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 Yes6PIC836661Pickaway East-West ConnectorConnector to Rickenbacker Airport (Phase 1A)Tier IPIC SR 762 11.180RoadPickaway County, Harrison TownshipODOT - District 6Pickaway County, Columbus Regional Airport AuthorityThomasSlack400 East William StreetDelawareOhio43015thom.slack@dot.state.oh.us

 Widening, reconstruction and some realignment of Duvall Road from US23 to the intersection of Duvall road and Ashville Pike including the construction of an interchange at US23 and Duvall Road and a grade separation over the railroad tracks.  Also incldes the widening and reconstruction of Ashville Pike from Duvall Road to Rickenbacker Parkway.  The new roadway section will consist of four lanes anmd a fifth turning lane.

The Purpose and Need is to improve the capacity and levels of service on the local roadway network through the study area, provide for the safe and efficient flow of local andregional traffic on the roadway network including grade crossings in the study area, enhance safety and operational efficiencies of freight and goods movement on the rail network, be consistent with existing transportation plans in the study area. Based uponthe identified needs, the following factors were utilized to evaluate the concepts.  The local roadways within the study area do not have the design or capacity to be ableto serve predicted future traffic.   Several times daily northbound trains backup across the Duvall crossing as they attempt to enter the Norfolk Southern Intermodal facility. The Connector will eliminate the issue with an at‐grade railroad crossings on Duvall Road.  Over the years, several transportation focused plans have been generated for the area surrounding Rickenbacker International Airport with a wide range of recommendations. The Connector was designed to adhere to as many of the transportation plans’ recommendations as possible. In 2009, MORPC and the Columbus Chamber ranked the Connector and improvements at the Alum Creek Drive/I‐270 as top priorities for funding. With improvements made to the Rickenbacker advanced logistics region’s northern entrance (Alum Creek Drive/I‐270) and its southern entrance (the Connector), traffic congestion will be alleviated with a resulting road network able to handle Rickenbacker’s growth for the next 20‐30 years.The Alum Creek Drive/I‐270 project was approved for Fast TRAC funding in 2009.  Already, congestion is making it increasingly difficult to sell the Rickenbacker region asOhio’s premier gateway and logistics hub. Over 200 businesses are located in the areawith the large majority engaged in logistics activities. These activities comprise over 26million square feet of space and well over 9,500 direct and 10,800 indirect employees. But, over the last two years, at least four distribution center projects totaling 3.2 millionsquare feet have been lost with feedback that roadway congestion was a key determinant in the site selector’s decision. Half of those projects moved out of state.

 Yes7MOT772472Montgomery I-75Downtown Dayton Upgrade I75 Phase 2Tier IMOT IR 75 12.00RoadOhio
 Yes4STA915923Stark/Mahoning TransitMahoning Rd. Transit Corridor (Cherry/Walnut)Tier ISTA Cherry / Walnut StreetRoadOhio
 Yes2HEN922134Henry/Lucas US 24Abandonment for US 24 RelocationTier ID02 New US-24 Haul RoadsRoadOhio
 Yes2HEN839845Henry/Lucas US 24Abandonment for US 24 RelocationTier IHEN/LUC 424/24 AbandonmentRoadOhio
 Yes2HEN254916Henry/Lucas US 24Abandonment for US 24 RelocationTier IHEN US 24 10.91 Resurf to abandnRoadOhio
 Yes8HAM762577Hamilton I-75I-75 between Western Hills & Mitchell (MCE Ph. 4)Tier IHAM IR 75 2.30RoadOhio
 Yes3LOR231048LOR SR-58Railroad grade separation on SR-58 in WellingtonTier ILOR SR 0058 07.36 (Wellington)RoadOhio
 Yes2HEN881979Henry/Lucas US 24Abandonment for US 24 RelocationTier IHEN US 24/424 Stone ArchesRoadOhio
 8HAM8228310Hamilton I-75RR Spur South of SR 562 (MCE Ph 6)Tier IHAM IR 75 7.72RoadOhio
 6FRA9427111Franklin I-70/I-71Phase 2C Mound StreetTier IFRA IR 70 15.25 (Phase 2C)RoadOhio
 8CLE7628912Clermont I-275/SR 32Upgrade I-275/SR 32 Interchange - Phase 1Tier ICLE IR 275 10.15/8.95RoadOhio
 6FRA8777913North High Street (US 23)Add lane on N High St from Flint Rd to Lazelle RdTier IFRA US 23 23.69RoadOhio
 6FRA8174614Franklin I-270/315/23I-270/SR 315, US 23 Widening/York Temple (B1)Tier IFRA US 23 22.230RoadOhio
 12CUY8866715CUY US-42 (Pearl Rd.)Widen US-42 from Boston Rd. to Drake Rd.Tier ICUY US 042 00.00RoadOhio
 8HAM8228816Hamilton I-75I-75 between Glendale-Milford & Shepherd (TTV PH1)Tier IHAM IR 75 12.60RoadOhio
 Yes8HAM9336217Hamilton I-75Building demolitionTier IHAM IR 75 TTV Building DemoltionRoadOhio
 6FRA7737018Franklin I-70/I-71Phase 2 (East Interchange)Tier IFRA IR 70 14.48 (Phase 2D)RoadOhio
 12CUY8648119Cuyahoga US 6Lakefront West W 73 St.Tier ICUY LAKEFRONT WEST W.73rdRoadOhio
 6FRA9257520Pickaway East-West ConnectorAshville Pike/CR28 from Duvall Rd/T-20 to Rickenbacker Pkwy (Phase 1B)Tier IPIC SR 762 13.370RoadOhio
 8CLE8230921Clermont I-275/SR 32 Upgrade I-275/SR 32 Interchange - Phase 2Tier ICLE IR 275 8.95RoadOhio
 6FRA7737122Franklin I-70/I-71Phase 3 (East Trench)Tier IFRA IR 71 17.14 (Project 3)RoadOhio
 2LUC7510723CR-73 (McCord Rd.)Railroad grade separation on McCord Rd.Tier ILUC McCord Grade SeparationRoadOhio
 4STA9159424Stark/Mahoning TransitMahoning Rd. Transit Corridor Phase 2 UtilitiesTier ISTA Mahoning Rd. Ph2 UtilitiesRoadOhio
 4STA9026825Stark/Mahoning TransitMahoning Rd. Transit Corridor Phase 1 UtilitiesTier ISTA Mahoning Rd. Utilities-Ph. 1RoadOhio
 8HAM8372326Hamilton I-75I-75 between Western Hills and Mitchell (MCE Ph 5)Tier IHAM IR 75 3.85RoadOhio
 8HAM8228627Hamilton I-75I-75 SR 562 to Mitchell NB/SB 4th Lane (MCE Ph 6)Tier IHAM IR 75 6.78RoadOhio
 6FRA8174728Franklin I-270/315/23I-270/SR 315, US 23 - Reconfigure 270 EB, 315 (C) Tier IFRA IR 270 21.670RoadOhio
 6FRA9508528Franklin I-270/315/23Noise wall northwest quadrant of 270/LinworthTier IFRA IR 270 22.350 (Noise Wall)RoadOhio
 6FRA7737229Franklin I-70/I-71Phase 4 (South Trench)Tier IFRA IR 70 13.54 (Project 4)RoadOhio
 6FRA8174830Franklin I-270/315/23Upgrade I-270/SR 315, US 23- Reconfigure 270 WB (D)Tier IFRA IR 270 22.850RoadOhio
 4STA9036131Stark/Mahoning TransitMahoning Rd. Transit Corridor SR 153 1.70Tier ISTA SR 0153 01.70RoadOhio
 4STA9036532Stark/Mahoning TransitMahoning Rd. Transit Corridor SR 153 0.80Tier ISTA SR 0153 00.80RoadOhio
 6FRA8803533Franklin I-70/I-71Phase 5 (East Freeway)Tier IFRA IR 70 15.29 (Project 5)RoadOhio
 12CUY1356734Cuyahoga I-77/490CUY IR 077 14.35 CCG6ATier ICUY IR 077 14.35 CCG6ARoadOhio
 12CUY8238035Cleveland InnerbeltCUY INNERBELT CCG3A East 22ndTier ICUY INNERBELT CCG3RoadOhio
 6FRA7668736Franklin/Fairfield US 33Convert limited Access/build interchange Bixby RdTier IFRA US 33 27.44 (Bixby Rd)RoadOhio
 12CUY7733037Cuyahoga US 6Lakefront PE/DD/RWTier ICUY LAKEFRONT WEST DesignRoadOhio
 12CUY8831838Cleveland InnerbeltCUY IR 90 EB Bridge DemoTier ICUY IR 090 15.24 DemoRoadOhio
 12CUY8211938Cleveland InnerbeltCUY IR 90 EB Bridge CCG2Tier ICUY INNERBELT CCG2 EB BridgeRoadOhio
 9SCI1941539Portsmouth BypassPortsmouth BypassTier ISCI SR 823 6.67 PortsByPass Ph 1RoadOhio
 1HAN8700540HAN - IR 75HAN-75 Add third laneTier 2HAN IR 75 14.39RoadHancock County; Liberty Township; City of FindlayODOT - District 1DanKaseman1885 N. McCullough StLimaOhio45801dan.kaseman@dot.state.oh.us
Reconstruct the IR-75 pavement and add a third lane in both the northbound and southbound directions.  Reconstruct and possibly reconfigure the system interchange between IR-75 and US-68/SR-15 in Findlay.Replace deficient bridge that carries US224 over IR75.  Modify the interchange ramps to accommodate profile adjustments and widening of the bridge.
This project (HAN-75-14.39, PID 87005) is part of a larger project that was initiated to add capacity on the IR75 corridor beginning at the system interchange with US68 in Findlay, Ohio, and ending at the system interchange with IR 475 south of Toledo, Ohio.  This larger project received $4 million to preliminary engineering in the current approved TRAC list.  The project has subsequently been split just south of the CR99 interchange, north of Findlay.  The companion project from CR99 north to IR 475 is called HAN/WOO-75-18.30/0.00, PID 77801.  The existing corridor from just south of US68 to just north of US224 has narrow paved inside shoulders (4'), adjacent to a concrete median barrier wall.  The additional lane in this section will be added on the outside of the existing travelled lanes.  The remaining length of the corridor from US224 north can be widened on the inside in the existing grass median.  The existing service interchanges at SR12 and US224 will have already been reconstructed by the time this project is under construction and will accommodate an additional lane in each direction on IR75.  One overhead structure (Harrison Street over IR75) and four mainline structures will require reconstruction.  The need for added capacity arises from higher than acceptable levels of congestion in peak hours throughout the corridor.  An analysis of planning level traffic indicates that the corridor currently operates at a level of service "D" in the PM peak condition and will operate at a level of service "E" in the design year, PM peak condition.  The analysis shows that both the opening day and design year level of service will operate at level "C" in the same PM peak hour condition as a result of adding an additional lane in each direction.  The corridor along IR75 does not currently rank high enough to be listed on ODOT's current safety and congestion lists.  However, in 2004, the roadway segment from US68 to half a mile south of SR12 was ranked 168th on the congested roadway list.  Then in 2006, the roadway segment from SR12 north to US224 was ranked 190th on the congested roadway list.  Another important aspect of this project will be the reconstruction / reconfiguration of the IR75 system interchange with US68 on the south side of Findlay.  The interchange is located at a horizontal curve along IR75, sandwiched between an airport, a railroad and industry.  The horizontal curve along IR75 and the alignment of the US68 ramps create an undesirable geometric condition that has contributed to this location being included on ODOT's safety and congestion list twice in the past decade.  Subsequent to a low cost solution that involved grinding the US68 ramps to improve friction, this location was ranked 30th on the HSP list in 2004, and 35th on the HSP list in 2006.
 2LUC8825441LUC - IR 475/23Modify the interchange at  I-475 and US-23Tier 2LUC IR 475/23 Interchange UpgrRoadLucas County, Sylvania TownshipODOT - District 2Michael=Stormer317 East Poe RoadBowling GreenOhio43402michael.stormer@dot.state.oh.us

Upgrade the IR475/US23  Systems Interchange to correct horizontal and geometric deficiencies including left merges and lack of lane continuity, improve capacity, reduce congestion, and address accident issues.

