The new I-70 river bridge: Not the best project that could be

The new Mississippi River bridge currently being built north of downtown St. Louis is supposed to relieve congestion on the PSB. However, for many reasons, it may have not been the best project that could have been pursued. Consider:

* Westbound I-70 traffic already has a non-stop alternative to the PSB via the MLK Bridge. Eastbound I-70 traffic only has to face one light before entering the MLK Bridge. Using the MLK Bridge for through movements to WB I-44 or SB I-55 requires a long trip through downtown to return to the interstate. EB I-44 or NB I-55 through movements have a slightly easier time accessing the MLK - except when special events close Memorial Drive - but it still requires a mile long drive through downtown. This route also includes a sometimes difficult right turn onto Convention Plaza to access the MLK Bridge.

* The I-55 PSB ramps seem to back up regularly outside of rush hour, while the I-70 ramps are almost always free flowing outside of rush hour, excluding ball games.

* Sure, MoDOT says they will fix the access issues if a companion bridge is built in the future. However, there is no guarantee that the companion bridge will ever be built. In addition, what happens should the PSB become unusable for a long period due to a barge collision, severe hazmat accident, or increasing maintenance issues?

Driving Distances
For traffic heading to I-70 or I-55 beyond Troy:

• From the I-70/I-270 interchange:

- 30.8 miles via I-270
- 38.9 miles via the PSB
- 37.23 via the new bridge (initial build)

• From the I-55/I-270/I-255 interchange:

- 34.7 miles via I-255
- 32.7 miles via the PSB
- 34.3 miles via the new bridge had access been provided in the initial phase

• From the I-44/I-270 interchange:

- 40.5 miles via I-270 and I-255
- 35.4 miles via the PSB
- 45.1 miles via I-270
- 37.0 miles via the new bridge had access been provided in the initial phase

For traffic heading to I-64 east of St. Louis, using the point where the I-255 ramps merge onto I-64 as the eastern end:

• From I-44 at I-270:

- 26.5 miles via I-270 and I-255
- 23.2 miles via the PSB
- 24.66 via the new bridge had access been provided in the initial phase

• From I-55 at the I-255/I-270 interchange:

- 20.6 miles via I-255
- 21.9 miles via the PSB
- 23.36 miles via the new bridge had access been provided in the initial phase

• From the I-70/I-64/US 61 interchange at Wentzville:

- 48.2 miles via I-64 and the PSB
- 47.2 miles via I-70 and the PSB
- 58.5 miles via I-64, I-270 south, and I-255
- 56.3 miles via I-70, I-270 east, and I-255
- 52.7 miles via I-70, I-170, I-64 and the PSB
- 45.45 miles via I-70 and the new bridge

What Could Be Done
Since it is too late now to abort the project and instead look again at a new bridge south of the PSB, there are a couple of changes to the new bridge project that could make this project much more useful to all.

* Add a new WB I-70 exit and a new EB I-70 entrance between Memorial Drive and the new bridge. While not an ideal solution, this would at least make it easier to access the new bridge from the south without as much time sitting at stoplights. The best location would be at Cass Avenue, but new ramps here would require closing the existing EB exit/WB entrance to/from Broadway or using a more costly braided design.

* Replace the current entrance to WB I-70 south of St. Louis Avenue with a new WB exit. This would at least allow a somewhat indirect U-turn option that might aid in any closure of the PSB

* Simply add the ramps to the south. Supposedly adding those ramps now would be incompatible with a future companion span, but the current design is not entirely compatible with the companion either. The connection between EB I-70 and the first bridge will be unneeded and require modification and removal, so why not modify it in the initial build to allow a more useful product?

A Brief Look At Some Cancelled Freeways of St. Louis

While some might say St. Louis has a large freeway system, many cancellations have left the system incomplete. Here is a look at some of the routes that were not built, with a reference map here:
Link

MO 755/North-South Distributor

* Time of death: Early 1980's

* Important Contributions: Would have provided for the missing movements at the west end of the PSB, plus a bypass of the depressed section of I-70

* Estimated Lane Miles: 21.98 - Assuming eight lanes between I-44 and I-64 (two lanes from I-55 plus two lanes from I-44) and six lanes between I-64 and I-70)

* Downgraded Form: The Truman and currently unbuilt 22nd Street Parkways.

I-170 Southern Extension

* Time of death: Most recently in 1997, however had died a few times prior to that year.

* Important Contributions: Quick access from South County to Clayton, possible relief for many of the current cut through streets such as Elm Avenue in Webster Groves (though congestion on the extension could have been a problem)

* Estimated Lane Miles: 46.98 - Assuming six lanes on the 1997 railroad alternative, including the stub from I-55 to MO 267

* Downgraded Form: Likely the South County Connector/River Des Peres extension

Cole Expressway

* Time of Death - 1972 for the section from I-170 to MO 755; the section between MO 755 and I-70 seems to have died first, while the I-170 to I-270 section seems to have held on a little longer.

* Estimated Lane Miles: 56.36 if four lanes, 84.54 if six lanes

* Possible Revival: The section between Craig Road and US 67 may yet be upgraded from a signalized expressway to a freeway

Midtown or Kingshighway Freeway

* Time of Death - 1971 in the St. Louis Transportation Study by East-West Gateway

* Important Contributions - The I-70 to I-270 section would have provided easy access to MO 367 and Alton from the south

* Estimated Lane Miles: 66.2 if four lanes, 99.3 if six lanes

Illinois 3 Freeway (FAP 410)
(Only considering the PSB Complex to I-255 section here; the actual FAP 410 route was to merge with I-255 until the IL 3 interchange at Columbia, then head towards I-57 north of Marion)

* Time of Death - Seems to have been in the 1980's.

* Estimated Lane Miles: 24.96 if four lanes

US 460/IL 15 Freeway (FAP 414)

* Time of Death - Seems to have been in the early 1980's.

* Estimated Lane Miles - Around 14 assuming four lanes

* Downgraded Form - Possible new surface arterial.

US 67 Freeway

* Time of Death - Upgrading US 67 between the Lewis Bridge and Clark Bridge appears to have been dropped in the late 1990's.

* Estimated Lane Miles - 13.96

So St. Louis area at least another 244.44 lane miles that were never built.

More work on I-270 Chain of Rocks Bridges, commentary on the proposed replacement

IDOT begins more repairs on both the Chain of Rocks Canal Bridges and the main channel bridge on I-270 today.

Commentary/rants
It is because of the frequency of this work that IDOT is currently studying a replacement of the canal bridges. However, based on the presentation at the public meeting for the canal bridge replacement, the replacement will be partially obsolete as soon as it is built. There will only be four foot shoulders on the eastern end of the new bridge, and should I-270 ever get its much needed widening to six lanes between IL 111 and Lilac Avenue, there will be four foot shoulders for the whole bridge. The widened route may also have issues with the merge for IL 3 southbound traffic onto westbound I-270. If IDOT is going to undertake a total replacement for the canal bridges, they should build the new one right with a full right hand shoulder.