Interstate 69 in Indiana

Previously, all of I-69 in Indiana north of the Indianapolis metropolitan area was four lanes, but INDOT has reconstructed and widened I-69 to six lanes through most of the Fort Wayne metropolitan area by adding a travel lane in the median for each direction.

Likewise, INDOT has widened I-69 from I-465 on the northeast side of Indianapolis to SR 37/116th Street in Fishers from the original six to eight through lanes, with additional auxiliary lanes between interchanges. A project to add a third travel lane in the median for each direction between SR 37/116th Street and SR 38 near Pendleton, as well as to completely rebuild the Campus Parkway/Southeastern Parkway junction (exit 210) as a diverging diamond interchange (DDI) without necessitating its closure to traffic, began in 2016 and was completed in early 2018. As part of the Next Level Roads initiative, INDOT began a project in mid-2018 to extend the six-lane section north from Pendleton to SR 9 in Anderson and to rehab the existing four lanes of pavement from there to the junction of SR 67 and SR 32 near Daleville.[6]

Originally, there were seven rest areas and two weigh stations located along the original length of I-69 in Indiana. Of those, only four rest areas and one weigh station remain open at present. The Pipe Creek Rest Areas serve northbound and southbound travelers in Delaware County near mile marker 250 (formerly marker 50). Totally rebuilt in 2008, these areas also serve motorists on US 35, which is concurrent with I-69 along this stretch of freeway.[7][8] Near milemarker 280 (formerly marker 80) in Huntington County, there were originally twin weigh stations for commercial vehicles; however, only the southbound facility is still used. Also in Huntington County, the northbound Flat Creek Rest Area once served those heading north near original milemarker 89 (now marker 289) but joined its southbound companion (which had closed in January 2009 and was located a couple miles to the north in Wells County, just south of the Wells–Allen county line near original milemarker 92) on the list of permanently closed rest stops by late 2012.[9] These areas were closed due to their age, cost of maintenance and operation, as well as their relative proximity to the Fort Wayne metropolitan area. Two other rest areas just north of that city in DeKalb County were also closed by 2001 for similar reasons. There, the twin Cedar Creek Rest Areas once served northbound and southbound traffic near original milemarker 123 (now marker 323). In July 2011, it was reported that INDOT had begun building a new northbound facility at that location.[10] In November 2012, it replaced the aforementioned Flat Creek northbound rest area farther to the south, which closed upon completion of this new facility at the Cedar Creek site. Finally, between Fort Wayne and the Michigan state line, the Pigeon Creek Welcome Center serves southbound motorists in Steuben County near milemarker 345 (formerly marker 145).[11]

At present, there are no rest stops or weigh stations on the southern segment.

In the 1944 study titled Interregional Highways and again, in 1947 when the original Interstate routes were first officially designated, I-69 had its northern terminus listed as the Indiana Toll Road. But, in 1956, highway officials of the state of Michigan approached their Indiana counterparts about extending I-69 north from the Toll Road and into their state along the route of US 27 to reach the proposed I-94 near Marshall. After some further studies, both states requested this change and the Bureau of Public Roads (BPR) approved their proposal on January 21, 1958, making the Michigan state line the new northern terminus of I-69 in Indiana and moving its national terminus permanently into Michigan.[12]

The original southern termination point of I-69 was to have been located at the northeast corner of the inner loop (now known locally as the I-65/I-70 "North Split" interchange) near 13th Street and College Avenue in Indianapolis. Preliminary routing of the highway from SR 38 near Pendleton to Indianapolis had it generally following the SR 67 corridor southwest, joining I-70 near German Church Road on the east side of Marion County, where the two routes would then be cosigned into the city. Later route location studies in 1961 recommended a different path, heading generally west from Pendleton to SR 37 near Fishers, then southwest past the Indianapolis outer beltway concurrent with the new location of that state route (now known as Binford Boulevard). Once well into the city, it would turn south to cross Fall Creek and meet up with the inner loop at its northeast corner.[12] In fact, the grading and overpasses for this never-built connection's ramps can still be seen at that location.