This is the top priority identified in the recently completed IR 475 planning study (PID 23647).  The existing interchange is well over capacity and is a congestion and high crash rate location.   The scope of work has not yet been determined so we are requesting funding for preliminary and final design.  We will be able to provide a more accurate construction cost estimate after the design is established.

 2LUC8825242LUC - IR 475/20Modify I-475 / US-20 interchangeTier 2LUC IR 475/20 Interchg UpgradeRoadLucas County, Sylvania TownshipODOT - District 2MichaellStormer317 East Poe RoadBowling GreenOhio43402michael.stormer@dot.state.oh.us

Upgrade the IR475/US20 Interchange to correct horizontal and geometric deficiencies, improve capacity, reduce congestion, and address accident issues.Upgrade the IR475/US20 Interchange to correct horizontal and geometric deficiencies, improve capacity, reduce congestion, and address accident issues.

This is part of the second priority for construction identified in the recently completed IR 475 planning study (PID 23647).  The existing interchange is well over capacity and is a congestion and high crash rate location.   This is part of the second priority for construction identified in the recently completed IR 475 planning study (PID 23647).  The existing interchange is well over capacity and is a congestion and high crash rate location.   The scope of work has not yet been determined so we are requesting funding for preliminary and final design after which a construction scope and cost estimate can be developed.  pe of work has not yet been determined so we are requesting funding for preliminary and final design after which a construction scope and cost estimate can be developed.

 2LUC9473242LUC - IR 475/RampI-475 SB ramp modificationTier 2LUC IR 475 9.05 Ramp ReconfigRoadLucas County, Sylvania TownshipODOT - District 2MichaellStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2LUC7603243LUC - IR 75 (Phillips to I-280)Complete 6 lane section of I-75 in ToledoTier 2LUC IR 75 6.70 widening studyRoadCity of Toledo, Lucas CountyODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402michael.stormer@dot.state.oh.us

Add lane in each direction, upgrade existing interchanges as necessary.

Increase capacity, enhance safety, and improve roadway deficiencies on IR

 2WOO7780144WOO - IR 75WOO-75 Add third laneTier 2HAN/WOO IR 75 18.30/0.00 Non-LetRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402michael.stormer@dot.state.oh.us

Add lane in each direction, upgrade existing interchanges as necessary.

Provide an adequate facility for existing and future traffic.  Currently this section of IR 75 experiences moderate congestion quite frequently and severe congestion several times per week.  Trucks represent approximately 35% of the traffic volume.   Traffic, especially truck traffic, is expected to increase upon completion of the new CSX National Gateway project west of North Baltimore.Provide an adequate facility for existing and future traffic.  Currently this section of IR 75 experiences moderate congestion quite frequently and severe congestion several times per week.  Trucks represent approximately 35% of the traffic volume.   Traffic, especially truck traffic, is expected to increase upon completion of the new CSX National Gateway project west of North Baltimore.

 2WOO9207744WOO - IR 75Main line bridges over US-6Tier 2WOO IR 75 12.94 Bridge WidenRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2WOO9207944WOO - IR 75WOO-75 2 twin bridges over Toussaint Creek and over CSX RRTier 2WOO IR75 17.56/19.03 Bridge WidnRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2WOO9246444WOO - IR 75I-75 bridges over Bays Rd and over CSX RR in Wood CountyTier 2WOO IR 75 7.03/7.20 Redeck/WidenRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2WOO9246544WOO - IR 75I-75 bridge over Portage River Middle BranchTier 2WOO IR 75 9.92 Redeck/WidenRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2WOO9290644WOO - IR 75Over Eagleville Rd and over Rocky Ford CreekTier 2WOO IR 75 1.00/1.80 Redeck/WidenRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 2WOO9290744WOO - IR 75Over Jerry City RdTier 2WOO IR 75 6.02 Widen/RedeckRoadHancock and Wood Counties; Allen, Henry, Bloom, Portage, Center, Middleton, and Perrysburg Townships; Bowling Green, Perrysburg, North BaltimoreODOT - District 2MichaelStormer317 East Poe RoadBowling GreenOhio43402mailto:michael.stormer@dot.state.oh.us
 3ERI8840745ERI - US 250US 250 from US 6 to Bogart RdTier 2ERI US 0250 00.00RoadCity of Sandusky, Erie County, Perkins TownshipODOT - District 3ODOT - District 3, Erie County Regional Planning Commission, Erie County Visitor's BureauLeslieFarley906 Clark AvenueAshlandOhio44805leslie.farley@dot.state.oh.us

Intersection improvements at US 250 and Bogart Road, Park Place South, Hull, Strub & Perkins (both funded with ODOT HSP), Sycamore, US 6, Fun Drive and Crossings Road.  Modify the US 250/ SR 2 Interchange by adding NB Right Lane at EB on ramp, SB Right Lane at WB on ramp and WB Left Lane on WB off ramp.  Signal Upgrades and Overhead Signing.  New Service Roads access with Applebee’s, BP, Holiday Inn, Bay Winds etc.  Access Management  drive revisions at approximately 80 locations.  Sidewalk addition and Aesthetic treatments including a Gateway Treatment at the US 250/ SR 2 Interchange.

Improve Safety/Reduce Crashes – This section had 614 crashes occur from 2008 – 2010.  Three areas withing this corridor are listed on the ODOT 2010 safety list and are ranked 260, 261 and 441.   Reduce congestion and improve Level of Service – Traffic congestion problems during peaks, poor traffic flow caused by too many access points and closely spaced signals, and poor LOS at intersections due to predominately deficient turn lanes.    Improve Pedestrian Mobility.  With the high number of commercial businesses and tourist attractions along this coridor pedistian moblity is a high priority.  In addition, Sandusky provides a fixed point bus route along this coridor.  Improve Aesthetics – Developing US 250 into a visually attractive “Gateway Corridor” will promote the tourist industry, give a favorable first impression to visitors, and spur further economic development.  This Project is included in the MPO Long Range Transportation Plan as well as the Perkins Township Comprehensive Plan.  The 2005 MPO Long Range Transportation Plan references the Safety and Congestion Plan completed by Mannik and Smith as a basis for suggested improvements on the Route 250 Corridor. In addition, it also lists the implementation of the final recommendations in the Route 250 Corridor Study as one of the second highest ranked projects in the Roadway Improvements- Preservation Projects category. The project is listed as a short-term project (within 10 years) on the implementation schedule.    It should also be noted the majority of the project target area is located in Perkins Township; therefore, it is identified throughout the Perkins Township Comprehensive Plan. Over the years, the project target area has become the commercial/retail core for Erie County.  Under the Plan Issues section of the Plan, it is identified to “enhance the Route 250 commercial core by creating vibrant commercial centers that provide amenities for residents and attract tourist.” Further, one of the “Action Steps” in the plan is to “work cooperatively with the Metropolitan Planning Organization (MPO) to fund projects that will reduce congestion on Route 250.” Finally, the importance of the U.S. 250 Corridor Project to the Plan is not only shown by the constant mention of it throughout each section of the narrative but by dedicating the entire Appendix III to the project (see attached copy of Perkins Township Comprehensive Plan.)   Two intersections in this corridor, USR 250 and Perkins Avenue and USR 250 and Strub Road, are now funded through the safety program in FY 2013 and FY 2014.

 3MED7694646MED - SR 18Add lanes from Foote Road to Nettleton RdTier 2MED SR 0018 13.00RoadMedina County, City of Medina, Medina Township and Montville TownshipODOT - District 3Medina CountyLeslieFarley906 Clark AvenueAshlandOhio44805leslie.farley@dot.state.oh.us

The project is located in Medina County along the east/west corridor of State Route 18 between the City of Medina and Interstate 71.  The project limits are from Foote Road to Nettleton Road  and is 1.61 miles in length.  The proposed project will widen this roadway to five lanes from Foote to River Styx Road and from five to seven lanes from River Styx Road to Nettleton Road.  Access management techniques will be an important aspect of this project.  Aesthetic features would also be included.

Purpose  The purpose of the project is to improve safety and increase traffic capacity on Medina Road (State Route 18) between Foote Road and Nettleton Road.  The project will provide additional capacity in order to reduce congestion and allow more efficient travel.  The project will complete improvements to the SR 18 corridor east of the City of Medina in Medina County.  Need   The V/C for this section is calculated at  1.20 V/C .  Based on the Safety and Congestion studies the V/C ratio of this section of Medina SR 18 ranks 155th in the entire state and is the second most congested section of road in Medina County.  Construction of additional lanes and interconnecting the traffic signal system in order to lower the volume to capacity ratiowill achieve a  .90 V/C in the design year (2029) at all intersections, improve the overall level of service (LOS) at the intersections to a minimum of “C”, and reduce the accident rate to a more reasonable level.    Based on predetermined  crash thresholds, any non-freeway sections with 150 or more crashes would be classified as a Safety Hotspot.  The Safety and Congestion Studies indicate that there were 252 accidents within the Medina Road two mile section from approximately Woodland Drive to Nettleton Road. This volume of accidents makes the section of roadway eligible to be included as a Safety Hotspot.  The 2009 HSP lists the MED SR 18 section (River Styx to Rustic Hills) as #112.  Because it is classified as a state Macro-Corridor with inadequate capacity to carry the current and projected traffic demand in conjunction with high accident rates, this section of SR 18 has been designated in the Jobs and Progress Plan document as being a High Priority Major New Project in the central Ohio region.    Additional improvement projects adjoining this section are already in process and this improvement will maximize the efficiency of not only this section, but make the best use of the other projects along the corridor by allowing them to operate at peak design conditions.

 3MED9295447MED - US 42Widen US 42 to five lanes in municipal limitsTier 2MED US 0042 17.68RoadMedina County, City of Medina, Medina TownshipODOT - District 3LeslieFarley906 Clark AvenueAshlandOhio44805leslie.farley@dot.state.oh.us

Widen US 42 to five lanes plus improvement to the intersections of Harding Street, Forest Meadows Street, Northland Drive, Reagan Parkway and Hillsview Way in the City of Medina; and Ledgewood Drive, Grand Boulevard, Stonegate Drive and Fenn Road in Medina Township.  Fenn Road improvements are funded with ODOT HSP funds.  Access management techniques (elimination and defining drive locations) will also be an important aspect of this project.  Sidewalks and a multi use path, plus aesthetic treatments such as decorative lighting , medians, and trees will be included.

