Frequently Asked Questions

In 1993, the Lafayette Areawide Planning Commission initiated a six-month study of the possible corridors for the I-49 Connector. Their findings were published as the Lafayette North-South Corridor Study: Path to Progress, which can be found on the project website here: https://lafayetteconnector.com/download/lafayette-north-south-corridor-study-path-to-progress/.

The Path to Progress evaluated four possible corridors and structure types. The criteria used to judge each option included traditional highway cost/benefit, public safety, environmental effects, and quality of life. The Evangeline Thruway was determined to be the best corridor.

In 2001, following a Public Hearing on the Draft Environmental Impact Statement (EIS), the Lafayette City-Parish Council, in its capacity as the Lafayette MPO, adopted a resolution to approve and identify the Locally Preferred Alternative Alignment as Alternative RR-4 with Sub-alternative F (MPO Sub-alternative) and Sub-alternative H. This is the alternative that was approved in the 2003 Record of Decision (ROD), which can be found on the project website here: https://lafayetteconnector.com/download/record-of-decision/.

The current work is a Supplemental EIS (SEIS) to determine the environmental effects of modified alternatives, also within the Evangeline Thruway corridor, and to identify the measures required to avoid, minimize, or mitigate any adverse effects.

Since the project was reinitiated in 2015, the I-49 Lafayette Connector has undergone an extensive community outreach process, including neighborhood meetings, workshops, and the Context Sensitive Solutions (CSS) process, which have led to substantial modifications of the alternative defined in the 2003 Record of Decision (ROD). The public has been invited to participate through public information meetings, CSS committee sessions, neighborhood outreach, and by submitting comments online or in writing. As the project moves forward, the public will have additional opportunities to provide input during the formal Public Hearing in September 2026.

A Supplemental Environmental Impact Statement describes the proposed project, its environmental impacts and the proposed mitigation for those impacts. An SEIS has been prepared for this project because new alternatives were identified in 2017 and must be evaluated and compared to the 2003 ROD Alternative.

The purpose is to complete I-49 South to connect Lafayette and New Orleans; the needs of the I-49 Connector include:

• System Linkage
• Existing and Projected Traffic Conditions
• Modal Interrelationships
• Safety
• Hurricane Evacuation
• Economic Factors

Typically, the capital and maintenance costs of the roadway transportation improvements and any mitigation of adverse impacts are funded by the DOTD with assistance from the FHWA. Other project elements, for example street lighting, might be constructed by DOTD but would be maintained by the local authority responsible for street lighting. The construction, as well as the maintenance of any non-transportation-related joint use projects, would typically be financed by others. Funding resources and delivery methods for the project as well as the phasing of the construction will, in part, be determined by available funding.

Cost related to reconstruction of Evangeline Thruway are included in the cost of the overall project. It is unlikely that the city would have construction cost responsibilities unless it requests modifications or additions to the design beyond what the state typically would construct. However, local governments typically are responsible for maintenance of sidewalks, lighting, landscaping, and other street amenities.

The “transportation purpose” of a project is the project element or elements that meet the Purpose and Need. In the case of the I-49 Connector, this is the construction of an interstate highway connecting the I-49/I-10 interchange with the next I-49 segment in the vicinity of the Lafayette Regional Airport. Other transportation elements, such as improvements to the Evangeline Thruway and certain bicycle and pedestrian facilities related to the interstate highway, may be found to have a transportation purpose and may be eligible for transportation funding. The FHWA would make the decision. Also eligible for transportation funding are the measures identified in a ROD as mitigation for the adverse impacts of the elements with a transportation purpose.

A Phase I Environmental Site Assessment (ESA) has been completed. Based on the findings of the Phase I ESA, Phase II ESAs have been conducted at locations within the proposed right-of-way where recognized environmental conditions (RECs) were identified. These Phase II investigations are being carried out in coordination with the Louisiana Department of Environmental Quality (LDEQ) to determine the presence and extent of contamination. The need for remediation and the associated costs will be determined after the completion of the Phase II ESAs, the identification of appropriate remediation measures, and the selection of a Preferred Alternative. Protection of drinking water sources, including the Chicot Aquifer, will be ensured through compliance with LDEQ and federal regulations, and any impacted wells will be properly abandoned or replaced as required.

Entrance and exit ramps, both north and south of Downtown, are planned to replace the interchanges at Johnston Street and 2nd/3rd Streets that were included in the 2003 ROD Alternative. These ramps would connect with a rehabilitated Evangeline Thruway that would intersect with local streets leading into Downtown.

Water runoff from the I-49 Lafayette Connector project will be managed through a comprehensive set of measures that comply with federal, state, and local regulations:

• Design Standards & Regulatory Compliance: The project will adhere to LADOTD’s Design Policy on Erosion Control, the Hydraulics Manual, and the stormwater requirements of the Lafayette City-Parish Code of Ordinances.

• Erosion & Sediment Control: Both temporary and permanent erosion control measures will be implemented during construction. These include silt fencing, sediment ponds, temporary seeding, and other best management practices (BMPs) to prevent sediment and pollutants from entering streams and wetlands.