However, in 1962, the BPR ruled that it would only approve funding for I-69 to be built to the first Interstate Highway connection in the Indianapolis area, which was the I-465 outer beltway near Castleton. State officials later sought to designate the proposed Northeast Freeway connecting that I-69/I-465 interchange to the North Split interchange, approximately 11 miles (18 km) in length, as I-165 in order to get around this initial ruling. But, after a political fight over the inner-city portions of I-70 and I-65 (part of the national freeway revolt), it was eventually decided in the late 1970s to scrap the Northeast Freeway altogether. In its place, the state was allowed to use federal funds to widen I-70 from its original six lanes to eight and ten lanes as well as to rework its east side interchange with I-465 in order to handle the additional traffic loads from I-69 and the northeastern suburbs it serves.[12]

Like all Interstate Highways in Indiana, the original I-69 was constructed in segments which, when all were complete, made up the route that exists today. There were 11 segments in the federally approved original route between I-465 in the Castleton neighborhood of northeastern Indianapolis and the Michigan state line.[13]

The first section of I-69 to be completed in Indiana was the 10.16-mile (16.35 km) stretch in Allen County around the west and north sides of Fort Wayne between the former Upper Huntington Road (now Jefferson Boulevard), which then carried US 24 and SR 37, and Coldwater Road, which, at the time, was US 27 (later SR 327, but now neither). This initial portion of I-69 freeway opened to traffic on October 23, 1962. The 11th and final segment (of the original route) to be completed was the 5.05-mile (8.13 km) stretch between the north leg of I-465 in Indianapolis and the split with SR 37 at Fishers, which fully opened to traffic on November 16, 1971.[13]

Long after the route's original completion, I-69 was divided into a number of SIUs dealing with a proposed extension of the freeway to the Mexican border in Texas. The original 157.30-mile (253.15 km) section of I-69 in Indiana in its entirety is now part of SIU 1.

When the United States Congress enacted the Intermodal Surface and Transportation Efficiency Act in the mid-1990s, it established High Priority Corridors 18 and 20. Together, these corridors mandate the construction of an Interstate Highway from Port Huron, Michigan, to Brownsville, Texas. The new highway was designated I-69. The routing of the highway has proven to be controversial in Indiana, as it was to become a planned toll road in southern Indiana called Southern Indiana Toll Road (SITR). After nearly 10 years of studies and close coordination between the Federal Highway Administration (FHWA), the US Army Corps of Engineers (USACE), the Environmental Protection Agency (EPA), and INDOT, the final route for I-69 between Indianapolis and Evansville was announced in March 2004. At that time, it was still uncertain when the extension would be built, since no funds were available to construct the $1.8-billion highway. Nonetheless, the FHWA and INDOT have been extremely methodical in the environmental studies required for SITR to be built. State and federal highway officials opted to use a two-tier environmental study along with close coordination with USACE, the EPA, and other state and federal agencies to ensure the proposed route can withstand any legal challenge that may be brought forth by opponents. While officials have performed studies on dozens of possible alignments over the past 30 years, the most recent round of environmental studies for SITR have been ongoing since 1992.

SIU 1 includes the entire length of I-69 in 1998, from the I-465 interchange on the northeast side of Indianapolis north to Lansing, Michigan, then east to Port Huron, Michigan. It was built in stages between 1956 and 1992, with the final gap between Charlotte, Michigan, and Lansing completed on October 22, 1992. SIU 1 also includes the I-469 loop around the east side of Fort Wayne that opened in stages between 1989 and 1995. When the national I-69 extension project was conceived, SIU 1 was already long completed except for the northernmost portion of I-469 which was still under construction at the time, so the scope of future work in this segment of the "new I-69" would be limited.

A major project in the Fort Wayne metropolitan area began in 2002, resulting in an additional travel lane in each direction, bridge and pavement reconstruction, and interchange reconfiguration. Plans for SIU 1 also included spot changes and pavement rehabilitation to the I-469 loop around Fort Wayne and additional mainline and interchange changes to I-69 northeast of Indianapolis.[14]

At the north end of the Fort Wayne section, a new dogbone interchange was built in 2012 at Union Chapel Road (exit 317) to serve the then-new Parkview Regional Medical Center campus, replacing an original grade separation without Interstate access at that location.

Just to the south of the Parkview complex, the junction at Dupont Road (exit 316) was rebuilt and converted into Indiana's first DDI by late October 2014.[15]

On October 24, 2007, INDOT announced a $600-million (equivalent to $767 million in 2021[16]) plan to reconstruct the I-69/I-465 interchange on the northeast side of Indianapolis that included the widening of about eight miles (13 km) of I-69, I-465, and Binford Boulevard. Environmental studies and design work were subsequently undertaken, and construction on the I-69 portion of the project was initially expected to begin in 2012.[17] However, that portion of the plan was later scaled back, with the I-69/I-465/Binford Boulevard interchange still awaiting most of the planned changes.

