Frequently Asked Questions
Why is this project needed?
The Indiana General Assembly directed the Indiana Department of Transportation (INDOT) to study the transportation corridor between Indianapolis and South Bend. Currently, INDOT is developing three sections of this corridor, including the upgrade of US 31 in Hamilton County, Howard County, and Marshall and St. Joseph counties. The purpose of this segment upgrade is to reduce congestion, improve safety, and provide for the reliable and efficient movement of commerce and regional travel.
For the base year 2007, seven of 15 (47 percent) intersections operate at a Level of Service (LOS) E or F during the morning and/or afternoon peak hours. (LOS D is minimally acceptable based on INDOT’s current standards.) By the year 2035, without any improvements, 15 out of 15 intersections are projected to operate at LOS E or F during the morning and/or afternoon peak hours.
Six of the 10 roadway segments along this corridor have crash rates greater than the statewide average for similar facilities. Upgrading US 31 to freeway standards will greatly improve the corridor's safety – ultimately reducing the number of crashes and rear-end collisions caused by turning movements and increased traffic.
Why can't you just follow the existing route and upgrade it?
A full range of freeway alternatives, including the No-Build Alternative, will be investigated as part of the Final Environmental Impact Study (FEIS). At this time, we anticipate that the freeway alternative is the only alternative that meets the purpose and need of the project - to reduce congestion, improve safety, align with state and local transportation plans and provide an economic boon for central Indiana.
What is the timeline for each stretch/phase?
We expect to complete the FEIS and receive the Record of Decision from the Federal Highway Administration in 2008. Design and right of way surveying and accessing could begin as early as 2008, with construction beginning as early as 2011.
At this time, it is too early to determine the construction phasing of each segment along the corridor.
What is the timeline for the entire stretch of US 31 from Indianapolis to South Bend?
INDOT's Long Range Transportation Plan includes projects 25 years in the future. The US 31 segments through Hamilton County, Howard County, and Marshall and St. Joseph counties will be completed during this time period. Other segments will be determined as the Long Range Plan is updated.
Why don't we use this money to develop another form of transit, like rail?
Mass transit alternatives were studied as part of the Draft Environmental Impact Study, (DEIS). The research revealed that motorists were not starting from and ending at concentrated common areas, and that there would not be enough riders to pay for the transit operating costs. Further, it was found that the only alternative that met the purpose and need of the project - to reduce congestion, improve safety and align with state and local transportation plans - was the freeway alternative.
How will the money for the upgrades be funded?
Projects such as this are funded through federal and state transportation dollars.
How much safer will this project make the route? Will fewer accidents occur?
The accident rate for a freeway is lower than that for a non-freeway facility, such as the existing US 31 corridor. By diverting traffic onto the new US 31 freeway, there will be a decline in the number of crashes in the corridor.
What will the speed limit be?
The facility is being designed per federal and INDOT standards. Specific speed limits will be determined closer to construction.
Where will interchanges and crossroads be?
Major east-west arterial roads have been identified and will cross The New US 31 Hamilton County corridor either by an underpass or overpass. Here is an overview of the crossroads and cul-de-sacs that will change with the new alignment.
Will there be roundabouts on US 31, as there are in other parts of Hamilton County?
The final design of each interchange is still to be determined.
Are a lot of the existing roads going to become dead-ends when the interstate is built?
Bridges will be constructed to allow the free flow of traffic over or under the new US 31 for many existing roadways. Other roadways will be reconstructed as cul-de-sacs or relocated.
How will hazardous material sites be affected by the new route?
INDOT conducts reviews of properties affected by highway projects to determine whether hazardous or regulated materials are present that could affect the project. Standard procedures are put in place to protect public health and worker safety. Any contaminated materials that must be removed from the site will be managed in consultation with the Indiana Department of Environmental Management (IDEM) and disposed of appropriately at a licensed facility.
How will this affect wetlands?
The final selected road design will have the lowest environmental impacts to wetlands and forests.
Wetland mitigation is based on requirements set forth in Section 404 of the Clean Water Act (33 U.S.C 1344). The agreed mitigation ratios of 2:1 for emergent systems, 3:1 for scrub-shrub systems, and 4:1 for forested systems are still used as guidance. More or less impact acreage may be required depending on the quality, location, size, function and value of the wetland.
How much will noise levels along the new route increase? What will be done to mitigate that?
A detailed assessment of noise levels and the possible installation of noise barrier walls will be conducted during the FEIS and the final design phase of the project.
Will emergency responders be able to appropriately and timely respond to all sections of the route?
Throughout the study, design and construction, INDOT will work closely with local emergency responders to ensure a local access plan is in place at all times to accommodate emergency vehicles.
Will children be on the school bus longer?
INDOT will work closely with local transportation planners to identify roads affected or potentially blocked by the new corridor. There is a chance that some bus routes will take longer, but INDOT will work with local officials to keep these impacts to a minimum.
What accommodations will be made for bicyclists, pedestrians or mass transit alternatives?
Hamilton County is a leader in the state in terms of bike and pedestrian trails, and that will continue through the US 31 project. In 2006, INDOT and the Indiana Department of Natural Resources (IDNR) co-published Indiana’s first state trails, greenways and bikeways plan, which would place every Hoosier within 15 minutes of a trail by 2016. Following these guidelines, the design for The New US 31 Hamilton County corridor has implemented pedestrian/trail accesses on the corridor. In fact, some form of east-west pedestrian access will be included at all grade-separated crossings of US 31 Hamilton County.