• Stormwater Permitting & SWPPP: Construction activities will require a Louisiana Pollutant Discharge Elimination System (LPDES) General Permit, which mandates the development and implementation of a Storm Water Pollution Prevention Plan (SWPPP). The SWPPP will specify erosion control and pollution prevention measures and must be submitted to LDEQ at least 48 hours before construction begins.

• Drainage System Design: Most existing open channels will be converted to subsurface drainage systems with pipes and box culverts. Drainage basins for the mainline and surface street runoff will be divided into independent trunklines, each designed for appropriate capacity and design storm events according to DOTD standards.

• Floodplain Protection: Elevated structures and at-grade approaches will be designed to provide at least one foot of freeboard above the design water surface elevation, as required by DOTD’s Hydraulics Manual, minimizing flood risks.

• Water Quality Certification: Any discharges into waters of the U.S. will require Section 401 Water Quality Certification from LDEQ, ensuring that water quality is not impaired.

The current project alternatives for the I-49 Lafayette Connector are designed to avoid the need to relocate a runway at Lafayette Regional Airport. While the 2003 Record of Decision (ROD) alternative would have required extending and relocating Runway 11-29, the new alternatives (C-5 and C-6) realign the mainline and interchange near the airport specifically to eliminate this impact. The Federal Aviation Administration (FAA) has been actively involved in reviewing the updated design, and the preferred alternative is expected to receive FAA approval for a modification that avoids the runway relocation. As a result, runway relocation is no longer anticipated to be required for the project, pending final FAA concurrence during the ongoing coordination process.

DOTD has committed to elevate the roadway structure to provide 22 feet of clearance above the ground, which exceeds the minimum requirement of 16 1/2 feet.

The current plan is that the structures would be 10 feet apart in Downtown and 5 feet apart elsewhere.

The corridor is being planned to provide six lanes for mid- and long-distance trips on the interstate and four lanes for local trips on the Evangeline Thruway. This will give regional and local travelers the option of using either the Thruway or the interstate depending on where they would get on and where they are going. This plan greatly removes longer distance through trips from the surface streets, which will reduce congestion on the Thruway and the local network.

The design incorporates new and enhanced sidewalks, multi-use paths, and bicycle facilities throughout the corridor, in accordance with state and local Complete Streets policies. These improvements are coordinated with local and regional plans, such as the Lafayette MPO Bikeways Plan and the Lafayette Pedestrian and Bicycle Committee’s recommendations. Specific features include multi-use trails (like the Atakapas-Ishak Trail), shared-use paths, and improved crossings at key intersections. Detailed design of these facilities will continue as the project progresses, ensuring they are well integrated with the final highway alignment and responsive to community input.

Complete Streets is a transportation policy and design approach that plans, designs, operates, and maintains streets to provide access, mobility and safety, for users of all ages and abilities regardless of their mode of transportation. DOTD Complete Streets Policy (link), Metropolitan Planning Organization Complete Streets Policy (link)

No, but there are Control of Access restrictions on frontage roads and connecting roads relative to ramp terminals.

With much less traffic expected on the Thruway, a lower design speed along the Evangeline Thruway will be considered during the traffic evaluation.

No, because the I-49 Connector is intended to provide the capacity needed during evacuation events. However, the Acadiana Planning Commission has evaluated the impacts of the I-49 Connector on the local grid system and found a positive impact on the local grid.

A “Signature Bridge” is an iconic, typically long-span structure, that can be architecturally significant and have potential historic and cultural references. A “Landmark Feature” could take many forms, including a Signature Bridge, to enhance the overall transportation corridor for identity and place-making purposes, but could include gateway monuments, large-scale landscape elements, major public art features and other urban design features.

Access to the neighborhood between the Union Pacific Spur and Chopin Street has been a key topic throughout the Context Sensitive Solutions (CSS). DOTD, in coordination with the Lafayette Consolidated Government (LCG), neighborhood residents, and the Sterling Grove Historic District, has engaged in multiple rounds of public and neighborhood meetings to discuss and refine access options. These discussions have resulted in commitments to maintain and improve local connectivity, including the extension of Drain Street to E Alley Street with added sidewalks, and enhancements to pedestrian and bicycle access across the corridor. The final design will continue to be informed by ongoing coordination with local stakeholders to ensure that neighborhood access needs are addressed as the project moves forward.

Yes, economic development has been a consistent focus throughout. Now that the Context Sensitive Solutions (CSS) process is complete, a range of design elements intended to stimulate or complement economic development have been incorporated into the project. These include improved access and mobility, enhanced connections to local businesses and neighborhoods, and opportunities for joint development and under-structure uses along the corridor. The DSEIS further notes that the project is expected to generate positive impacts on construction employment, support redevelopment in adjacent areas, and provide infrastructure that can attract new investment. Ongoing coordination with local agencies and stakeholders will continue to ensure that economic development opportunities are maximized as the project advances through final design and implementation.