In the mid-2010s, the I-69 portion of the Operation Indy Commute project attempted to address many of the capacity issues the complete 2007 plan would have corrected, by adding two new travel lanes between 82nd Street and a rebuilt split with SR 37 as well as by adding auxiliary lanes between interchanges in this same area.[18]

In December 2015, another new plan was announced to rebuild the I-69/I-465/Binford Boulevard interchange. However, construction was not scheduled to begin until 2020.[19] Construction on the project, which was to improve safety and traffic flow, was finally initiated in early 2022 under "Clear Path 465". The project included added travel lanes, new ramp lanes, 14 new bridges, two rehabilitated bridges, maintenance work and interchange modifications, especially at the I-465/I-69/Binford Blvd interchange. Construction is scheduled to be completed by the end of 2025.[20]

INDOT widened 14 miles (23 km) of I-69 from four to six lanes between the 116th Street/SR 37 interchange at Fishers and the SR 38/State Street interchange in Pendleton, a project that began in 2016 and was completed in early 2018.[21] This contract also included the reconstruction and conversion of the interchange at Campus Parkway/Southeastern Parkway (exit 210) into I-69's second DDI while maintaining traffic flow and full access for all directional movements.[22] As a followup, INDOT announced in 2018 that the six-lane section would be extended by another 8.4 miles (13.5 km), from Pendleton to SR 9 in Anderson. The $79-million (equivalent to $84.8 million in 2021[16]) contract also includes pavement rehabilitation for another 6.5 miles (10.5 km) beyond that point, to the SR 67/SR 32 interchange in Daleville.[23]

A new interchange (exit 204) at 106th Street in Fishers, constructed between April and December 2016 (with final landscaping work extending into 2017), was opened to traffic on December 7, 2016.[24] The original two-lane grade separation without I-69 access was replaced by two separate two-lane bridges over the freeway. Each bridge carries one direction of traffic in an oval-shaped roundabout that controls traffic on 106th Street and interchange ramps to and from both directions of I-69.[24][25]

Since the beginning of the I-69 extension project, people have assumed that this SIU would connect I-69 SIU 1 and SIU 3 by utilizing the eastern and southern legs of the I-465 beltway in Indianapolis. In 2021, the INDOT confirmed the routing.[26] Much of this stretch of I-465 was reconstructed during the first decade of the 2000s, with additional reconstructions scheduled for the 2010s, totally independent of the I-69 extension project. INDOT has strongly indicated that any concurrent signing of this route along I-465 will likely not be done until the southern (SIU 3, Section 6) portion of I-69 is connected (at new exit 4B, just west of the SR 37/Harding Street interchange on the southwest side of Indianapolis). That new system interchange, part of SIU 3's Section 6, is not presently scheduled to be completed and open to traffic until about 2024.[27] The southern leg of I-465 is the last major portion of the beltway that has yet to be widened from its original six-lane cross-section, and is the scene of chronic traffic congestion. In conjunction with the construction of the I-69/I-465 southwest interchange at the northern end of SIU 3, several miles of I-465 between I-70 to the west and I-65 to the east will be reconstructed and widened to handle the additional traffic expected to be generated on I-465 when the last section of I-69 is completed. Construction began in 2021 and is expected to be completed along with the I-69 interchange in 2024, the I-465 south project will involve a complete reconstruction and widening of I-465 from I-65 to I-70: the roadway will be reconstructed and widened to accommodate additional travel lanes; bridges and overpasses will be replaced; and interchanges at SR 67 and US 31 will be reconfigured.[28]

On November 9, 2006, then-Governor Mitch Daniels announced plans for a 75-mile (121 km) outer loop around Indianapolis to be known as the Indiana Commerce Connector (ICC). As proposed, that route would have been entirely privately funded, with a portion of the revenues possibly applied to constructing I-69 from Indianapolis to Naval Surface Warfare Center Crane Division (NSWC Crane Division). The remaining portion of the highway to Evansville, Indiana, was already funded with funds from the Major Moves initiative.[29][30] Strong opposition from local residents and the then-Democratic-controlled House of Representatives forced Daniels to abandon the ICC plan on March 24, 2007, although House Democrats assured southwest Indiana residents that this decision would not affect construction on I-69 between Indianapolis and NSWC Crane Division.[31][32]

As of November 2014, there was no timeline for funding or construction of any new-terrain sections for SIU 2. If built, the ICC or similar outer loop around Indianapolis has been proposed to be designated as either I-269 or I-470.[33]

