Tennessee Department of Transportation
John Schroer, Commissioner

Why improve the interchange?
The I-55 interchange was designed and constructed in the mid 1960s, therefore the design does not meet current federal or state standards. The current design has full cloverleaves with loop ramps in all four quadrants. This design places four merge/diverge points in proximity to each other. As a result, drivers weave and merge to get to their desired interchanges and/or lanes, which causes a decrease of traffic speed/flow, creates unsafe driving conditions, and severely congests the area. Although the ramp speed limits are 25 miles per hour, the average driver speed typically ranges from 5 to 10 miles per hour. A study of traffic patterns for the area indicates that the current design cannot handle present traffic volumes nor traffic volumes as they increase over time. The study also determined that the Level of Service (LOS: See FAQs for explanation) will continue to decline as the number of drivers along the I-55 Crump Boulevard interchange continues to increase.

How does this affect the surrounding area?
The French Fort neighborhood is located adjacent to the southwest corner of the existing interchange area. Due to the neighborhood’s location, French Fort will be directly impacted by the various alternatives of the proposed project. Although the neighborhood will not be divided or truncated, the project would require the potential displacement and relocation of eight residences and one or two businesses. All of these potential displacements would occur at the northeastern edge of the French Fort subdivision. Currently, there are ongoing discussions with the City of Memphis to make a parcel of vacant land near the French Fort neighborhood available to those displaced by the proposed project where new housing may be constructed.

What will the proposed build alternatives look like?
Alternative A consists of proposed modifications to the I-55 interchange that would improve traffic movements along and between the I-55 and McLemore interchange and the Mississippi River Bridge. The proposed improvements would provide I-55 traffic with continuous free-flow mainline movements by eliminating the need to utilize one-lane exit/entrance ramps to remain on the interstate. The existing loop ramp in the southwest quadrant would be removed, thus improving safety by eliminating the associated weave movement in this area.  Existing infrastructure would be utilized where feasible. This alternative would require the construction of three new structures, construction of substantial retaining walls, relocation of seven residences and two businesses, and elimination of the existing ramps to the Metal Museum. The design speed for Alternative A is 50 miles per hour.

Alternative B maintains the same basic design as Alternative A with seven residences and two businesses displaced, but incorporates modifications to address concerns over continuity for southbound I 55 motorists wishing to access EH Crump Boulevard immediately after crossing the Mississippi River. Southbound I-55 motorists would be provided continuous access to EH Crump Boulevard via an outside auxiliary road that would cross under the four-lane mainline structure. The two signalized intersections on Illinois Avenue proposed in Alternative A would be eliminated. Unlike Alternative A, this option does not include direct access to the residential and commercial properties on Illinois Avenue from I-55. However, it does provide the southwest quadrant with direct access to eastbound EH Crump Boulevard via an added lane that connects to the outside auxiliary lane from southbound I-55.

What does the term “Level of Service” mean?
Level of Service, or LOS, is used to describe the functionality of a highway. This is determined by travel time, freedom to maneuver (i.e. change lanes), convenience of use, and comfort to the driver. There are six pre-established LOS categories: