminus of I-69 in Henderson, Kentucky. The only interstate facilities connecting Indiana and Kentucky are in Louisville, more than 120 roadway miles away (i.e., I-64 and I-65). The nearest interstate crossing of the Ohio River west of the Evansville–Henderson area is I-24 west of Paducah, Kentucky, approximately 110 roadway miles away. As I-69 nears completion in Kentucky and Indiana, the importance of this corridor will increase. The existing facilities in the region do not provide the interstate-quality system linkage that is required to support the continued development of the National I-69 Corridor. US 41 represents the only cross-river access between Evansville and Henderson and the only connection between I-69 in Indiana and I-69 in Kentucky. US 41 is a four-lane highway throughout this corridor; however, it does not meet current interstate standards. In Indiana, I-69 connects to US 41 via a full cloverleaf interchange with substandard merging and weaving areas. Between I-69 in Indiana and Wolf Hills Road in Kentucky, US 41 is a divided principal arterial with two unsignalized intersections. Within this section, the two existing two-lane bridges that cross the Ohio River have been designated as functionally obsolete due to narrow lanes and shoulders. From Wolf Hills Road to US 60, US 41 is a principal arterial with numerous at-grade intersections, three of which are signalized, and numerous commercial driveways. Finally, from US 60 to KY 425, where I-69 begins in Kentucky, US 41 provides freeway-type service with interchanges at KY 351, KY 2084 (formerly US 41), the Audubon Parkway, and KY 425. Based on the aforementioned information, US 41 does not provide sufficient system linkage and connectivity between I-69 in Indiana and I-69 in Kentucky because (1) most of the route is not designed to interstate standards, (2) is functionally classified as a principal arterial with full access or partially controlled access, and (3) the Ohio River bridges are classified as functionally obsolete due to inadequate shoulder and lane widths. HIGH COST OF MAINTAINING CROSS RIVER MOBILITY ON EXISTING FACILITIES The current US 41 Ohio River crossing consists of two bridges, each of which carries two lanes of traffic. Each is approximately 5,400 feet long in total and features a 2,300-foot-long steel through truss structure over the Ohio River. The northbound bridge was built in 1932 and the southbound bridge was built in 1965. Indiana and Kentucky share responsibility for maintaining the bridges April 11, 2017 3 Draft Purpose and Need in a safe structural condition. Since 2007, the states have combined to spend approximately $54 million on the bridges, including $25 million for the “Fix for 41” project that started in spring 2017. These efforts have included painting, minor steel repairs, expansion joint replacement, improvements to navigational lighting, and a new bridge deck overlay for the southbound bridge. However, the Fix for 41 project addresses only the immediate needs on the bridges. As of 2017, the bridges are 52 and 85 years old. As these bridges continue to age, they will begin to require maintenance and repairs that become increasingly less cost effective so that replacement becomes the better option for the use of resources. To date, these investments have allowed the states to keep the bridges operational and in acceptable condition. According to the 2016 fracture critical inspection conducted on the bridges, the deck and substructure on each bridge are rated 6 out of 10, indicating satisfactory condition. The superstructure on each bridge is rated 5 (fair) and the paint condition is rated 4 (poor) on each bridge. The wearing surface is rated 5 (fair) and 6 (satisfactory) on the southbound and northbound bridges, respectively. The states are committed to maintaining cross-river mobility for the area. Replacement or major rehabilitation of both of the US 41 bridges is reasonably anticipated to be necessary within the next 25-30 years. The future of these structures must be considered when assessing the long-term need to maintain cross-river mobility. With the additional need to provide a connection for I-69 in the area, a long-term plan for cross-river mobility in the region, including the future of the US 41 bridges, is needed. UNACCEPTABLE LEVEL OF SERVICE FOR CROSS-RIVER TRAFFIC With no other crossing in the region, the US 41 crossing of the Ohio River must serve local, regional, and interstate traffic. With four travel lanes through the corridor, the existing US 41 and bridges strain to efficiently handle the cross-river volume of traffic during peak periods. Traffic conditions in the corridor were evaluated to determine both the existing (2015) and projected (2040) levels of cross-river traffic congestion using Level of Service (LOS). LOS is a performance measure used to quantify the efficiency of a roadway. LOS is defined in categories from A to F. LOS A represents the highest quality of service with free-flowing conditions; LOS F represents heavy congestion or traffic flow breakdown conditions. The EMPO model assesses a roadway’s LOS based on its volume-to-capacity (V/C) ratio. A facility’s capacity is the maximum amount of traffic that it can carry at a given time based on roadway, geometric, and other conditions. The V/C ratio ranges from a low of 0, indicating free flow (i.e., LOS A), to 1.0, indicating severely congested conditions (i.e., LOS F). In urban areas, such as where this project is located, LOS D is considered acceptable. As indicated in Figure 2 for the year 2015, most of US 41 functioned at LOS E between the I-69 interchange in Indiana and the US 60 interchange in Kentucky.
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