From I-465 on the southwest side of Indianapolis, I-69 would follow the route of SR 37 south via Martinsville to Bloomington, at which point a new terrain routing to the southwest now serves NSWC Crane Division, Washington, and Oakland City. The route intersects I-64, at southern terminus of SIU 3. Beyond there, SIU 4 of I-69 continues south along the former I-164 freeway into Evansville, where a new toll bridge is planned to enter Kentucky and cross the Ohio River near the existing US 41 bridges (just north of which I-69 temporarily ends).[34]

INDOT has taken a two-tier approach to completing the environmental impacts documentation required for construction to proceed. During the Tier 1 studies, 14 route alternatives were analyzed and compared against the "No-Build" option. Of these alternatives, nine were eliminated from consideration as either having too great of an impact on the natural and human environment, failing to achieve the stated goals established for the I-69 extension, or both. The five alternatives that remained were as follows:

• Alternative 1 ran from US 41 to Terre Haute and along I-70 from Terre Haute to Indianapolis. This alternative was favored heavily by Terre Haute.
• Alternative 2 used US 41 to Vincennes and SR 67 from Vincennes to Indianapolis; it was favored by Princeton and Vincennes.
• Alternative 3 was one of the two mostly overland routes along SR 57, then cutting cross country on an alignment that roughly follows SR 45, to SR 37 near Bloomington and using SR 37 to Indianapolis. This proposal was largely supported by the Evansville area but opposed by a vocal minority in Bloomington. A modified version of Alternative 3 is the current path of I-69's construction.
• Alternative 4 followed SR 57 to US 231 near Bloomfield and US 231 from there to Spencer. Next, it went cross country to Martinsville and either followed SR 37 from Martinsville to Indianapolis or continued north to I-70 and used I-70 to Indianapolis. This concept had more support from the Hoosier Hills Area.
• Alternative 5 was the last studied and used SR 57 to US 50 bypass just south of Washington. Afterward, it followed US 50 eastward through Daviess and Martin counties to SR 37 just east of Bedford and then SR 37 from Bedford to Indianapolis. This alternative was favored mainly by Bedford.

In 2003, INDOT presented the Tier 1 environmental impact statement (EIS) to the FHWA, which identified Alternative 3C (following SR 37 between Indianapolis and Bloomington, then over new terrain to US 231 north of NSWC Crane Division, then following SR 57 south-southwest to the I-64/I-164 interchange northeast of Evansville) as the least environmentally damaging practical alternative. Subsequently, in March 2003, the FHWA issued a Record of Decision (ROD) approving the Tier 1 EIS for SIU 3.

In November 2005, then-Governor Mitch Daniels announced the Major Moves initiative, which would raise billions of dollars for transportation projects by leasing the Indiana Toll Road. Legislation enacted in March 2006 authorized Governor Daniels to lease the Indiana Toll Road to a joint-venture between Macquarie Infrastructure Group and Cintra for $3.8 billion (equivalent to $4.99 million in 2021[16]). The same legislation also authorized a similar public–private partnership for design, construction, and operation of 117 miles (188 km) of I-69 between Martinsville and Evansville as a toll expressway. This came following new highway legislation by Congress in January 2006 that allocated over $58 million (equivalent to $76.1 million in 2021[16]) to upgrade SR 37 to a full expressway from Indianapolis to Bloomington, regardless of what happened with I-69.

Nearly 15 years of environmental studies wrapped up on both the toll and free sections of the I-69 extension between Indianapolis and Evansville in 2006; the project was still being considered as a toll road by then. Project engineers and designers were by then identifying exact placement of interchanges, bridge structures, and connecting roads. In June 2006, officials revisited their decision from the Tier 1 EIS to account for the effects of tolling on the route, preparing a report that concluded that the previously selected route remained the preferred alternative, even with tolls; the report was approved by the FHWA in late 2006.[35]

In October 2006, Democratic State Representatives David Crooks and Trent Van Haaften proposed revising Major Moves legislation to make the entire 142-mile (229 km) length of I-69 between Evansville and Indianapolis part of SITR. Under their proposal, SITR would be operated by either INDOT, or a public authority to be established by future legislation. Additionally, the proposal called for SITR construction bonds to be paid off 30–40 years following the road's completion, at which point the tolls would be removed.[36]