The alignment is set but the final decision on the alignment alternative for the I-49 Connector has not yet been made. These alternatives (C-5 and C-6), along with their anticipated impacts, are presented and analyzed in the DSEIS and will be shared at the public hearing. The identification of the Preferred Alternative C-6 will be shared at the public hearing on the DSEIS. All public and agency comments received during the hearing and the official comment period will be considered before a final decision is made. The FHWA intends to issue a single document that combines the Final SEIS and the Record of Decision (ROD), unless statutory or practical considerations require separate documents. The final selection of the alignment alternative will be documented in the combined FSEIS/ROD, following the public hearing and review of all comments.

The Federal Highway Administration (FHWA) and Louisiana Department of Transportation and Development (DOTD) began formal consultation with the State Historic Preservation Officer (SHPO) and other consulting parties as part of Section 106 of the National Historic Preservation Act. This process began with meetings as early as January 2017 and included multiple public and stakeholder meetings to identify, assess, and address potential impacts to historic neighborhoods. The consultation led to the preparation of a Programmatic Agreement (PA), which outlines specific measures to avoid, minimize, or mitigate adverse effects on historic properties, including the Freetown-Port Rico National Register Historic District. Mitigations include street improvements on Drain Street, historic interpretive panels, and neighborhood identification signage.

Rico Historic District. A draft Programmatic Agreement (PA), which outlines the process for further archaeological investigations and mitigation. The Section 106 process will be completed in parallel with the finalization of project alternatives and before a Record of Decision is issued.

A new MOA will be needed for three principal reasons:

• The 2002 MOA expired in 2017;
• The project has changed in many ways; it will have different effects on historic resources and, potentially, require different mitigation measures; and
• There is a new historic district, Freetown-Port Rico, that has been listed on the National Register of Historic Places (NRHP).

The Section 106 process has three principal steps: identification of the resources, determination of the effects, and development of mitigation measures. The first of these is complete. See the Historic Architecture Resource Inventory Update, Volumes I and II at the following link: https://lafayetteconnector.com/project-library/#section-106

The other steps cannot be undertaken until the modified alternatives have been defined which is currently underway as part of the DSEIS process.

The Section 106 process is ongoing. The first step—identification of historic resources—has been completed. The next steps, which include determining effects and developing mitigation measures, are proceeding in coordination with the development of the modified alternatives is analyzed in the DSEIS. The Section 106 consultation has advanced discussions of potential adverse effects and mitigation for historic resources, particularly regarding visual impacts to the Freetown-Port Rico Historic District. A draft Programmatic Agreement (PA), which outlines the process for further archaeological investigations and mitigation is currently under review by agencies and the public. The Section 106 process will be completed in parallel with the finalization of project alternatives and before a Record of Decision is issued.

Commitment 3.9 acknowledges the potential for contamination through groundwater/surface water interchange and states that this will be addressed through special design techniques and plan review procedures involving USEPA, LDEQ, and other appropriate agencies.

Commitment 3.7 offers the following special design techniques that could be used:

• Excavation to a depth of 15 ft, disposal at an appropriate offsite location, and backfilling with clean material;

• Excavation to a depth of 5 ft, disposal at an appropriate offsite location, capping the excavated area, and backfilling with clean material;

• Excavation of footing locations only; and

• Drilling (instead of pile driving) and using a slurry seal to prevent downward migration of contamination.

No decision has been made pending completion of the Phase II Environmental Site Assessment and the advancement of the design and construction methods.

One way a highway can assist future development is by reducing congestion and improving connectivity. This project is designed to accomplish both.

Yes, a detailed noise analysis has been completed. The analysis followed FHWA and DOTD procedures for evaluating highway traffic noise impacts and included modeling of future noise levels for the build alternatives, identification of noise-sensitive receptors (such as residences, schools, churches, and parks), and assessment of potential mitigation measures like noise barriers. The study found that the project would increase noise levels at specific locations along the corridor, and recommended noise barriers where feasible and reasonable. The full analysis included predicted noise levels, barrier recommendations, and regulatory context.

The area that may be contaminated between Taft/16th Street and 3rd Street currently is designated as suitable for Industrial use by the Louisiana Department of Environmental Quality (LDEQ).

Section 2.9. Land Use of LDEQ’s Risk Evaluation / Corrective Action Program (RECAP) states “Current and future land use shall be determined in order to characterize the activities and activity patterns of the potentially exposed population. The current and future land use category … is subject to Department approval.”

Section 2.9.1 Industrial/Commercial states “Industrial/Commercial land use refers to any property not currently used for human habitation on a permanent or temporary / intermittent basis…” It goes on to list hundreds of specifically allowed uses, using the North American Industry Classification System (NAICS).

Allowed uses include many types of businesses, hotels, fitness clubs, and much more. Disallowed uses include childcare and child social service facilities; kindergarten through post-graduate academic institutions; hospitals and residential care facilities; private homes; boarding houses, RV parks; correctional facilities; nature parks; and water supply and irrigation facilities. The NAICS codes are largely meant to help organize data for commercial entities, not all land uses. The code does not include small parks, farmers’ markets, tennis courts, or dog parks. Those uses are not explicitly allowed or disallowed.

More information available on LDEQ website: https://www.deq.louisiana.gov/page/recap