Interstate 69 is a long-term initiative to create a new corridor connecting Canada to the Mexican border. As work on I-69 continues steadily toward the goal of significant improvements to freight movement, economic development, and connectivity between multiple major urban areas in the central United States, the states of Kentucky and Indiana have given their project components a high priority.
A major milestone of the project was realized when the state of Indiana completed the final segment of its section of I-69 in 2024, making it part of the longest completed segment of the new corridor — from the Canadian border in Port Huron, Michigan, to Evansville, Indiana. Now, the Evansville area is the construction site for Indiana's segment of what has been called a “transformational” road and bridge project along the I-69 corridor.
The I-69 Ohio River Crossing (ORX) Project will complete the Interstate 69 connection between Evansville, Indiana, and Henderson, Kentucky, with a new four-lane crossing over the Ohio River between the two states. Beyond the improved traffic flow, reduced delays and congestion, and enhanced safety the new bridge will generate, ORX is expected to benefit both states and the entire region with more efficient movement of people and goods, as well as increased economic opportunities.
“Because of the scale and complexity, the ORX project was broken into three sections for delivery and construction,” said Matthew Bullock, Indiana Department of Transportation (INDOT) Project Manager. “Section 1 and Section 3 set the stage for construction of Section 2.”
INDOT is leading Section 3 construction, which began in the fall of 2024 and is expected to be complete in late 2026. The general contractor, ORX Constructors, is a design-build joint venture contractor team composed of Walsh Construction of Chicago, Illinois, and Traylor Bros. Inc. of Evansville. According to Bullock, Section 3’s final design and construction costs are $202 million, while the project’s total cost is $216 million. The project is funded with state and federal dollars.
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Construction on Section 1, the Kentucky approach to the new crossing, started in summer 2022 and was substantially complete in October 2025. This work was led by the Kentucky Transportation Cabinet (KYTC) and includes the approach roadways to the ORX bridge located within Kentucky. Section 1 also includes a 6-mile extension of I-69 and three new interchanges. Section 1 was completed on schedule and on budget, with final design and construction costs totaling $158 million. The project was funded with state and federal dollars.
ORX Section 2 is a bi-state project, which includes the new river crossing between Evansville and Henderson. The bridge will ultimately be owned equally by Kentucky and Indiana. The estimated cost to construct Section 2 is approximately $933 million. Construction is anticipated to begin in spring 2027 and finish in 2031. The procurement process is underway, with three shortlisted proposers identified in late 2025 and technical and cost proposals due this fall. The Section 2 contract is expected to be awarded in late 2026.
In addition to the I-69 Ohio River bridge, Section 2 work will include approach bridges on both sides of the river, cuts and fills for cross-country grades, and reconfiguring and realigning the U.S. 41 interchange in Kentucky and a new interchange with Veterans Memorial Parkway in Indiana.
“Section 3 includes approach roadway and three bridges in Indiana, along with widening of embankment along existing I-69,” said Neal O’Russa, ORX Constructors Design-Build Coordinator for Section 3. “Southbound lanes for approach bridges are included in Section 3 work in Evansville. Facilities under construction now will provide all-weather access for construction equipment, crews, and material deliveries as work begins on Section 2 next spring.”
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Nearly all of Section 3 is in a flood plain, O’Russa pointed out.
“Building this elevated construction access will help ensure that Section 2 of the project — the main river crossing — minimizes delays due to high water,” he said. “The Section 2 project will complete roadways and bridges, including northbound lanes, that are not constructed as part of Section 1 or Section 3 work.”
Figures for materials excavated and amounts of materials utilized in construction provide an illustration of the project's scope:
- 7,250 linear feet of bridge deck (1.4 miles)
- 311,225 square feet of bridge deck
- 850,000 cubic yards of embankment fill
- 1,045 18-inch diameter pipe piles (over 16 miles driven)
- 6,000 cubic yards of pile concrete infill
- 8,000 cubic yards of substructure concrete
- 10,500 cubic yards of deck concrete
- 24,000 cubic yards of concrete, total
- 176 prestressed precast lightweight high performance concrete beams (longest is 188 feet long, weighing 100 tons)
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“As of February 2026, construction of Section 3 is 75 percent complete,” O'Russa said. “Work is expected to be substantially complete late this year. Substructure work was complete in mid-February, and final beams were delivered and set in February. Bridge deck pours will continue this spring with warmer temperatures. Crews will also complete remaining embankment operations.”
A major component of ORX Section 3 is the construction of three new approach bridges, with a total of 41 intermediate piers, for a total bridge length of 7,253 linear feet. Bridge 1 is a long, straight bridge (3,910 feet). Bridges 3 (1,813 feet) and 5 (1,530 feet) are curved to direct I-69 southward and create a new interchange with Veterans Memorial Parkway. Bridge 1 and Bridge 3 will carry two southbound lanes. Bridge 5 will be a single lane ramp from Veterans Memorial Parkway to southbound I-69.
The bridges are being built with prestressed lightweight concrete beams, a somewhat innovative method.