The addition of pedestrian and multi-use paths provides residents with alternative modes of transportation, which is better for our environment, and promotes a healthier lifestyle
How will you compensate property owners whose land is divided? Will they have access?
The design will determine whether access could be provided to a landlocked parcel or whether the landlocked parcel should be purchased by the state. The appraisal will consider whether there is a loss in value to the two tracts that were separated.
How is "fair market value" calculated? Are homeowners going to be compensated for only their property, or also the cost of moving and taking time off work?
All property acquired by INDOT follows the guidelines of the Uniform Act and appraisal industry requirements (Uniform Standards of Professional Appraisal Practice). Government programs designed to benefit the public as a whole often result in acquisition of private property, which prompted the passage of the Uniform Act in 1971.
Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 contains important protections and assistance for people affected by federally funded projects. This law ensures that people whose real property is acquired, or who move as a result of projects receiving federal funds, will be treated fairly and equitably and will receive assistance in moving from the property they occupy.
Homeowners are compensated for the cost of moving, but not for time taken off work to relocate.
How will we be compensated if INDOT doesn't purchase our land, but our property values decrease?
INDOT complies with the Uniform Act when purchasing right of way for its projects. There is no compensation unless the property is located within the right of way or reasonable access to the property cannot be maintained. Damages are paid only for a property if the proposed right of way takes a portion of the property, causing that parcel to lose value. Those property owners who did not have all or a portion of their parcels purchased will not receive compensation.
When will the state notify homeowners if it is interested in purchasing their property?
Final decisions on land acquisition will be made during the final design period. Surveyors are currently out assessing land now; and appraisers will analyze property after surveying is complete. Offers might be extended as early as 2009. Right of way requirements will be further revised during the design phase, when more detailed engineering decisions are made.
What is an Environmental Impact Statement (EIS)?
An Environmental Impact Statement (EIS) is an official document that is required by the National Environmental Policy Act (NEPA) of 1969 for all major projects that are federally funded. For highway projects, the Federal Highway Administration (FHWA) functions as the lead agency. However, the state Department of Transportation (DOT) is often responsible for the preparation of the EIS. The purpose of the EIS is to identify and evaluate the impacts associated with a proposed project and to reveal those impacts to the public and other federal, state, and local agencies. Key components of an EIS are public and agency involvement in the decision-making process and the development and impact analysis of project alternatives. All projects must include a "no-build" or "no-action" alternative.
The impacts associated with the project alternatives have been presented in a Supplemental Draft Environmental Impact Statement (SDEIS) that is made available for public and agency review and comment for 45 days. A public hearing is being held during this period (June 26, 2008) to officially record comments. Following the comment period thru July 25, 2008 a Final Environmental Impact Statement (FEIS) is prepared that identifies a preferred alternative and addresses all public and agency comments. Based on the FEIS, the FHWA prepares a Record of Decision (ROD) that identifies the selected alternative. The ROD represents the end of the EIS process and is expected in late 2008.
Why is another US 31 study necessary when an earlier study already recommended an upgrade to freeway standards?
The earlier work, known as a Major Investment Study (MIS), was completed in 1997 and contained valuable information and recommendations. The MIS, however, functioned only as a prerequisite to the Environmental Impact Statement (EIS) which is a more detailed study required by the National Environmental Policy Act (NEPA) of 1969 for all federally funded projects. The primary purpose of the MIS was to determine, in general, the overall feasibility of spending federal funds for the proposed project and to identify and evaluate the most cost-effective alternatives that could address the transportation needs. The MIS was not, nor was it supposed to be, conducted at a level of detail that would meet NEPA and EIS requirements necessary for environmental clearance with regard to alternatives analysis, environmental impact assessment, agency coordination, and public involvement. Essentially, the MIS determines whether the project is worth pursuing and, if so, identifies the initial issues and reasonable range of alternatives to be studied in further detail during the EIS process.
Are there other studies of the US 31 corridor underway?
The US 31 Improvement Project is the only state-sponsored, federally recognized study of the US 31 corridor in Hamilton County. The project will lead to recommended solutions for improving the roadway. The project team is consulting with the leaders of the City of Carmel, City of Westfield and Hamilton County, which are pursuing studies of their own. INDOT has authorized separate corridor studies for a stretch of US 31 near Kokomo in Howard County and an area near South Bend.
Who decides what alternative will be selected?
The Federal Highway Administration (FHWA) signs the Record of Decision (ROD). However, the recommendation to the FHWA on what alternative to select is the responsibility of INDOT.
What factors go into the decision of selecting an alternative?
The selection of the preferred alternative is based on the findings from the Supplemental Draft Environmental Impact Statement (SDEIS) and comments received from the public and state and federal resource agencies. The SDEIS compares and weighs each alternative based on their ability to solve the transportation problem or need (e.g., reduce traffic congestion and/or improve safety), environmental and community impacts, engineering feasibility and costs. The project team doing the work has an obligation to recommend a preferred alternative that considers all of these factors.
After the Environmental Impact Statement process is complete, what's next?
If the FHWA and INDOT select one of the "build" alternatives, the next steps would be final design, right-of-way acquisition and then construction.