The purpose of this project is to decrease congestion and improve traffic flow and the level of service.  Improve safety and decrease the crash frequency, rate and severity throughout the corridor.  The portion of US 42, from Harding Street to Fenn Road (SLM 17.82 to 19.33), on the north side of the City of Medina and Medina Township, has been identified by the Highway Safety Program (HSP) as a congested area and “Crash Hotspot” almost every year since 1974.  The presence of multiple access points and signalized intersections within a relatively small area has created lane discontinuity where additional lanes have been constructed to increase capacity at major intersections and commercial access locations.  These traffic and geometric factors have contributed to accident rates that exceed the statewide average for similar facilities.    Within the corporate boundaries of Medina, the roadway varies from a three lane bi-directional roadway with a center lane reserved for two way left turn movements, to five lane sections at major intersections where additional lanes have been added for capacity purposes.  However, the additional lanes have been constructed in a manner, which has created a roadway that requires a motorist to constantly change lanes or alter their position on the roadway if their intended action is to proceed through the corridor.  Existing (2010) traffic volumes were collected.  According to the traffic projections, traffic throughout this corridor will increase nearly 50% over the current value by the year 2030.    Two of the major intersections (Reagan Parkway and Fenn Road at Level of Service “E” and “F”, respectively) will exhibit poor operating conditions in the Design Year.  All of the sections analyzed will operate at an unacceptable Level of Service “E”.  Those sections also operate below acceptable levels under the current traffic conditions.    The US 42 corridor has appeared on the Statewide Highway Safety Program over the past twenty (20) years.  Over the twenty-year period, sections and/or intersections within the corridor have appeared annually each year since 1993 on the Highway Safety Program.  There have been thirty (30) instances of sections and/or intersections appearing on the Highway Safety Program over the twenty year monitoring period.  Of those thirty instances, nearly half included statewide priority rankings within the top 100 crash locations/sections on the rural state highway system.  In other words, these sites were included among the top 100 worst crash sites on the rural state highway system based upon the frequency of crashes, the crash rate, the severity and the societal cost of the crashes.  The US42 Corridor was identified as a “Safety Hotspot” in the 2001 and 2002 and 2010 crash reporting periods through the Safety and Congestion Initiative.  In the 2001 evaluation period this section experienced 170 total crashes.  In the 2002 evaluation period, there were a total of 132 crashes.  In the 2010 evaluation period, there were a total of 218 crashes. The most recent Safety and Congestion model ran for this corridor labeled it congested based upon the model criteria and threshold values.

 3MED7599547MED - US 42Widen to 5 lanes from Harding Street to Fenn RoadTier 2MED US 0042 17.82RoadMedina County, City of Medina, Medina TownshipODOT - District 3LeslieFarley906 Clark AvenueAshlandOhio44805leslie.farley@dot.state.oh.us

Widen US 42 to five lanes plus improvement to the intersections of Harding Street, Forest Meadows Street, Northland Drive, Reagan Parkway and Hillsview Way in the City of Medina; and Ledgewood Drive, Grand Boulevard, Stonegate Drive and Fenn Road in Medina Township.  Fenn Road improvements are funded with ODOT HSP funds.  Access management techniques (elimination and defining drive locations) will also be an important aspect of this project.  Sidewalks and a multi use path, plus aesthetic treatments such as decorative lighting , medians, and trees will be included.

The purpose of this project is to decrease congestion and improve traffic flow and the level of service.  Improve safety and decrease the crash frequency, rate and severity throughout the corridor.  The portion of US 42, from Harding Street to Fenn Road (SLM 17.82 to 19.33), on the north side of the City of Medina and Medina Township, has been identified by the Highway Safety Program (HSP) as a congested area and “Crash Hotspot” almost every year since 1974.  The presence of multiple access points and signalized intersections within a relatively small area has created lane discontinuity where additional lanes have been constructed to increase capacity at major intersections and commercial access locations.  These traffic and geometric factors have contributed to accident rates that exceed the statewide average for similar facilities.    Within the corporate boundaries of Medina, the roadway varies from a three lane bi-directional roadway with a center lane reserved for two way left turn movements, to five lane sections at major intersections where additional lanes have been added for capacity purposes.  However, the additional lanes have been constructed in a manner, which has created a roadway that requires a motorist to constantly change lanes or alter their position on the roadway if their intended action is to proceed through the corridor.  Existing (2010) traffic volumes were collected.  According to the traffic projections, traffic throughout this corridor will increase nearly 50% over the current value by the year 2030.    Two of the major intersections (Reagan Parkway and Fenn Road at Level of Service “E” and “F”, respectively) will exhibit poor operating conditions in the Design Year.  All of the sections analyzed will operate at an unacceptable Level of Service “E”.  Those sections also operate below acceptable levels under the current traffic conditions.    The US 42 corridor has appeared on the Statewide Highway Safety Program over the past twenty (20) years.  Over the twenty-year period, sections and/or intersections within the corridor have appeared annually each year since 1993 on the Highway Safety Program.  There have been thirty (30) instances of sections and/or intersections appearing on the Highway Safety Program over the twenty year monitoring period.  Of those thirty instances, nearly half included statewide priority rankings within the top 100 crash locations/sections on the rural state highway system.  In other words, these sites were included among the top 100 worst crash sites on the rural state highway system based upon the frequency of crashes, the crash rate, the severity and the societal cost of the crashes.  The US42 Corridor was identified as a “Safety Hotspot” in the 2001 and 2002 and 2010 crash reporting periods through the Safety and Congestion Initiative.  In the 2001 evaluation period this section experienced 170 total crashes.  In the 2002 evaluation period, there were a total of 132 crashes.  In the 2010 evaluation period, there were a total of 218 crashes. The most recent Safety and Congestion model ran for this corridor labeled it congested based upon the model criteria and threshold values.

 3LOR8264548LOR - SR 57SR 57 from I-80 to I-90Tier 2LOR SR 0057 19.42RoadCity of ElyriaODOT - District 3City of ElyriaLeslieFarley906 Clark AvenueAshlandOhio44805leslie.farley@dot.state.oh.us

This project will modify the existing I-90/SR 57 Interchange to a Diamond Interchange with traffic signals at the ramp intersections. Eastbound ramps will move 620 feet north. Remove the 49th Street Bridge SR 57 Overpass, and the ramps to Griswold Road and Midway Mall Boulevard.  Replace this existing configuration by constructing two full access signalized intersections at Griswold Road and Midway Mall Boulevard.  Widen SR 57 to 6 lanes between the Ohio Turnpike and I-90, Midway Mall Boulevard to four lane and a left turn-lane and bring Griswold Road to current standards, add sidewalks and relocate the existing frontage roads.

Due to their proximity, traffic operations and safety at the I-90 ramps, Griswold Road and Midway Mall Boulevard are interrelated.  Between the Ohio Turnpike and I-90, the area is primarily a commercial and business district.  Substandard merge and diverge areas contribute to traffic flow problems.  In addition, this area is one of the primary safety concerns due to a large concentration of sideswipe and fixed object crashes.  From 2008 to 2010 there were a total of 1999 crashes in the area between the Midway Mall Boulevard ramps and I-90.  This number has increased since the original study done in 2004 by HNTB.  This section has historically been identified by ODOT's Safety Program.  On the current 2010 Safety Analyist Program listing, this section of SR 57 is listed as location rank number 319 statewide.     Access to businesses adjacent to SR 57 in the vicinity of the Midway Mall is indirect and often causes driver confusion.  SR 57 divides the businesses in this area, making it difficult to travel from the east to the west side of SR 57.  The 49th Street Bridge is the only connection across SR 57 and must be used in conjunction with the Midway and Griswold ramps to provide complete traffic movements in the area.

 3LOR8263249LOR - U.S. 20 / S.R. 113Widen Center Ridge Rd from 3 to 5 lanesTier 2LOR US 0020 22.19RoadCity of North RidgevilleCity of North RidgevilleNortheast Ohio Arearwide Coordinating AgencyG. DavidGillock7307 Avon Belden Rd.North RidgevilleOhio44039dgillock@nridgeville.org

The project includes widening Center Ridge Rd. from three to five lanes, upgrading and synchonization of the existing traffic signals and addition of turn lanes where needed.  It also includes the addition of a six-foot wide sidewalk and 10-foot wide multi-use path.  Two connector roads will also be added to enable side street traffic to enter commercial developments without using Center Ridge Rd.  The Root Rd. intersection will be realigned.  The approximatel length of the project is 2.3 miles from Stoney Ridge Rd. to Lear Nagle Rd.  See attached Project Location Map (Map 1) and Appendix A - Preliminary Layout.

Center Ridge Rd. is the main east-west roadway and major commercial nexus through the City of North Ridgeville.  The purpose of this project is to accommodate travel and traffic demand in this section of U.S. 20 resulting from continued localized and regional growth as a result of past, current and imminent commercial and residential development.  The existing roadway is currently exceeding its capacity with an ADT of 15,500 vehicles per day and a V/C ratio that exceeds 1.0.  The purpose of the project is to relieve congestion along the route, increase safety by reducing the number of traffic accidents, eliminate geometric deficiencies, improve access by eliminating/consolidating driveways, enhance pedestrian/bicycle facilities, and improve the aesthetic quality of the corridor with the aim of encouraging economic development.  See attached letters of support in Appendix B.  See City of North Ridgeville Resolution No. 1233-2011 attached in Appendix B authorizing the Mayor to apply for TRAC funding.

 4SUM7726950SUM – IR76 / 77Reconstruct I-76/77 Main/Broadway InterchangeTier 2SUM IR 0076 10.00 (Main/Brdway)RoadODOT - District 4James KinnickEastgate Regional Council of GovernmentsJames Kinnick2088 South Arlington RoadAkronOhio44306james.kinnick@dot.state.oh.us

his project will reconstruct the section of IR-76/77 from west of the Main/Broadway Interchange to east of the Wolf Ledges/Grant Street Interchange.  The project will change the access points and geometry of the Main/Broadway Interchange and the Wolf Ledges/Grant interchange to improve safety and reduce congestion. Preliminary Engineering through Step 5 of the PDP has been completed with the Central Interchange project.   PE and DD funding is requested. ROW and CO will be future requests.

The Main/Broadway Interchange project can be justified on the needs to eliminate roadway deficiencies, reduce congestion, reduce frequency of crashes and improve structural condition. This interchange currently ranks as the 5th worst interchange in the State of Ohio.  The roadway deficiencies include inadequate ramp radii and super elevation to maintain freeway to freeway speed for all vehicles, merge problem, poor ramp locations with respect to travel patterns, and inadequate shoulder widths. As a result of substandard geometry and demand in excess of capacity, several locations have crash histories which greatly exceed statewide averages. In addition, the section is nearly forty years old and there has been no major reconstruction of the mainline pavement. Bridge structures in the interchanges and some bridges at local roads have not had major repairs. This section of IR-76 / 77 is nearing the end of its useful life and major maintenance is expected in the next ten years, the pavement condition currently ranks 23rd statewide in priority. This interchange is one of the main access points to the business core in downtown Akron and the University of Akron.  This project can be justified based on economic development that is occurring in the area. Over $600M in public and private investment has occurred in the project’s economic influence area.  Significant investments by ODOD of over $32M has been made through Third Frontier, Clean Ohio, and Edison Grants.   A $200M investment by the University of Akron is being made on campus building and education improvements. Private development and research investments of $190M are being made and local City of Akron investments of over $65M are being made to improve infrastructure, support local development, build housing and create jobs.  Numerous other partners are contributing to economic development in Akron as well. The Main Broadway Interchange project is also representative of a sustainable investment by TRAC in that it is not an expansion of the existing highway system. The maintenance and/or replacement of these structures are sustainable because this proposed project maintains infrastructure that is already in place and this project does not contribute to urban sprawl.

 4SUM9583151SUM – IR76 / 77/8Reconstruct I-76/77 from SR-59 to SR-8Tier 2SUM IR 0076 10.95RoadCity of Akron, Summit CountyODOT - District 4JamesKinnick2088 South Arlington RoadAkronOhio44306James.Kinnick@dot.state.oh.us

Preliminary Engineering for the reconstruction the section of IR 76/77 from Wolf Ledges/Grant Street through the SR 8/IR 77 Central Interchange.  The project will improve the antiquated geometry and increase the capacity of ramps and the IR 76/77/ SR8 mainlines through the Central Interchange to improve safety and reduce congestion.