On November 9, 2006, Governor Daniels announced that I-69 between Evansville and Indianapolis would be built as a toll-free route, effectively canceling plans for SITR.[37]

During Tier 2 studies, INDOT further divided SIU 3 into six smaller segments, allowing work on each subsegment to proceed at its own pace. On December 21, 2006, INDOT announced completion of the Tier 2 draft EIS for the 13-mile (21 km) section between I-64 and SR 64 near Oakland City.[38] Officials further noted that they would accelerate the final EIS and construction on the southernmost two-mile (3.2 km) section from I-64 to SR 68 to facilitate access to the Toyota's Princeton plant.[39] On April 30, Governor Daniels signed the state's two-year $26-billion (equivalent to $34.1 billion in 2021[16]) budget, which included $119 million (equivalent to $156 million in 2021[16]) to fund construction of the southernmost segment of I-69, ensuring that construction would begin as scheduled in the summer of 2008. The final EIS for the southernmost section was issued on October 22, 2007.

On February 10, 2008, INDOT and the FHWA issued the Tier 2 draft EIS for two sections from Oakland City to Crane, totaling 55 miles (89 km). Of the changes to the original alternative, the draft EIS extended the bridge over the Patoka River from 500 to 4,400 feet (150 to 1,340 m) to minimize damage to the river and adjacent wetlands. Construction on two rural interchanges would be postponed to free up $30 million for the extended bridge. INDOT released the 5,000-page Tier 2 final EIS for Section 3 from US 50 in Washington to US 231 near Crane on December 10, 2009. The ROD for Section 3 was issued in March 2010 and construction began in April 2010. The ROD for Section 2 (Oakland City to Washington) was issued in May 2010. In May 2010, Governor Daniels announced plans for I-69 to be open from I-64 to Bloomington by 2014 (Sections 1 through 4).

Opposition groups, including various community groups and local governments, cited environmental issues and the cost of extending I-69. Opponents of SITR protested the I-69 extension, including petition signing by more than 144,000 Hoosiers along the proposed I-69 corridor and mass mailings of opposition to Governor Daniels. Other acts of protest included the vandalizing of the Indiana Statehouse by protesters who spray-painted "I-69 is the enemy" and "No I-69" on the side of the limestone building. In 2005, activists opposed to the extension set fire to I-69 project offices near Bloomington. In 2007, a group performed a mock eviction of the I-69 project office in Oakland City.

There have been mixed opinions of the project. The routing was strongly opposed in Bloomington and Martinsville, while there was strong support in Evansville and Washington. The US Navy also supported the routing because it would provide access to NSWC Crane Division. The new route was also supported by the Teamsters Union, which represents many truck drivers, the American Trucking Associations, and several trade unions representing the construction industry. Residents of Bloomington and Martinsville both opposed upgrading SR 37 to I-69. The greatest support for I-69 was in Indiana's far southwestern counties and Evansville. Since the southwest corner is the only region not served by an Interstate Highway to Indianapolis, officials in southwest Indiana alleged that highway opponents are blocking I-69 construction in an attempt to further isolate the region from the remainder of the state. To the west, communities along US 41 favored the presently selected alignment in lieu of the only other feasible routing: I-70 to Terre Haute, then US 41 south to Evansville.

After the signing of Major Moves, highway opponents immediately filed two lawsuits to block the toll road lease legislation, arguing it violated the Constitution of Indiana. Among the arguments, the plaintiffs contested that funds generated from the sale of a state public works asset must go to the state's General Fund. In May 2006, St. Joseph County Superior Court Judge Michael Scopelitis issued a ruling declaring it a public suit (one that questions a public improvement) and, as such, required the plaintiffs to post a $1.9-billion (equivalent to $2.49 billion in 2021[16]) bond to continue the suit. In response, plaintiffs appealed the ruling to the Indiana Supreme Court, which upheld the lower court's ruling. With no means for the opposition to post the bond, Major Moves, and thus the proceeding of SITR, took effect with the closing of the deal on June 29, 2006.

On October 3, 2006, protest groups, citing environmental concerns, along with six individuals who live along the I-69 corridor, filed a lawsuit in federal court, alleging that state and federal agencies rigged environmental studies and violated several federal laws in the selection of a new-terrain route for I-69. They further pressed the court for a summary ruling directing the FHWA and INDOT to route I-69 over I-70 and US 41. Judge David Hamilton disagreed, and, on December 10, 2007, he issued a 58-page ruling upholding the selected route for I-69 and the Tier 1 ROD. His ruling did, however, leave open the possibility that the FHWA and INDOT could be forced to reconsider some or all of the previously rejected Tier 1 alternatives if there are new significant findings during the Tier 2 studies that were absent from the Tier 1 EIS. Barring any new major findings in the Tier 2 studies, Judge Hamilton's ruling paved the way for construction to begin on the southernmost segment.

