Select the topics below to learn about the I-94 North-South Freeway Project. Use the "Help" link located to the left for detailed information about the tools on this Web site. Some items require Adobe Reader or Windows Media Player.
Bob Gutierrez
WisDOT SE Freeways Design Project Director
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The Plainfield Curve (I-43/94 near Howard Avenue) will be realigned to a smoother single curve. This change will significantly improve the safety problem that exists today. The new curve will be designed to accommodate speeds up to 55 mph.
Mainline construction is currently scheduled for 2010-2012.
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The 27th Street interchange will be reconstructed with U-Ramps. This configuration will significantly improve traffic flow and safety through the interchange. All vehicles will enter the freeway via right-hand turns off of 27th Street. The only cross traffic with 27th Street will be vehicles turning left onto 27th Street after exiting the freeway. One of the more significant changes is the rerouting of maneuvers to and from 27th Street and I-94 south. Utilizing the Layton Avenue interchange to access 27th Street accommodates this maneuver.
The interchange construction is currently scheduled for 2011-2012; mainline construction is currently scheduled for 2011-2012.
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All entrances and exits in the Mitchell Interchange will be from the right. This will help to eliminate confusion and improve safety in the interchange. One of the more significant changes is the rerouting of maneuvers to and from 27th Street and I-94 south. Utilizing the Layton Avenue interchange to access 27th Street accommodates this maneuver. Additionally, a third lane is added on I-94 (south of the Mitchell Interchange) to and from the I-894 bypass.
View the existing (312 KB) and future (4 MB) Mitchell Interchange.
The interchange construction is currently scheduled for 2011-2012; mainline construction is currently scheduled for 2011-2012.
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The Layton Avenue interchange will be reconstructed into a diamond configuration. New traffic signals at the northbound and southbound ramp terminals will be installed on Layton Avenue. The diamond design will improve traffic operations on Layton Avenue between the northbound ramps and 13th Street. The existing southbound on-ramp intersection at 20th Street will be relocated to Layton Avenue.
The interchange construction is set to be completed in 2010; mainline construction is currently scheduled for 2011-2012.
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The Airport Spur interchange will be reconstructed in its existing configuration. The spur will be reconstructed to look like a parkway. Its new look will have either a grassy median with a curb or a barrier to look like a field stone wall. The outside edges of the Spur will have a screening berm with landscaping.
The entrance ramps were completed in 2009 and the exit ramps are set to be completed in 2010; mainline construction is currently scheduled for 2011. The Airport Spur mainline is currently scheduled for 2015.
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The College Avenue interchange will be reconstructed to a tight diamond interchange. This means that ramp connections with the cross street will be brought closer to I-94. Doing this allows more space between the ramp and the adjacent cross streets – 13th Street and 20th Street, for better traffic operations. The existing park and ride lots at College Avenue will also be reconstructed.
The interchange construction was completed in 2009; mainline construction is currently scheduled for 2011.
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The Rawson Avenue interchange will be reconstructed to a tight diamond interchange. This means that ramp connections with the cross street will be brought closer to I-94. Doing this allows more space between the ramp and the adjacent cross streets – 13th Street and 20th Street, for better traffic operations.
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The Drexel Avenue interchange will be constructed to a tight diamond interchange, with new entrance and exit ramps constructed to and from Drexel Avenue and I-94. This means that ramp connections with the cross street will be close to I-94 to allow for space between the ramp and the adjacent cross streets – 13th Street and 20th Street.
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The Ryan Road interchange will be reconstructed to a tight diamond interchange. This means that ramp connections with the cross street will be brought closer to I-94. Doing this allows more space between the ramp and the adjacent cross streets – 13th Street and 20th Street, for better traffic operations.
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The existing interchange at 27th Street and I-94 will be reconstructed from a half diamond interchange to a full diamond interchange. This interchange will be moved approximately a half mile further north to avoid impacts to the Root River environmental corridor and will improve spacing with the Seven Mile Road interchange. It will be built with a connection to 27th Street.