The project will eliminate roadway deficiencies, reduce congestion, decrease crashes and improve structural condition.  The roadway deficiencies include inadequate ramp radii and superelevation to maintain freeway to freeway speed for all vehicles, poor interchange spacing, poor ramp locations with respect to travel patterns, and inadequate shoulder widths.  As a result of substandard geometry and demand in excess of capacity, several locations have crash histories which significantly exceed statewide averages.  In addition, the section is over 50 years old and pre-dates the standards/establishment of the interstate system. There has been no major reconstruction of the mainline pavement. Bridge structures in the interchanges and some bridges at local roads have not had major repairs since their original construction.  This section of IR 76/77 is nearing the end of its useful /service life and major maintenance is expected in the next ten years.

 4TRU7726052TRU IR-80Add third lane on I-80 from I-680 to SR-193Tier 2MAH/TRU IR 0080 4.50/0.00RoadMahoning and Trumbull Counties, Austintown, Weathersfield and Liberty Townships, City of GirardODOT - District 4Eastgate Regional Council of GovernmentsJamesKinnick2088 South Arlington RoadAkronOhio44306james.kinnick@dot.state.oh.us

The Ohio Department of Transportation (ODOT) proposes a Preliminary Engineering Study to add a third lane to IR 80 mainline from IR 680 to SR 193.  The project will improve ramp configurations at the IR 80/SR 46/IR 680/SR 11 interchange area and improve the geometry at US 422 and SR 193 interchanges. The project will investigate improving or eliminating the weave on IR 80 eastbound between SR 46 and SR 11/IR 80/ IR 680 interchanges.

Projected traffic increases are expected to result in poor levels of service by 2025. This roadway section currently carries a high volume of interstate traffic east/west through the Youngstown/Warren metro area between the Ohio Turnpike and Pennsylvania. The close proximity of the SR 46 and IR 680/SR 11 interchanges results in sub-standard weaving lengths which are exacerbated by significant ramp and mainline volumes.  The high volume of trucks in this section creates operational problems that are understated by traditional modelling tools.   Truck traffic is expected to grow at a faster rate than other traffic in this section.  In addition, there are several locations in the section where crash levels are above average.  IR 80 pavement has also experienced several pavement overlays and interim maintenance activities.  The roadway is currently nearing the end of its service life.

 4STA2034453STA -US 30 (STA-30-18.35)Relocate US 30 from Trump Avenue to SR 44Tier 2STA US 0030 18.35RoadStark County, Canton City and Osnaburg Township in Stark CountyODOT - District 4Canton CityDanMoeglin2436 - 30th Street N.E.CantonOhio44705dan.moeglin@cantonohio.gov

STA-30-18.35: Relocation of US 30 on a new alignment from Trump Avenue to SR 44

2006 Purpose and Need - The following Purpose and Need Statement has been developed for the STA-30-18.35 project (Trump Avenue to SR 44).   Existing Facility - US 30 extends 242 miles across Ohio from Indiana to West Virginia. After the anticipated 2007 completion of a major 26-mile long project in Hancock and Wyandot Counties, almost the entire length of US 30 from the Indiana line to the Trump Avenue interchange will be either four-lane divided highway or four-lane limited-access highway. US 30 from Trump Avenue to the SR 11 interchange east of Lisbon will be the only remaining segment that is primarily two-lane roadway.  The current project area includes the portion of US 30 that traverses through portions of Canton and Osnaburg Townships and the Village of East Canton in Stark County. The existing US 30 roadway between Trump Avenue to the SR 11 interchange east of Lisbon will be the only remaining segment that is primarily two-lane roadway. Key problems that are present with the existing facility include:   * The existing alignment is typified by substandard vertical and horizontal geometry, with several vertical curve deficiencies within the study area. As a result, there are insufficient sight distances for frontage access points.   *The route through East Canton involves several traffic signals. Two turn movements are required in the Village of East Canton. Large trucks have difficulty negotiating these turns due to the horizontal and vertical curve deficiencies.   For the reasons noted above, the existing US 30 facility does not serve as an efficient means of transportation for through traffic and freight transport.   The comprehensive P & N as included in the 2007 environmental reevaluation includes sections on Access Ohio, Regional System Linkage, Traffic Volume, Level of Service, Safety, Efficiency and Travel Time, Truck Traffic, Economic Development and a Summary. Please see the reevaluation for the entire text. This summary was abbreviated due to space limitations.

 5LIC8070454LIC - SR 16 & Cherry Valley RdNew interchange at SR-16 and Cherry Valley RdTier 2LIC SR 16 16.50 (Cherry Val Int)RoadVillage of Granville, City of Newark, Licking County, Granville Township, Union TownshipODOT - District 5Village of Granville, City of Newark, LCATSDave Slatzer9600 Jacksontown Road SEJacksontownOhio43030david.slatzer@dot.state.oh.us

The proposed project will include the replacement of an at-grade intersection at SR 16 and Cherry Valley Road with an interchange located 2000 feet east of the existing intersection.  The new interchange facility would be located on a multi-lane freeway facility and would replace the last full movement, at-grade intersection between IR 270 and the Newark Expressway.  The following work elements are also included: construction of connector road between Newark-Granville Road and existing Cherry Valley Road, removal of Granville Road eastbound entrance ramp, removal of SR 16 bridge over Granville Road entrance ramp, and construction of a multi-modal path.

The SR 16/Cherry Valley Road intersection is an integral part of the local and state transportation network.  The purpose of this project is to improve the traffic operations and safety at the Cherry Valley intersection area.  The purpose of the project is to also improve traffic flow and connectivity along the SR 161/SR 37/SR 16/US 36 macro corridor.  Improve Traffic Flow and Reduce Congestion The intersection experiences long delays and suffers from poor levels of service during the peak travel periods.  The poor operation of the intersection has resulted in lengthy queues that reach as far back as 1500 to 2000 feet on SR 16.  The function and level of service of the intersection is greatly impacted by the delays and backups.    The existing and future traffic volumes were analyzed to determine level of service, delay, and volume-to-capacity ratio.  The existing level of service analysis yielded an intersection that is at capacity for the AM peak hour and overcapacity for the PM peak hour.  The operational level of service for was found to be LOS D and a LOS E for the AM and PM peaks, respectively.  The existing v/c ratios were found to be 0.95 and 1.18 for the AM and PM peaks, respectively.  The future level of service analysis yielded that the intersection will suffer LOS F in both peak periods.  Improve Safety  A three year crash analysis was performed on the SR 16 corridor between the SR 37/661 interchange and Granville Road interchange.  There were a total of 123 crashes within this section of SR 16.  However, there were 91 crashes that occurred within one half-mile radius of the Cherry Valley Road intersection.  The one half-mile radius was determined to be the influence area of the intersection based on review of crash reports noting “heavy” or “stopped” traffic conditions contributing to both rear end and fixed object crashes in this area.  The crash rate for this intersection was found to be 1.34 per million entering vehicles, which is nearly 4.5 times the statewide average (0.302 per MEV) for similar facilities.  In terms of the severity of the crashes occurring within the Cherry Valley Road influence area, 72 involved property damage only crashes and 19 crashes resulted in injuries.    The periods that experienced a high amount of crashes correlate with the peak travel periods (6AM - 9AM and 3PM - 7PM).  Over the three year study period, there were 60 crashes that occurred during these peak travel times, which accounted for nearly 66 percent of the crashes occurring near the intersection.  Connectivity The SR 161/SR 37/SR 16/US 36 corridor is designated as a Macro Highway Corridor in Access Ohio 2004-2030.  As part of this Macro Corridor, SR 16 provides an important link between Licking County and Franklin County.  This corridor provides access for traffic traveling east and west between population centers in Granville, Newark, Heath, and Columbus, as well as access to other interstates and macro corridors such as IR 270, SR 13, SR 79, and US 36.

 6FRA2573355FRA IR 270 South OuterbeltModify I-270 & 71 south of Columbus (PE Environmental)Tier 2FRA IR 270 52.16RoadGrove CityODOT - District 6Columbus and Grove City; Franklin County; Jackson and Hamilton TownshipThomas Slack400 E William StreetDelawareOhio43015thom.slack@dot.state.oh.us

Reduce congestion and increase capacity on IR 270 between IR 71 and US 23 by widening from 2 lanes to 4 lanes in each direction in conjunction with a pavement rehabilitation project. Further develop environmental studies and preferred alternatives from the completed planning study for the reconfiguration of the IR 270/IR 71, IR 270/US 23 and IR 71/Stringtown interchanges.

The Purpose and Need is to reduce congestion, improve safety, improve traffic flow, correct geometric deficiencies and operations by increasing the capacity of a specific bottleneck in the system. Also to allow successful intergration with transportation needs and improvements of the adjacent roadway network. The structure over the Scioto River has already been reconstructed and widened using District allocation. The ADT on this portion of IR 270 is 81,520 and the V/C ratio is 1.18. This project is also listed in the "Rickenbacker Area Road Network Assessment" prepared by MORPC, dated January 2007 as a key improvement to the Rickenbacker facility. ODOT also anticipates a partnership with Grove City for improvements in the Stringtown Road interchange area.

 6MAR9026456MAR - Mid-Ohio Intermodal CenterRelocate SR-309 near Marion Intermodal CenterTier 2MAR SR 309 19.59RoadMarion County Marion and Claridon TownshipsODOT - District 6Marion County EngineerThomSlack400 East William StreetDelawareOhio43015thom.slack@dot.state.oh.us

This project will eliminate the at grade crossing of SR 309 by the CSX spur track into the Marion Intermodal facility.  The Department is currently negotiating a contract with a consultant to begin feasibility studies (anticipated to begin in September, 2011).  A grade separation as well as realignment of SR 309 will be evaluated.

The purpose and need for this project is to alleviate a traffic bottleneck at the railroad spur crossing of SR 309.  It will also increase safety and access as well as facilitate railroad and truck traffic.  This section of SR 309 carries 8300 cars and 830 trucks a day.  Several times a day, the existing crossing is blocked causing delays to both person and frieght movements.  The Marion Intermodal Partnership has hired a consultant to develop preliminary studies of not only the SR 309/rail conflict, but also the overall potential for growth and development in the area.  They project that the truck traffic to and from the intermodal facility will grow by a factor of three within the next five years.  This will only increase the number and frequency of the conflicts.  In order for this growth to continue and draw other users to the area, the highway/rail conflict will need to be eliminated.

 6FRA8831057I-270/US 33  Phase 1Modify I-270/US 33 interchange near DublinTier 2FRA IR 270 17.29RoadFranklin County, City of Dublin, Washington TownshipODOT - District 6City of DublinThomSlack400 East William StreetDelawareOhio43015thom.slack@dot.state.oh.us

The project is the implementation of the first project resulting from the I-270/US 33 Northwest Freeway Study completed in 2006.  The northbound IR 270 to westbound US 33 interchange movement will be improved by building a fly over ramp.