On December 12, 2007, the FHWA issued its ROD giving final federal approval for construction to begin on the section between I-64/I-164 and SR 64 near Oakland City.[40][41] INDOT awarded the first SIU 3 construction contract to Gohmann Asphalt and Construction Company of Sellersburg, Indiana, on February 6, 2008. This contract, completed on May 31, 2008, included the removal of buildings and vegetation from the I-69 right-of-way between I-64 and SR 68. Gohmann also won the construction contract for the first two miles (3.2 km) from I-64 to SR 68 with a $25-million (equivalent to $31.3 million in 2021[16]) bid. Construction began with a groundbreaking ceremony in Evansville on July 16, 2008. INDOT built this first section of the extension of I-69 using the design–build method.[42][43]

On September 29, 2009, the first two miles (3.2 km) of the I-69 extension opened when traffic was shifted from the short segment of SR 57 between I-64 and SR 68 to the portion of the new I-69 route mentioned above. There was some initial confusion as the shift and detour were unannounced and poorly signed initially. This resulted in numerous accidents when motorists either drove through the dead end on the old SR 57 or inadvertently ended up in opposing lanes of traffic on I-164 in the days following the I-69 opening. State troopers directed traffic through the new I-69 segment until crews could install additional signage to more clearly mark the new route.[44] The former SR 57 roadway between SR 68 and I-64 was closed off with a cul-de-sac and now serves as a local access road.

The remaining mileage in Section 1, along with all of Section 2 and Section 3, for a total of 64 miles (103 km) from SR 64 to US 231 near NSWC Crane Division, was opened to motorists on November 19, 2012.[45]

Section 4, from Crane to SR 37 in Bloomington, approximately 27 miles (43 km) in length, was completed and opened to traffic on December 9, 2015.[46]

Section 5 under construction in Monroe County (2017)

Construction on Section 5 to upgrade SR 37 through Bloomington to Martinsville to Interstate standards at a cost of $425 million (equivalent to $456 million in 2021[16]) was completed October 31, 2018. Under a public-private partnership, I-69 Development Partners was originally responsible for the section's construction. However, the partnership experienced multiple delays from the original completion date of October 2016 due to financial and other difficulties, including several work stoppages by subcontractors who cited a lack of being paid in the agreed to manner by the private group.[47] On August 14, 2017, the State of Indiana terminated the P3 arrangement with I-69 Development Partners, citing default on the contract terms and construction being delayed two years from the initial October 2016 completion deadline. INDOT assumed direct oversight of Section 5 construction and contracted with Walsh Construction to serve as the prime contractor for the remainder of the project. Walsh oversaw several subcontractors retained from the I-69 Development Partners P3 arrangement that performed the earthworks, structure erection, paving, and other work to complete Section 5. As work wrapped up, the FHWA approved the designation of the highway as I-69 up to Martinsville on September 18, 2018, and signage was installed.[48]

The routing of Section 6 of I-69 from Martinsville to Indianapolis was again studied by INDOT, with five candidate finalist routes selected from nearly two-dozen options. On March 30, 2016, INDOT announced that I-69 would complete its route to Indianapolis following the current right-of-way of the SR 37 expressway. The Interstate will be constructed along the path of SR 37 from Martinsville—through Morgan, northwest Johnson, and southwest Marion counties—connecting with I-465. The only significant deviation from the present alignment of SR 37 would be just south of the junction at I-465, where the freeway will deviate slightly to the west to allow the present Harding Street interchange of I-465 to remain, with only slight modification to its western ramps. INDOT reported that studies have shown that this preferred routing would reduce crashes and congestion the most, affect less forest and farm acreage, and result in the greatest decrease in travel time. The SR 37 routing also reduces the cost of the project by eliminating the need for a bridge over the White River between Martinsville and I-465. The path also impacts the most businesses, which had been a concern raised by Martinsville residents, business owners, and lawmakers.[49]

