The I-595 corridor originally opened to traffic in 1989 to serve growing traffic demand between the developable areas west of Fort Lauderdale and established north-south roadways. Travel demand within the corridor grew faster than predicted due in part to regional population redistribution following Hurricane Andrew in 1992.
FDOT identified short-term operational improvements to the I-595 corridor to address capacity shortfalls in 1994. This was followed by a corridor master plan that studied the roadway along with a portion of I-95 through Fort Lauderdale. Fifteen alternative concepts for improving I-595 were assessed in an I-95/I-595 Master Plan Study completed in 2003. From this study, FDOT adopted a preferred alternative including the addition of two reversible express lanes in the median of I-595 and related access and interchange improvements.
Another study being conducted at the time-the Central Broward East-West Transit Alternatives Analysis-also proposed the addition of light rail transit service in the corridor. This recommendation was accommodated in FDOT's design by preserving right-of-way in the median of I-595.
Following the conclusion of the Master Plan Study, FDOT began to assess the project's potential impacts on the environment while also starting preliminary engineering and design. FDOT also performed a detailed traffic and revenue analysis for the tolled express lanes.
Preliminary engineering expanded the design from two to three express lanes to permit making direct connections to Florida's Turnpike. This change also included placing the express lanes on elevated structure, but later modifications placed the lanes back at-grade, due largely to public opposition to the elevated design.
The environmental review and preliminary engineering concluded in March 2006, identifying 16 separate design projects for implementation. The Federal Highway Administration (FHWA) granted its environmental approval in June 2006. FDOT intended to procure the project using traditional design-bid-build delivery, where separate contracts for final design and for construction would be advertised bringing onboard distinct designers and construction contractors. The 16 separate projects would also be scheduled to align with anticipated funding availability-primarily federal funds.