The purpose and need for this project is to improve safety and reduce congestion at this interchange.  This will allow truck frieght movement along the corridor from southwest Franklin County along IR 270 and US 33 northwest to the Honda complex in Union County and beyond.  More than 25,000 trucks use this interchange daily.    This project was identified as one of the top priorities in the Stategic Plan developed as part of the I-270/US 33 Northwest Freeway Study.  The City of Dublin realized the importance of this first step and agreed to partner with the District to implement the first phase of the project.  As the City has stated to the stakeholders for this project, "The I-270/US 33 interchange is a critical Franklin/Union County gateway and must be updated to keep pace with the area's vibrant economy"

 6FRA7699758FRA IR 70 Far East Freeway StudyI-70 from Miller/Kelton Ave to SR-256/Taylor RdTier 2FRA IR 70 16.170RoadFranklin County, City of Columbus, Licking County, Renoldsburg, PickeringtonODOT - District 6ThomSlack700 E. William StreetDelawareOhio43015thom.slack@dot.state.oh.us

Preliminary development, design and construction to address congestion and safety.  Includes the reconfiguration of interchanges at US33, Hamilton Road, IR270, Brice Road and FAI-256.  Multiple projects will be expected within this project

Over the past ten years, several commercial and residential developments have taken place in the eastern area of Franklin County near IR-70.  These developments have contributed to creating suburbs of varied success, such as the area surrounding the IR70/SR256 interchange.  Due to the facilities operating over capacity, the Brice Road interchange area has seen declining growth and this project will revitalize the area.  Increased development also brings increased traffic volumes to the interstate and surrounding roadways.  For reasons such as this, the existing designs of the interchanges on the Far East Freeway are inadequate for current traffic volumes.  Within the corridor geometric deficiencies remain, including insufficient shoulder width, interchange spacing, and sight distance.  The short distance between the IR-270 and Brice Road interchanges is paticulary problematic due to the heavy weaving volumes, where heavy traffic volumes enter IR70 from one interchange while other heavy traffic volumes try to exit to the next interchange.  In addition, three cloverleaf (loop) ramps at the IR-270 interchange account for additional weave areas which are not adequate for current traffic volumes.  Traffic volumes are expected to increase by nearly 20 percent by the year 2030.  Congestion, and unsuccessful weave maneuvers, has contributed to nearly 1000 crashes per year.   Traffic volumes on IR-70 have increasedto nearly 140,000 vehicles per day.  Several locations with failing conditions (LOS F) and high crash rates correspond to overcapacity mainline sections, and weave areas, at and between the interchanges.  The problem is further exacerbated by the presence of large trucks which require larger gaps between vehicles in order to change lanes.  The IR-70 corridor is a heavily traveled truck route, with truck percentages of nearly 30 percent at the Madison County/Franklin County border.  Much of the truck traffic passing through the Central Ohio region on IR-70 uses the IR-270 outerbelt to bypass Columbus.  This observation is supported by a truck Bottleneck study recently conducted by ODOT.  The Bottleneck Study found that there are locations along IR-70; IR270 (West Outerbelt), IR-71 (West Split) where trucks experience delay.  As a result of this delay and to avoid driving through Columbuson IR-70, truckers are driving five miles out of their way in order to use the IR-270 outerbelt.

 7CLA8238159CLA - IR 70Add third lane on I-70 from Enon Rd. to US-68 (Phase 1)Tier 2CLA IR 70 6.75/10.55, Ph. 1RoadCity of Springfield; Townships of Mad River and Springfield; and, Clark CountyODOT - District 7CCSTCCMattParrill1001 St. Marys AvenueSidneyOhio45365Matt.Parrill@dot.state.oh.us

CLA-70-6.75/10.55 Phase 1, PID 82381 Construction in SFY 2015 Widening IR70 to three lanes from Enon Road (SLM06.75) to the US68 interchange ramps (SLM10.55). Part of a multi-phase plan to address congestion on IR70 and provide maintenance of traffic. Roadway will consist of three 12’ lanes and 12’ inside/outside shoulders in each direction. - A noise wall is proposed near Enon Road. Environmental clearance is expected in August 2012.  The project is expected to be within existing public r/w, on existing alignment and grade, and will have no involvement with interchange ramps or other roadways.     Two lane traffic will be maintained.

The purpose of the project is to address: 1) Existing and future congestion on IR70; 2) Maintenance of traffic issues on IR70; 3) Provide safe pavement surface for the traveling public; and, 4) Promote economic development. The projects will also improve mobility within the IR70 corridor and subsequently support economic development at a reasonable cost with minimal environmental impacts.  The Purpose and Need Statement and Conceptual Alternatives Study (CAS) for the CLA-IR 70-06.75/25.11 project were approved by FHWA in February 2007. With respect to the IR 70 mainline, all “Build” alternatives recommended the addition of a third through lane in each direction and replacement of the three pairs of mainline bridges. Two “Build” alternatives to address geometric deficiencies were recommended for additional design consideration under the project development process. The phase of construction from east of Enon Road to west of US68 can be built with two lanes of traffic maintained during construction, consistent with ODOT’s Permitted Lane Closure Policy.  In March 2002, a Major Investment Study (MIS) was prepared for the IR-70 Corridor from SR 235 in Clark County to SR 56 in Madison County. The MIS was prepared by the Clark County-Springfield Transportation Coordinating Committee, ODOT Office of Urban and Corridor Planning and ODOT District 7; the Scoping Committee included a wide range of local, state, and federal agencies.  The MIS concluded that the Preferred Alternative to address congestion within the IR70 Corridor in Clark County is the addition of General Purpose through Lanes. The proposed addition of general purpose through lanes is included on the list of short range projects in the Clark County Transportation Plan:  2030 Horizon Year (June 2008).  Discussion of Logical Termini:  The project corridor is a four-lane section located between a six-lane section and another four-lane section. The western project terminus is the existing six lane section near the Enon Road interchange. The eastern project terminus is the other four-lane section near the US68 interchange (which is programmed for an add lane widening project CLA-70-10.55, PID 84664). The logical termini are based on future capacity analysis requirements and a gap closure between these two four and six lane sections.

 7CLA8366360CLA - IR 70Add third lane on I-70 from US-68 to SR-72 (Phase 2)Tier 2CLA IR 70 10.55/13.98, Ph. 2RoadCity of Springfield; Springfield Township; and, Clark CountyODOT - District 7CCSTCCMatt Parrill1001 St. Marys AvenueSidneyOhio45365Matt.Parrill@dot.state.oh.us

CLA-70-10.55/13.98 Phase 2, PID 83663 Construction in SFY 2016  Widening IR70 to three lanes from the US68 interchange to the SR72 interchange.    The project is expected to be within existing public right-of-way on existing alignment and  grade. The project will investigate the need for the modification at both the US68 and SR72 interchanges based on safety and operational deficiencies; inclusive of the ramp intersections at SR72.    There are three pairs of mainline bridges and one culvert within the corridor that will be replaced.    Two lanes of traffic will be maintained.  There is a potential for noise walls to be warranted.

CLA-70-10.55/13.98 Phase 2, PID 83663 Construction in SFY 2016  Widening IR70 to three lanes from the US68 interchange to the SR72 interchange.    The project is expected to be within existing public right-of-way on existing alignment and  grade. The project will investigate the need for the modification at both the US68 and SR72 interchanges based on safety and operational deficiencies; inclusive of the ramp intersections at SR72.    There are three pairs of mainline bridges and one culvert within the corridor that will be replaced.    Two lanes of traffic will be maintained.  There is a potential for noise walls to be warranted.

 7MOT7586361MOT - US 35Add third lane on US-35, Whalen Blvd. to I-675 Design/P.ETier 2MOT US 35 18.57RoadCities of Dayton & Riverside, Montgomery County; City of Beavercreek, Greene CountyODOT - District 7MVRPCMatt Parrill1001 St. Marys AvenueSidneyOhio45365Matt.Parrill@dot.state.oh.us

The project consists of the major pavement rehabilitation of approximately 2.64 miles of the mainline of existing US35. US35 will be widened in the eastbound and westbound directions from two lanes to three lanes and interchanges will be reconfigured at Smithville Road and Woodman Drive. The project also includes the widening of the twin mainline structures over the CSX Railroad and also over Spinning Road. In addition, turn lanes and retaining walls will be constructed at these locations. A noise wall will also be constructed along a portion of US 35.

The purpose of the MOT-35-18.57 (PID 75863) project is to examine potential transportation planning solutions to correct current deficiencies and accommodate future traffic needs along the US35 corridor in eastern Montgomery County.  In order to fulfill this purpose, an effective solution must address each of the following need elements as identified by the project team and stakeholders while minimizing impact to residential and commercial properties: Reduce peak hour congestion; Improve safety throughout the US35 corridor; Correct geometric deficiencies; Improve lane continuity; and, Reduce crashes.  Based on capacity analysis performed on the existing US35 mainline facility and ramps, all of the westbound mainline segments and westbound ramps will operate at Level of Service (LOS) F during the AM Peak Hour by 2031. Similarly, all of the eastbound mainline segments and eastbound ramps will operate at LOS F during the PM Peak Hour by 2031.   This suggests that US35 lacks the necessary capacity to serve commuters traveling to and from work in downtown Dayton.  In addition to a lack of capacity, the US35 corridor also suffers from numerous bridge and geometric deficiencies. Within the study area there are fourteen structures, each of which is deficient in at least one of the following areas: width, vertical clearance, and design loading.  The majority of US35 interchange ramps have inadequate paved and graded shoulder widths, deficient barrier offsets, and substandard tapers. Five also have insufficient acceleration or deceleration lane lengths, increasing congestion on both the ramps and mainline.  A uniform number of through lanes, or lane continuity, is important for the safe and efficient operation of a highway facility. This holds especially true for a Macro Corridor such as US35 which serves regional motorists who are unfamiliar with the facility and do not anticipate sudden beginnings, ends, or shifts of lanes. The presence of improperly spaced interchanges, deficient acceleration and deceleration lanes, and a drop of a mainline thru lane at the western end of the study area all lead to poor lane continuity throughout the US35 corridor.  Crashes have also been identified as a problem within the project study area. The section of Woodman Drive within the project area is ranked number 129 on ODOT’s HSP for non-freeway locations due to a crash rate over four times the statewide average for that type of roadway. Injury and rear-end crash occurrences are also high on this section of Woodman Drive. Along the US35 mainline, the overall crash rate is lower than the statewide average for that type of facility; however, the rear-end crash rate is 14% higher than the comparable statewide average. The high occurrence of rear-end crashes can be directly linked to high levels of congestion and deficient geometric design throughout the corridor.

 7MOT8913061MOT - US 35Add third lane on US-35, Whalen Blvd. to I-675Tier 2MOT US 35 18.57RoadCities of Dayton & Riverside, Montgomery County; City of Beavercreek, Greene CountyODOT - District 7MVRPCMattParrill1001 St. Marys AvenueSidneyOhio45365mailto:Matt.Parrill@dot.state.oh.us

 7MOT9027361MOT - US 35Phase 3 Modification of the interchange of US 35 and Woodman/SR 835.Tier 2MOT US 35 19.80RoadCities of Dayton & Riverside, Montgomery County; City of Beavercreek, Greene CountyODOT - District 7MVRPCMattParrill1001 St. Marys AvenueSidneyOhio45365mailto:Matt.Parrill@dot.state.oh.us
 7MOT9028561MOT - US 35Phase 4 Modification of the interchange of US 35 and Smithville Road.Tier 2MOT US 35 19.10RoadCities of Dayton & Riverside, Montgomery County; City of Beavercreek, Greene CountyODOT - District 7MVRPCMattParrill1001 St. Marys AvenueSidneyOhio45365mailto:Matt.Parrill@dot.state.oh.us
 7MOT9026062MOT - Dayton Regional Rail ExtensionExtend CSXT rail line to Dayton AirportTier 2MOT DAY REG Multi-Modal RailRailMontgomery County, Montgomery County Transportation Improvement District (TID), City of Dayton, City of Union, City of Vandalia, Tipp City, Butler Twp.Montgomery County TIDMontgomery County, Montgomery County TID, City of Dayton, City of Union, City of Vandalia, Tipp City, Butler Twp.Steve Stanley1 Chamber Plaza, Fifth and Main StreetsDaytonOhio45402sstanley@mctid.org

This multi-phase project will extend freight rail service from the CSXT mainline to the eastern property boundary line of the Dayton International Airport (DAY) to connect truck, rail, and air freight transportation at a strategically key location adjacent to the DAY and  I-70/I-75 interchange.  Phase I of the project will include the rehabilitation/improvement of existing track from the CSXT mainline located southeast of the Northwoods Industrial Park toward and across the I-75 bridge (MOT-75-2371, SFN 5709199).  Phase II will include the construction of new track from the I-75 bridge to the eastern boundary line of the DAY (see map 1).