Unlike the P3 arrangement initially sought for Section 5, INDOT plans to complete Section 6 through traditional procurement methods, with five contracts let over several fiscal years.[50][51] On February 8, 2018, a combined Tier 2 final EIS and ROD was published for Section 6. On September 4, 2018, $600 million (equivalent to $644 million in 2021[16]) in funding for I-69 Section 6 was announced by Indiana Governor Eric Holcomb, with a goal of speeding up Section 6 completion to 2024.[52] Construction of access roads and changes to local roads in the corridor began in Martinsville in 2019. Construction of the freeway itself began in Morgan and Johnson counties in 2020. Section 6 of I-69 is known as "I-69 Finish Line". INDOT closed SR 37 between Morgan Street and SR 39 in Martinsville starting on January 2, 2021, to enable the construction of I-69 through Martinsville to be completed in one construction season versus two seasons had SR 37 been kept open.[53] This stretch was finally opened to traffic in stages in late December 2021. A year later in December 2022, the Road and Bridges Magazine designated it as the top road project for 2022.[54] The northbound lanes were opened to traffic on December 20 following a ribbon-cutting ceremony with Governor Holcomb,[3] and the southbound lanes were opened to traffic on December 23.[55] On December 16, 2022, over twelve miles (19 km) of SR 37 between SR 44 in Martinsville and SR 144 in Bargersville was officially signed as I-69 during an opening ceremony.[56] The full roundabout at the SR 144 exit was opened on June 13, 2023.[57] Start of construction of I-69 and the I-69/I-465 interchange in Marion County began in early 2021 and includes the reconstruction and widening of nine miles (14 km) of I-465 between I-70 to the west and I-65 to the east. The freeway will have two lanes in each direction in Morgan County, three in each direction from Smith Valley Road to Southport Road in Marion County, and four in each direction from Southport Road to I-465. The total cost of Section 6 is estimated to be $1.5 billion, which includes $700 to $800 million in actual construction costs, with an initial completion date of 2025.[27] INDOT subsequently moved the planned completion date to 2024.[58][59]

To fund construction of this extension, Indiana Governor Daniels introduced a proposal known as "Major Moves" in early 2006. It provided $700 million (equivalent to $919 million in 2021[16]) from the Indiana Toll Road lease to be used to complete nearly 20 years of environmental studies and construct about half of the proposed extension (between the I-64/164 interchange and NSWC Crane Division). It also allowed for the construction of 117 miles (188 km) of the 142-mile (229 km) I-69 extension to Evansville to be constructed as the SITR. Due to ongoing controversy over making this portion of the extension a toll road, the governor announced in November 2006 that the entire stretch of the highway would be toll-free, subject to construction of the ICC (SIU 2).[29] Officials with INDOT have since stated that I-69 will be toll-free regardless of whether or not the ICC is constructed.[60] Additionally, the US Congress allocated an additional $14 million (equivalent to $18.9 million in 2021[16]) in the 2005 SAFETEA-LU authorization to construct I-69 Evansville to Indianapolis.[61][62]

The 2014–2015 Indiana State budget placed $400 million (equivalent to $452 million in 2021[16]) in a "Major Moves 2020" fund, some of which will go towards completing I-69.[63] INDOT and the Indiana Finance Authority released a request for qualifications on May 23, 2013,[64] for a public–private partnership agreement to complete the 26 miles (42 km) of Section 5 of SIU 3, with four proposals shortlisted on July 31, 2013.[65] When SIU 3 and the Indiana portion of SIU 4 are completed, I-69 in Indiana will be approximately 340 miles (550 km) long.

In April 2010, INDOT petitioned the FHWA and the American Association of State Highway and Transportation Officials (AASHTO) to change the designation of the I-69 extension from "Proposed Route 69" to "Interstate 69", citing the two miles (3.2 km) of the extension already open to traffic and a total of 107 miles (172 km) out of 183 miles (295 km) from the southern terminus of the original I-69 to the Ohio River near Evansville that would be open by the end of 2012. The ruling would allow INDOT to erect I-69 signs on portions of I-465 between the current interchange with I-69 in the northeast and the proposed interchange on the southwest, and reset reference posts (RP) and renumber exits and reference posts on the original section north of Indianapolis (starting with RP 200 instead of the then-current RP 0).[66] The latter task was accomplished by the end of 2012.

This section of I-69 in Indiana incorporates the former I-164 south from I-64 into the Evansville metro area. Eventually, I-69 will deviate from the existing freeway to cross into the state of Kentucky on a new toll bridge over the Ohio River.