“A specialized high-strength concrete mix design was formulated to achieve multiple targets,” O'Russa said. “The concrete reaches a compressive strength of 10,000 psi, is self-consolidating, utilizes lightweight aggregates, and has very low permeability. Prestressed steel strand layouts, debonding, draping details, and reinforcing elements also underwent significant design development to attain these span lengths.
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“Multiple design checks were performed to analyze transportation and handling of each beam. Temporary top strands were added to increase stability safety factors during handling. Camber and deflections of the beams were closely monitored during casting, erection, and placement of deck concrete to ensure a smooth final driving surface.”
The longest beams are approximately 188 feet long and 7 feet tall. Each bridge deck will be poured in units. Each bridge consists of three units with modular expansion joints between each unit to allow thermal and potential seismic movements.
“Concrete deliveries for the large deck pours are a well-planned operation,” O'Russa added. “The concrete is procured through two ready mix plants to provide assurance that concrete can be delivered on time and as a contingency plan if one has issues. Bridge 1 will require the largest deck pours. Seven spans will be poured at once, using approximately 1,850 cubic yards of concrete. Bridge 1 will require three similarly sized deck pours, with each pour lasting about 12 continuous hours, and will require about 185 truckloads of concrete.”
In total, the three bridges include nearly 200 concrete beams ranging in length from 125 feet to 188 feet. O'Russa pointed out that the beams are among the largest precast concrete beams used in any construction project in the Midwest. Four beams were delivered each day, with one beam transported per truck. The last beams for the third and final approach bridge under construction in Evansville were delivered and set in February 2026.
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“January weather impacts delayed the delivery and setting of final beams by about two weeks,” Bullock said. “Crews continued other onsite tasks while deliveries were rescheduled. The overall schedule was not impacted. The schedule always allows time for potential winter weather impacts.”
The main challenge on the project is that most of Section 3 lies in a floodplain, O'Russa said.
“High water events in 2025 twice caused us to demobilize equipment, prepare the work site, and be sidelined from construction on site,” he said. “We're prepared for high water, and additional time has been built into the schedule to accommodate expected flooding, so our construction schedule has not been affected.
“The 2025 flooding did demonstrate the importance of building all-weather access to build the I-69 bridge. This will help ensure that building the future bridge stays on schedule.”
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O’Russa added that a High-Water Work Plan is in place, which outlines several provisions to ensure high water does not impact the project schedule.
“Haul roads have been built to elevation to limit the impacts of high water and help facilitate moving equipment and materials on and off site,” O’Russa said. “When high water keeps crews from being on site, work is continuing. There are two offsite construction yards located above flood level. Crews prefabricate bridge components such as temporary overhang decking and diaphragm forms off site.”
Another challenge is the geotechnical complexities for the project. The site lays on the north bank of the Ohio River, with deep layers of sand deposits overlaying weak shale and coal seams. The proposed I-69 corridor (Sections 1, 2, and 3) is considered a critical route and has been designed considering two levels of seismic movement.
“An extensive geotechnical investigation and analysis included more than 50 borings and three full-scale static load test piles,” O’Russa said. “Deep foundations for this project include over 1,000 pipe piles, totaling roughly 16 miles of piling. The contractor drove the piling using diesel impact hammers and swinging leads on 230-ton and 250-ton Manitowoc crawler cranes.”
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Among the other primary equipment utilized on the project: Grove RT765E-2 Rough Terrain Crane; 300-ton Manitowoc 2250 Crawler Crane; 330-ton Liebherr LR1300 Crawler Crane; 200-ton Link-Belt 238 Crawler Crane; Caterpillar 289D3 Track Loader Skid Steer; Caterpillar 950-14 Wheel Loader; Caterpillar 325-07 Compact Radius Excavator; Caterpillar D5-17LGP Dozer; Caterpillar CS12 Vibratory 84-inch Soil Compactor; JLGSkytrak 12054 Telehandler; 135-foot JLG 1350SJP Manlift; 125-foot JLG 1200SJP Manlift; and 60-foot JLG 600SC Steel Track Manlift.
“This project has been discussed for decades because of the vital interstate connectivity it will provide between Evansville and Henderson and because of the importance of the new I-69 corridor nationally,” said Lyndsay Quist, Indiana Department of Transportation Commissioner. “Projects like this improve commutes and lives, opening the door to new economic opportunities.”
“A project like this one is fulfilling for a lot of reasons,” O'Russa said. “Living in the region for almost 20 years, it’s very satisfying to see these roadways and bridges taking shape before my eyes. In addition to the benefits to drivers and the regional businesses, the opportunities associated with a project of this magnitude are helping so many people advance their construction careers.”
“It’s so exciting to see the progress that’s been made in Evansville,” Bullock added. “For those who have wondered where the long-discussed I-69 bridge will be located, the straight stretch of bridge being built now marks the path to this key connection. It’s tremendously fulfilling to serve as Project Manager on a project that is making such a difference in our area.”
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- Owner: Indiana Department of Transportation
- General Contractor: Joint venture of Walsh Construction, Chicago, Illinois; and Traylor Bros. Inc., Evansville, Indiana
- Engineer of Record: American Structurepoint, Indianapolis, Indiana; Jacobs, St. Louis, Missouri
- Project Development/Preliminary Design: Parsons, Chantilly, Virginia (with local offices in Indiana and Kentucky)