The purpose of this project is to:  (1) Connect the former UPS/Emery Worldwide sorting hub at the Dayton International Airport (DAY) to the CSX rail line, providing another connection to this unutilized asset that currently can only be accessed by air and truck.  This project is an important step in connecting the sorting hub at the DAY with the freight rail capacity of the CSXT mainline.  The project will extend freight rail service to the eastern property boundary line of the DAY. From there, the DAY will extend freight rail service directly to the sorting hub.  (2) Link the freight rail capacity of the CSX rail line to the crossroads of America at the I-70/I-75 interchange.  (3) Take advantage of and enhance the economic development potential of the DAY, surrounding available properties, and a privately owned 400-acre property adjacent to the Northwoods interchange on I-75 on which a potential logistics park could be developed.  This project supports the Dayton region's plan for potential development in and around the DAY.

 8HAM 7762863HAM - 71 Uptown Study (MLK)Additional Interchange in the Uptown areaTier 2HAM IR 71 3.81RoadCity of Cincinnati, Hamilton CountyCity of Cincinnati Department of Transportation and EngineeringODOT, OKI, SORTAMichael Moore801 Plum Street, Room 450CincinnatiOhio45202michael.moore@cincinnati-oh.gov

The Project will study and design modifications to the highway and interchanges to provide improved access to Uptown and other Cincinnati neighborhoods adjacent to I-71.  The improvements have been more clearly defined as part of the Uptown Transportation Study and I-71 access feasibility study sponsored by the City of Cincinnati, the Ohio Department of Transportation (ODOT), the Ohio-Kentucky-Indiana Regional Council of Governments (OKI), the AMOS Group, the Southwest Ohio Regional Transit Authority (SORTA), and the Uptown Consortium.  The purpose of this request is to perform the next steps in the ODOT Project Development Process (PDP), through ROW Acquisition.

"The purpose of the I-71 Uptwon Study is to develop a set of feasible alternatives to improve access between I-71 and the Uptown area of Cincinnati that reduce travel times, reduce complexity of wayfinding, and promote economic vitality."   The I-71 Corridor Access Improvements Project will study, design, and construct modifications to the highway, interchanges, arterial network, and transit systems between the Ohio River and the Dana Avenue Interchange to provide improved access to Uptown and other Cincinnati neighborhoods adjacent to I-71.   Local transportation officials have determined that the lack of full access between Uptown and the I-71 Corridor will create severe congestion in Uptown and on the I-71 ramps by the year 2030 if no improvements are implemented to enhance mobility.  This translates into severely increased travel times, diminished air quality, and delays in emergency and municipal services.  Transportation improvements within the corridor would improve traffic safety and reduce congestion in the Uptown area, the second largest employment center in the region (after downtown Cincinnati) and home to several regionally significant hospitals, the second largest EPA research facility in the country, the University of Cincinnati, and the Cincinnati Zoo and Botanical Gardens.    In addition, the I-71 Corridor Improvements Project will support and stimulate economic development.  The University of Cincinnati and its affiliated partners (TriHealth, Children’s Hospital, the Health Alliance, and the Cincinnati Zoo) have invested over $75 million in the Uptown area for housing (both student and market rate), retail, high tech office, and shuttles for area hospitals, university campus sites and the Cincinnati Zoo.  The university and its partners are planning to implement many more redevelopment projects in the Uptown area.  The proposed corridor access improvements have been more clearly defined as part of the Uptown Transportation Study and I-71 access feasibility study. To date, $1.875 million has been spent to complete steps 1-4 of the ODOT Project Development Process (PDP).  An additional $2.3 million has been identified and committed for steps 5 and 6, with a consultant currently engaged in this effort. This $12 million request will enable continuation of the ODOT PDP under the current contract through step 12.

 8GRE8046864GRE - US 35Grade sep. from N Fairfield Rd to Xenia BypassTier 2GRE US 35 4.26RoadGreene County, Beavercreek Township, and the City of BeavercreekCity of BeavercreekODOT - District 8, Greene County CommissionersJeff Moorman1368 Research Park DriveBeavercreekOhio45432moorman@ci.beavercreek.oh.us

The elimination of the five (5) at-grade intersections between North Fairfield Road and the Xenia ByPass along US 35 in Greene County through the construction of new interchanges at Factory Road and Valley Road.

The purpose of the GRE-35-4.26 project is to improve travel efficiency and safety within the only remaining section of US 35 in Ohio that has at-grade intersections. This project will convert the section of US 35 from Factory Road to Valley Road to a freeway level highway that considers impacts on local businesses to the degree consistent with the travel efficiency, system linkage goals, fiscal responsibility, and safety. Travel efficiency is the predominant transportation issue in the project area. US 35, with five at-grade intersections within the project area, does not have enough capacity to serve existing transportation demands. The 2003 levels of service are at or close to failing at the US35/Factory Road intersection. By 2030, US 35 approaches to the signal at Factory, Orchard Lane, and Valley-Trebein are forecast to be Level of Service (LOS) F.  Safety is one of the problems noted in this section of US 35. The area is identified locally and statewide as a high crash area, and ODOT has identified six locations within the project area that are on the Highway Safety Program list. Access Ohio – Macro Phase is Ohio’s long-range transportation plan. In that study, US 35 is designated as a macro corridor, a corridor with statewide significance for Ohio’s economic vitality. A macro corridor is intended primarily to carry longer distance trips and not to provide closely spaced access points to serve adjacent land. The section of US 35 between North Fairfield Road and the Xenia Bypass currently has five at-grade intersections that are inconsistent with the macro-corridor designation.

 8WAR8105265HAM/WAR 71Modify the interchange at I-71 and Fields-ErtelTier 2HAM/WAR IR 71-FE/MM InterchangeRoadHamilton County, Symmes Township, Warren County and Deerfield TownshipWarren County TIDHamilton & Warren County Engineer's Office, Hamilton County TID, Warren County TID, Symmes & Deerfield TwpNeil Tunison105 Markey RoadLebanonOhio45036Neil.Tunison@co.warren.oh.us

Construct new additional northbound exit ramp at Fields-Ertel/Mason-Montgomery Interchange.  Planning Study work and TRAC Application is under ODOT PID 81052, Preliminary Engineering through Construction will be ODOT PID 87401.

Purpose and need are the transportation-related problems that a project is intended to address. The elements that define the purpose and need associated with the IR-71/Fields- Ertel/Mason-Montgomery Interchange project are:  • Improve safety for the traveling public • Reduce the chronic congestion on both the interstate and the local roadways  ODOT has identified this section of I-71 as a safety and congestion hot spot. The 2006 Hot Spot Freeway List includes the segment of I-71 between mile marker 18.00 at the bridge over Kemper Road and mile marker 19.91 at the northbound on-ramp from Fields-Ertel Road, as having the 58th highest number of crashes on the interstate system in the state with 359 recorded crashes. Sixty percent of these crashes were rear-end crashes while an additional 16 percent were either sideswipe or angle crashes. A high number of rear-end collisions is often associated with congested conditions. Twenty-one percent of the crashes resulted in injuries affecting 105 people. No fatal crashes were recorded.  The study area also ranks on ODOT’’s congestion location listing. Congested locations are identified by a roadway's volume to capacity ratio (V/C). Freeway sections with V/C ratios greater than 1.0 are included on this list of the states most congested roadways. The section of I-71 through the Fields-Ertel/Mason-Montgomery interchange, between mile marker 19.75 and 19.91 has a V/C ratio of 1.08, ranking it as 109th out of the 191 congestion locations listed within the state of Ohio with V/C ratios over 1.0.  In 2004, the WCEO and HCEO sponsored a limited study of existing conditions in the vicinity of the Fields-Ertel/Mason-Montgomery intersection. Results of that study indicated that existing conditions at the intersections within the study area were progressively degrading with several intersections operating at less than desirable conditions. Results from the current study at comparable locations are summarized in Exhibit 1-3. The analysis summarized in Exhibit 1-3 is based upon constrained planning level traffic estimates developed from count data collected for the local network between the June 26 and August 3, 2007. The volumes were limited by the nature of the local roadway system; meaning, the full demand during the peak hours is not be reflected in either the counts or the projected traffic volumes, since the network under existing conditions experiences extreme congestion during multiple hours of the peak periods during the day. Peaking is spread over several hours for the AM, Midday and PM peak hour periods.  The data show a general decline in the LOS and an increase in delay at the central Fields-Ertel/Mason-Montgomery intersection and at the next intersection in each direction. While there are individual exceptions, this general trend holds true when comparing morning or afternoon data across the years. The total increase in morning delay is 33 seconds, more than 25 percent. The total increase in evening delay is 16 seconds or 7 percent.

 11JEF7935366JEF - New Ohio River BridgeNew bridge over Ohio River in SteubenvilleTier 2JEF New Ohio River BridgeRoadWells Township, Ohio; Jefferson County, Ohio; Brooke County, WVBHJODOT - District 11MICHAEL PAPROCKI124 NORTH FOURTH STREET, SECOND FLOORSTEUBENVILLEOhio43952mikepap@bhjmpc.org

Complete a Design Report, Detailed Design Plans, and begin purchasing Right of Way to construct a new Ohio River Bridge located south of Wellsburg in Brooke County, WV and in the proximity of Brilliant, Wells Township in Jefferson County, OH.  The Design Report will determine a recommended bridge location and roadway connections in Ohio (State Route 7) and West Virginia (State Route 2).     On Tuesday May 31, 2011, ODOT District 11 informed all working parties that the Ohio Department of Transportation has chosen Alternative 8B as the preferred alignment with phased construction

Purpose – The project purpose is to improve Ohio River Crossing capacity and redundancy between Ohio and West Virginia in the Weirton-Steubenville, WV-OH Metropolitan Area.  With the closing of the Fort Steuben Bridge, only one bridge capable of carrying freight across the Ohio River remains between Steubenville, OH and Weirton, WV.  The next available crossing is 25 miles to the south between Wheeling, WV and Bridgeport, OH (via Interstate 70) and 25 miles to the north between Chester, WV and East Liverpool, OH (via US Route 30).  Need - Two of the three Ohio River bridge crossings in the metropolitan area, the Fort Steuben Bridge and the Market Street Bridge, have exceeded their design life.  Preliminary engineering studies conclude that neither the Fort Steuben Bridge nor the Market Street Bridge are capable of being updated or rebuilt to modern standards at their existing locations.  In early 2009, the Ohio Department of Transportation closed the Fort Steuben Bridge to traffic.  The Department has nearly finished design plans to demolish the Fort Steuben tentatively scheduled to begin in Fall 2010.  After closing the Market Street Bridge in late 2009 for emergency repairs, the West Virginia Division of Highways sold a more than $14 million contract for extensive repairs in early 2010.  The Division of Highways further indicates that these repairs will extend the bridge’s lifetime for approximately ten years until the Division is financially able to build a planned new bridge over the Ohio River 10-15 miles to the south between Wellsburg, WV and Wells Township, OH.  Even when the Market Street Bridge reopens, WVDOT will still maintain the bridge’s 5 ton posted weight limit, leaving the only the Veterans Memorial Bridge as the only passage for heavy commercial traffic over the Ohio River between Steubenville, OH and Weirton, WV.  A single crossing over the Ohio River capable of carrying truck traffic within the Weirton-Steubenville, WV-OH Metropolitan Area creates unacceptable circumstances that prohibits economic stability and degrades industrial access and activity in Eastern Ohio and the West Virginia Northern Panhandle.  This situation creates an imbalance in the region’s transportation infrastructure.    Conclusion - The Brooke-Hancock Jefferson Metropolitan Planning Organization (BHJMPO) is requesting the TRAC to consider funding Ohio's portion of the Detail Design in FY 2012, Right of Way acquisition in FY 2014, and Construction in FY 2016.