At the October 18, 2013, AASHTO meeting, an INDOT request for a redesignation of 20.70 miles (33.31 km) of I-164 to I-69 between US 41 and I-64 was approved, pending concurrence from the FHWA.[67] Signage was changed to I-69 beginning the week of November 17, 2014.[68]

The original plan (in a draft EIS prepared by INDOT in 2004 but later dropped) was for I-69 to leave the now-former I-164 alignment somewhere just east of Green River Road (exit 3) and head south (instead of turning west with I-164) for approximately three miles (4.8 km) before crossing the Ohio at a point near the mouth of the Green River. This portion of the route had not then been funded, as construction of the new Ohio River crossing and its approaches in both states was expected to cost approximately $800 million. Indiana and Kentucky officials had said construction on the new Ohio River Bridge would not begin until at least 2020, after two new crossings near Louisville were completed.[69] With Indiana then preparing to break ground on SIU 3, Kentucky officials indicated that collecting tolls might be the only feasible option for completing the I-69 bridge, as traditional federal and state funding for such projects were drying up. As of February 2013, neither Kentucky nor Indiana officials had yet come up with the money to plan and construct this I-69 bridge.[70]

In 2016, both states initiated a renewed push to build the bridge, and the present I-69 Ohio River Crossing (I-69 ORX) project was born. The process was broadened to study several alternative alignments for the river crossing and the possibility of making it a tolled facility was approved. As of February 2018, a new draft EIS was in the process of being prepared, a project website had been set up, public involvement and input were being solicited, and the preliminary routing alternatives had been narrowed to three. By June of that year, refinements had been made in all three proposed alternatives based on public input and additional engineering data.[71] On December 14, 2018, the central corridor was chosen as the preferred route with an estimated cost of $1.5 billion for a new terrain bridge east of existing US 41.[72]

Groundbreaking on Section 1 of the ORX project was in June 2022. Section 1 focuses on the Kentucky approaches with improvements in Henderson and an extension of I-69 from KY 425 to US 60 of over six miles (9.7 km) including new interchanges with US 41 and US 60 and a reconstructed KY 351 interchange. Section 2 is the bistate project between Indiana and Kentucky that will complete the I-69 connection from US 60 in Henderson to I-69 in Evansville, which includes the new river crossing. Design is expected to begin in 2025 with construction anticipated to begin in 2027 and continue through 2031. Section 3 is the bridge approach construction in Indiana. Design work and pre-construction activities are underway. INDOT is overseeing this section and construction is expected to begin in 2024 and end in 2027.[73]

While Citizens for Appropriate Rural Roads had continued to rally crowds of opponents to appear at public hearings,[78] other groups and individuals conducted acts of vandalism, ranging from spray-painting graffiti on the Indiana Statehouse in June 2005,[79] to the breaking of windows of a private pro-I-69 business in Evansville in June 2008,[80] to attempted arson at the I-69 regional planning office in Bloomington in July 2005.[81] In the case of the Statehouse incident, two dozen protesters were arrested on charges ranging from disorderly conduct to an assault on a police officer. In addition to incidents in Indianapolis, numerous incidents have also occurred in and around the construction sites in Gibson County. Especially active has been a group called Roadblock Earth First which has been responsible for a number of incidents in Oakland City and at a Haubstadt asphalt yard given the contract for the first segment.[82][83] In 2009, two protesters were arrested on charges of felony racketeering for disrupting public meetings in 2007 and 2008. These protests and acts of vandalism were viewed by some as an effort to intimidate proponents of I-69.[84]

There is one auxiliary Interstate Highway for I-69 in Indiana, I-469, the beltway around the south, east, and north sides of Fort Wayne.

The Indiana Commerce Connector (ICC) was a proposed 75-mile (121 km), Interstate-grade, partial outer beltway on the south and east sides of Indianapolis that was put forward by Governor Mitch Daniels in November 2006.[106] The proposed road segment would have been numbered either I-269 or I-470 and connected four Interstate Highways at six locations. Proposed as a privately built toll road, it would have extended southward from Pendleton at I-69, through Greenfield at I-70, Shelbyville at I-74, Franklin at I-65, Martinsville at I-69, to a southern terminus at I-70 near Mooresville. On March 24, 2007, Governor Daniels withdrew the proposal for the ICC due to lack of public support.[107] It has been suggested that the ICC be signed as either I-269 or I-470.

In April 2014, the logistics group Connexus Indiana and others came out in favor of reactivating the proposal for the ICC.[108] However, the Indy Chamber (formerly the Indianapolis Chamber of Commerce) is among those who have stated opposition to the plan.[109]