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The existing crisscrossing ramp/frontage road configuration at 7 Mile Road will be reconstructed to eliminate the unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east frontage road will be routed around current businesses and residences that are adjacent to the existing frontage road. The west frontage road will be routed west of 7 Mile Fair. Storm water detention ponds are planned for the NE and SE quadrants of the interchange.
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The existing crisscrossing ramp/frontage road configuration at County G will be reconstructed to eliminate the unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current businesses and residences that are adjacent to the existing frontage road. The stream on the east side of I-94 will be realigned. Storm water detention ponds are planned for the NW and SE quadrants of the interchange.
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The existing crisscrossing ramp/frontage road configuration at County K will be reconstructed to eliminate the unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current businesses and residences adjacent to the existing frontage road. Storm water detention ponds are planned for the NE, NW and SW quadrants of the interchange.
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The entrance/exit ramps will be configured as a diamond interchange at WIS 20. The east frontage road will be realigned north of WIS 20. The County C intersections with the east and west frontage roads (north of WIS 20) will also be reconstructed as part of this project.
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The entrance/exit ramps will be constructed with a partial cloverleaf configuration, similar to the existing configuration. The east frontage road will be realigned east of its current configuration north of Old Hwy 11 and the west frontage road will be realigned west of its current configuration north of 58th Road. 58th Road between the frontage roads will also be improved as part of this project.
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The existing crisscrossing ramp/frontage road configuration at County KR will be reconstructed to eliminate those unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current business and residences adjacent to the existing frontage road. The stream along County KR, east of I-94, will be realigned. A storm water detention pond is planned for the SE quadrant of the interchange.
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The existing crisscrossing ramp/frontage road configuration at County E will be reconstructed to eliminate those unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current business and residences adjacent to the existing frontage road. Storm water detention ponds are planned for the NE, NW and SE quadrants of the interchange.
Click to view PDF (1 MB)
The existing crisscrossing ramp/frontage road configuration at WIS 142/County S will be reconstructed to eliminate those unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current business and residences adjacent to the existing frontage road. Flat bottomed wide ditches in SE and NW quadrants of the interchange will help with water quality.
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The existing crisscrossing ramp/frontage road configuration at WIS 158 will be reconstructed to eliminate those unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The west frontage road will be routed around current residences adjacent to the existing frontage road and extended south to accommodate future development.
The interchange construction is currently scheduled for 2012-2013; mainline construction is currently scheduled for 2012-2013. Frontage roads were completed in 2009.
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WIS 50 will be reconstructed as a split diamond interchange. The ramps to and from the south will continue to intersect with WIS 50 while the ramps to and from the north will intersect with 71st Street. The ramps will be connected by short collector roads along each side of I-94 between WIS 50 and 71st Street. I-94 will be reconstructed to pass over 71st Street. The new ramp connections at 71st Street will be signalized. The east frontage road north of WIS 50 will be rerouted to what is currently a private road in front of Woodman's. The roadway will be reconstructed as part of becoming the new east frontage road. In addition, a new roadway, 123rd Avenue will be constructed west of I-94 both north and south of WIS 50.
The interchange construction is currently scheduled for 2012-2013; mainline construction is currently scheduled for 2012-2013. West frontage road is being worked on by others. East frontage road is set to be completed in 2010.
Click to view PDF (3.1 MB)
The existing crisscrossing ramp/frontage road configuration at County C will be reconstructed to eliminate those unsafe movements. The entrance/exit ramps will be configured as a diamond interchange. The east and west frontage roads will be routed around current business and residences adjacent to the existing frontage road. Storm water detention ponds are planned for the NW, NE and SE quadrants of the interchange.
The interchange construction is set to be completed in 2010; mainline construction is set to be completed in 2010. Frontage roads were completed in 2009.
No changes to the existing interchange configuration are planned
The interchange construction was completed in 2009; mainline construction is set to be completed in 2010. West frontage road is being worked on by others.
No changes to the existing interchange configuration are planned.
The Russell Road interchange will be reconstructed in its current configuration.
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