 12CUY8041867CUY - IR-271Create add lane on I-271 from I-480 E to I-480 WTier 2CUY IR 271 00.00 AddlaneRoadCities of Bedford, Bedford Heights, Warrensville Heights and Village of OakwoodODOT - District 12Michael KubekMichael Kubek5500 Transportation Blvd.Garfield HeightsOhio44125michael.kubek@dot.state.oh.us

Construct an additional lane each direction on I-271 from the I-271/I-480 east interchange near the Summit County Line to the I-271/I-480 west interchange near Columbus Road.  Work also to include lighting, signing, noise walls, concrete barrier and major rehabilitation of existing pavement.

Construct an additional lane each direction on I-271 from the I-271/I-480 east interchange near the Summit County Line to the I-271/I-480 west interchange near Columbus Road.  Work also to include lighting, signing, noise walls, concrete barrier and major rehabilitation of existing pavement.

 6DEL9020068DEL - 71/36/37 InterchangeModify I-71 US36/37  interchangeTier 2DEL IR71 7.91RoadOhio
 12CUY7733369CUY - Opportunity CorridorExtension of I-490 from I-77 to E 105th St.Tier 2CUY OPPORTUNITY CORRIDORRoadCity of ClevelandCity of ClevelandODOT - District 12Robert Brown601 Lakeside Avenue EClevelandOhio44114rbrown@city.cleveland.oh.us

Development of a new roadway connecting I-490 at I-77/East55th with the intersection of East 105th Street & Chester Avenue.  The roadway will provide a freeway connection and spur economic development in a 1,000-acre area now characterized by vacant land and vacant, dilapidated buildings.  It will provide a freeway connection to the University Circle district, Cleveland's most rapidly growing employment hub, anchored by the Cleveland Clinic, University Hospitals, Case Western Reserve University and several other institutions.  The roadway will be 4-6 lanes, including sidewalks, landscaped median, bikeway, accommodation of public transit busses, intersections with key local streets, and direct property for development.

Development of a new roadway connecting I-490 at I-77/East55th with the intersection of East 105th Street & Chester Avenue.  The roadway will provide a freeway connection and spur economic development in a 1,000-acre area now characterized by vacant land and vacant, dilapidated buildings.  It will provide a freeway connection to the University Circle district, Cleveland's most rapidly growing employment hub, anchored by the Cleveland Clinic, University Hospitals, Case Western Reserve University and several other institutions.  The roadway will be 4-6 lanes, including sidewalks, landscaped median, bikeway, accommodation of public transit busses, intersections with key local streets, and direct property for development.

 2LUC7725470LUC - IR 75I-75/475 interchange Phase 2Tier 3LUC IR 75 3.99 intrchg Mod P2RoadCity of Toledo, Lucas CountyODOT - District 2MichaelGramza317 East Poe RoadBowling GreenOhio43402mike.gramza@dot.state.oh.us

This project is Part 2 of the IR75/IR475 systems interchange upgrading project. It involves adding lanes in the systems interchange and to the mainline.  Three service interchanges (Willys Pkwy, Berdan Ave, and Phillips Ave) are within the project limits. The preferred alternative includes rebuilding the Willys Pkwy interchange, eliminating the Berdan Ave interchange and modifying the Phillips Ave interchange. The IR 475 portion of the overall project is Tier 1 and is scheduled for construction in FY 2010. The IR 75 portion needs to be constructed to satisfy the Purpose & Need and to prevent unacceptable levels of service.

The IR 75/IR 475 systems interchange was designed and constructed over 30 years ago. It has exceeded its design capacity and as a result is operating at an unacceptable level of service. This project will address these deficiencies. The TMACOG Expressway Needs Study analyzed the entire expressway system in the Toledo area, and the IR 75/IR 475 systems interchange ranked as the number one problem in that study, and the only alternative solution which resulted was to upgrade the interchange and modify adjoining ramps and interchanges as needed to accommodate the systems interchange upgrade. This interchange is located in the center of the City of Toledo, and as such carries through, regional, and local traffic. IR 75 is a major freight corridor. IR 475 provides a bypass of the Central Business District, and also serves as the main route for commuter traffic into the downtown Toledo area. Section 4.00 to 6.00 on IR 75 is included in District Two's Safety and Congestion Work Plan as a Safety Section.

 6FRA8182871FRA - 315/70/71 reconstructionModify I-71/I-70/SR 315 interchangeTier 3FRA IR 70 11.78 (Project 6)RoadColumbus and Franklin CountyODOT - District 6Thom  Slack400 East William StreetDelawareOhio43015thom.slack@dot.state.oh.us

Increase safety and reduce congestion on IR 70 between Sullivant Avenue and the Norfolk Southern/CSX railroads, on IR 71 from Greenlawn Avenue to IR 70, and on SR 315 from IR 70 to Broad Street by modifying the IR70/SR 315 interchange and rconfiguring travel lanes and merges as part of the implementation of the 70/71 South Innerbelt project.

The I-70/71 South Innerbelt project involves reducing congestion, improving the operation and safety as well as meeting or exceeding current ODOT design standards for urban freeway facilities, enhancing freight/goods movement within and through the corridor and integrating the freeway, arterial street system and alternative modes of transportation for ease of use and compatability with the community.

 8CLE8213472CLE - 275 8.95/8.90 Part 3Improve I-275/SR 32 interchange - Phase 3Tier 3CLE IR 275 8.90RoadClermont County and Union TownshipODOT - District 8Jay Hamilton505 South SR741LebanonOhio45036jay.hamilton@dot.state.oh.us

This is phase 3 of the IR275/SR32 interchange project.  This work includes the braided ramp connections between Eastgate Blvd. and IR275.

The project is also known as Segment IV of the Eastern Corridor Multi-Modal Projects – Tier 1, HAM-SR32-0.00, PID # 22970, as indicated in Section II - Purpose and Need of the Record of Decision for said project. Segment IV (given PID #76289) of the Eastern Corridor highway capacity improvements was identified as a current need project due to existing geometric deficiencies and proceeded through Step 8 of ODOT’s Project Development Process which included Stage 1 design and environmental clearance.    Due to funding level concerns for the preferred alternative developed as part of the Eastern Corridor Multi-Modal project, ODOT studied the feasibility of breaking the project into phases.  Upon completion of the CLE-275-10.15 Phasing Proposal, ODOT concluded that the project could be separated into phases.  However, the study indicated that Phase 2 should immediately follow Phase 1 because Phase 2 will correct the worst of the weaving problems between loop ramps on IR275 and improve capacity, congestion, and safety on SR 32 east of IR275.  Construction of Phase 1 only will cause the northbound and southbound exit ramps to be at or over capacity by 2016 during the AM and PM peak periods.  This project is necessary for the IR275/SR 32 interchange and SR 32 (Ohio Macro Corridor 21) in Clermont County to better meet travel demand; reduce congestion and delay; improve safety; improve the movement of freight, goods, and services; improve regional connectivity; support the Eastern Corridor Land Use Vision Plan; support/enhance economic development and redevelopment; and to do so consistent with the long-term multi-modal transportation investments planned for the Eastern Corridor and Clermont County.

 8CLE8237073CLE - SR 32 2.25 (Eastern Corridor)Grade sep. from Eastgate Blvd to Old SR74Tier 3CLE SR 32 2.25RoadClermont County and Union TownshipODOT - District 8JayHamilton505 South SR741LebanonOhio45036jay.hamilton@dot.state.oh.us

Improve the safety, congestion and geometrics of the SR 32 corridor from Glen Este Withamsville Road to Old SR74 by eliminating at grade intersections and replacing with an interchange.

CLE-SR32-2.25 Segment IV(a) is part of the larger Eastern Corridor, a multi-modal family of projects in Hamilton and Clermont Counties, Ohio.   As stated in the Tier 1 EIS, the purpose of the Eastern Corridor overall projects is to implement a multi-modal transportation program consistent with the adopted long-range plan for the region, addressing priority needs and furthering project goals established in the major investment study phase.  Transportation recommendations were divided by mode, and recommendations for the highway mode were divided into four segments along SR 32.  Segment IV in Clermont County represents the area between I-275 and Olive Branch-Stonelick Road.  The I-275 interchange was broken out as a separate project, and the west end of Segment Iva was defined as Eastgate Blvd.  The purpose of the Segment IV(a) project is to: • Serve current and projected travel demand • Reduce congestion and delay • Improve roadway safety • Be consistent with local transportation and economic development goals

 8HAM8646274CLE - SR 32F 2.50/0.00 (Eastern Corridor)New connector from Red Bank Rd to Bells LnTier 3HAM/CLE SR 32F 2.50/0.00RoadHamilton County, City of Cincinnati, Village of Newtown, Village of Fairfax, Village of Mariemont, Anderson Township, Clermont County and Miami TownshipODOT - District 8Hamilton County TID, Clermont County TID, City of Cincinnati, SORTA, OKIAndrew Fluegemann505 S. SR 741LebanonOhio45036andy.fluegemann@dot.state.oh.us

Perform Environmental analyses and Preliminary Engineering for the following: Consolidate and manage access points to establish relocated SR 32 a controlled access arterial roadway west of IR 275, including coordination for accommodation of multi-modal components; Oasis rail corridor, bikeway corridor, a new interchange at US 50/Red Bank/SR 32 in Fairfax, a multi-modal clear span crossing of the Little Miami River and associated multi modal transit hubs (at US 50 and at Newtown Road).

Key transportation needs identified for the Eastern Corridor include: 1) existing transportation network deficiencies affecting capacity, safety, and accessibility, 2) limited available modal options, 3) inadequate regional linkage and mobility, and 4) anticipated continued inadequacies in the existing transportation network due to future economic and population growth. These corridor-level needs apply to all areas of the Eastern Corridor, including Segment II/III. The purpose of the Eastern Corridor project, as documented in the Tier 1 ROD, is to implement a multimodal transportation improvement program that increases capacity, reduces congestion and delay, improves safety, provides modal options, and connects the region’s key transportation corridors and social and economic centers through the efficient movement of people, goods and services. The specific goal for Segment II/III, in support of the overall purpose and need for the Eastern Corridor, is to establish relocated SR 32 as a controlled-access arterial roadway west of I-275 with parallel rail transit that provides a new transportation alternative to driving. In the Segment II/III study area, SR 32 is primarily a commercial/industrial and residential corridor that experiences high volumes of commuter, freight, and residential traffic. The need for transportation improvements results from insufficient levels-of-service and high crash rates that are currently being experienced along existing SR 32 and are expected to worsen by 2030 (the project design year). As reported in the Tier 1 EIS Purpose and Need, traffic volumes on SR 32 in the Segment II/III study area are projected to increase by 21 to 37 percent by 2030, and levels-of-service (2020 No-Build) on the majority of SR 32 in the Segment II/III study area is projected at “E” or “F”, which indicates heavy congestion and delays. Additionally, the Tier 1 EIS reported that all of SR 32 in the Segment II/III study area has an annual accident rate that exceeds the statewide average. Associated with the existing transportation infrastructure, highway capacity and congestion problems occurring in the Eastern Corridor is the limited availability of alternative transportation options, including bus and rail transit. At this time, a large part of the Eastern Corridor study area is not served by bus and no rail transit exists.No rail transit is currently available in the Eastern Corridor study area or general project vicinity. The implementation of rail transit in the Eastern Corridor provides opportunity to interface with the Banks/Riverfront intermodal parking project - located along the riverfront in downtown Cincinnati - which has recently been awarded construction funding by the State of Ohio Transportation Review Advisory Council. Rail transit in the Eastern Corridor would provide an alternative to the automobile for job commutes and other types of trips. It would also offer a means by which corridor residents are more connected to the Cincinnati Business District and central area businesses, health care, education, arts, cultural, sports and entertainment opportunities. Additionally, in that a rail transit line could potentially involve the extensive use of existing right-of-way corridors, impact on the natural and man-made environment would be reduced and the land use/transportation relationship could be maximized.

 8HAM8646375HAM - Oasis Rail (Eastern Corridor)Create passenger rail line in CincinnatiTier 3HAM/CLE Oasis Rail CorridorRailHamilton County, City of Cincinnati, Village of Newtown, Village of Fairfax, Village of Mariemont, Anderson Township, Clermont County and Miami TownshipODOT - District 8Hamilton County TID, Clermont County TID, City of Cincinnati, SORTA, OKIAndrew Fluegemann505 S. SR 741LebanonOhio45036andy.fluegemann@dot.state.oh.us

Perform Environmental analyses and Preliminary Engineering for the : Oasis Segment 1-Riverfront Transit Center to Boathouse: Provide rail on a combination of new alignment and existing track along with rail stations. Oasis Segment 2-Boathouse to US 50 in Fairfax: Provide rail on existing rail R/W controlled by SORTA, Upgrade structures as necessary, establish rail stations. Oasis Segment 3-Fairfax to Newtown: Establish a new rail corridor along shared new highway to coincide with Highway Segment II/III, establish 2 multimodal transit hubs. Oasis Segment 4-North of Newtown to Milford: Provide rail on or along existing rail corridor, establish a station and multi modal station.

Key transportation needs identified for the Eastern Corridor include: 1) existing transportation network deficiencies affecting capacity, safety, and accessibility, 2) limited available modal options, 3) inadequate regional linkage and mobility, and 4) anticipated continued inadequacies in the existing transportation network due to future economic and population growth. These corridor-level needs apply to all areas of the Eastern Corridor, including Segment II/III. The purpose of the Eastern Corridor project, as documented in the Tier 1 ROD, is to implement a multimodal transportation improvement program that increases capacity, reduces congestion and delay, improves safety, provides modal options, and connects the region’s key transportation corridors and social and economic centers through the efficient movement of people, goods and services. The specific goal for Segment II/III, in support of the overall purpose and need for the Eastern Corridor, is to establish relocated SR 32 as a controlled-access arterial roadway west of I-275 with parallel rail transit that provides a new transportation alternative to driving. In the Segment II/III study area, SR 32 is primarily a commercial/industrial and residential corridor that experiences high volumes of commuter, freight, and residential traffic. The need for transportation improvements results from insufficient levels-of-service and high crash rates that are currently being experienced along existing SR 32 and are expected to worsen by 2030 (the project design year). As reported in the Tier 1 EIS Purpose and Need, traffic volumes on SR 32 in the Segment II/III study area are projected to increase by 21 to 37 percent by 2030, and levels-of-service (2020 No-Build) on the majority of SR 32 in the Segment II/III study area is projected at “E” or “F”, which indicates heavy congestion and delays. Additionally, the Tier 1 EIS reported that all of SR 32 in the Segment II/III study area has an annual accident rate that exceeds the statewide average. Associated with the existing transportation infrastructure, highway capacity and congestion problems occurring in the Eastern Corridor is the limited availability of alternative transportation options, including bus and rail transit. At this time, a large part of the Eastern Corridor study area is not served by bus and no rail transit exists.No rail transit is currently available in the Eastern Corridor study area or general project vicinity. The implementation of rail transit in the Eastern Corridor provides opportunity to interface with the Banks/Riverfront intermodal parking project - located along the riverfront in downtown Cincinnati - which has recently been awarded construction funding by the State of Ohio Transportation Review Advisory Council. Rail transit in the Eastern Corridor would provide an alternative to the automobile for job commutes and other types of trips. It would also offer a means by which corridor residents are more connected to the Cincinnati Business District and central area businesses, health care, education, arts, cultural, sports and entertainment opportunities. Additionally, in that a rail transit line could potentially involve the extensive use of existing right-of-way corridors, impact on the natural and man-made environment would be reduced and the land use/transportation relationship could be maximized.

 8HAM8646176HAM - SR 32F 0.00 (Eastern Corridor)Control access on Red Bank Rd from US 50 to I-71Tier 3HAM SR 32F 0.00RoadHamilton County, City of Cincinnati, Village of Newtown, Village of Fairfax, Village of Mariemont, Anderson Township, Clermont County and Miami TownshipODOT - District 8Hamilton County TID, Clermont County TID, City of Cincinnati, SORTA, OKIAndrew FluegemannLebanonlebanonOhio45036andy.fluegemann@dot.state.oh.us

Perform Environmental analyses and Preliminary Engineering for the following: Consolidate and manage access points along existing Red Bank Road and Red Bank Expressway to establish a controlled access arterial roadway, including coordination for accommodation of multi-modal components and tie in with a new interchange at US 50.

Key transportation needs identified for the Eastern Corridor include: 1) existing transportation network deficiencies affecting capacity, safety, and accessibility, 2) limited available modal options, 3) inadequate regional linkage and mobility, and 4) anticipated continued inadequacies in the existing transportation network due to future economic and population growth. These corridor-level needs apply to all areas of the Eastern Corridor, including Segment II/III. The purpose of the Eastern Corridor project, as documented in the Tier 1 ROD, is to implement a multimodal transportation improvement program that increases capacity, reduces congestion and delay, improves safety, provides modal options, and connects the region’s key transportation corridors and social and economic centers through the efficient movement of people, goods and services. The specific goal for Segment II/III, in support of the overall purpose and need for the Eastern Corridor, is to establish relocated SR 32 as a controlled-access arterial roadway west of I-275 with parallel rail transit that provides a new transportation alternative to driving. In the Segment II/III study area, SR 32 is primarily a commercial/industrial and residential corridor that experiences high volumes of commuter, freight, and residential traffic. The need for transportation improvements results from insufficient levels-of-service and high crash rates that are currently being experienced along existing SR 32 and are expected to worsen by 2030 (the project design year). As reported in the Tier 1 EIS Purpose and Need, traffic volumes on SR 32 in the Segment II/III study area are projected to increase by 21 to 37 percent by 2030, and levels-of-service (2020 No-Build) on the majority of SR 32 in the Segment II/III study area is projected at “E” or “F”, which indicates heavy congestion and delays. Additionally, the Tier 1 EIS reported that all of SR 32 in the Segment II/III study area has an annual accident rate that exceeds the statewide average. Associated with the existing transportation infrastructure, highway capacity and congestion problems occurring in the Eastern Corridor is the limited availability of alternative transportation options, including bus and rail transit. At this time, a large part of the Eastern Corridor study area is not served by bus and no rail transit exists.No rail transit is currently available in the Eastern Corridor study area or general project vicinity. The implementation of rail transit in the Eastern Corridor provides opportunity to interface with the Banks/Riverfront intermodal parking project - located along the riverfront in downtown Cincinnati - which has recently been awarded construction funding by the State of Ohio Transportation Review Advisory Council. Rail transit in the Eastern Corridor would provide an alternative to the automobile for job commutes and other types of trips. It would also offer a means by which corridor residents are more connected to the Cincinnati Business District and central area businesses, health care, education, arts, cultural, sports and entertainment opportunities. Additionally, in that a rail transit line could potentially involve the extensive use of existing right-of-way corridors, impact on the natural and man-made environment would be reduced and the land use/transportation relationship could be maximized.

 8HAM8813577HAM - GE ParkwayReplace CD road along I-75 from Shepherd Ln. to Glendale-Milford Rd.Tier 3HAM GE ParkwayRoadHamilton County, Village of Lockland, Village of Evendale and Village of Lincoln HeightsODOT - District 8Hamilton County, Village of Lockland, Village of Evendale and Village of Lincoln HeightsJayHamilton505 South SR741LebanonOhio45036jay.hamilton@dot.state.oh.us

Add local roadway connection on east side of I-75 from Shepherd Lane to Glendale Milford Road to replace the loss of the quasi-collector distrubitor, which is currently peforming this funciton.  Also, add a southbound exit ramp to GE Parkway to alleviate am peak congestion at Glendale Milford Road.  Project is phase 2 of the Thru the Valley project.

Add local roadway connection on east side of I-75 from Shepherd Lane to Glendale Milford Road to replace the loss of the quasi-collector distrubitor, which is currently peforming this funciton.  Also, add a southbound exit ramp to GE Parkway to alleviate am peak congestion at Glendale Milford Road.  Project is phase 2 of the Thru the Valley project.

 8HAM7625678HAM IR 75 (Through the Valley)Add forth lane on I-75 between Paddock and Kemper Tier 3HAM IR 75 10.10RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036jay.hamilton@dot.state.oh.us

Construct additional thru lane both north and southbound.  Add auxiliary lanes as needed.  Improve geometrics to meet current standards.  Improve access by upgrading ramps, includes replacing left side exit from northbound IR75 to a right side exit, relocate southbound ramps to Cooper Avenue to Anthony Wayne Avenue, remove exit to Davis St. from northbound IR75, add ramp from westbound SR126 to northbound IR75 and add ramp from southbound IR75 to westbound SR126.  This work includes phases 3-8 of the Thru the Valley project.

Construct additional thru lane both north and southbound.  Add auxiliary lanes as needed.  Improve geometrics to meet current standards.  Improve access by upgrading ramps, includes replacing left side exit from northbound IR75 to a right side exit, relocate southbound ramps to Cooper Avenue to Anthony Wayne Avenue, remove exit to Davis St. from northbound IR75, add ramp from westbound SR126 to northbound IR75 and add ramp from southbound IR75 to westbound SR126.  This work includes phases 3-8 of the Thru the Valley project.

 8HAM8812478HAM IR 75 (Through the Valley)Bridge over Mill creek to Galbraith Road (phase 3)Tier 3HAM IR 75 10.10RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036mailto:jay.hamilton@dot.state.oh.us

Bridge over Mill creek to Galbraith Road (phase 3)

The purpose of this project focuses on the needed improvements to safely and efficiently handle the current and future high traffic volumes and traffic accidents on I-75. Successful completion of this project will reduce congestion, maintain an acceptable level of service, reduce traffic-related crashes and consider the mobility needs and concerns of local residents and the regional motorists.  Reducing congestion will allow for improvements to traffic flow and level of service on I-75. Reducing traffic-related crashes will improve traffic safety not only on I-75 but also its associated access points. The consideration of the mobility needs and concerns of local residents and regional motorists will allow for the enhancement of the regional transportation network while keeping in consideration the local trips. As a result, the solutions developed in this project should be compatible not only with the regional and national needs for the usage of I-75 but also with the local communities.

 8HAM8812978HAM IR 75 (Through the Valley)Railroad bridge on SB IR75 in the split (phase 4)Tier 3HAM IR 75 11.09RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036mailto:jay.hamilton@dot.state.oh.us

The purpose of this project focuses on the needed improvements to safely and efficiently handle the current and future high traffic volumes and traffic accidents on I-75. Successful completion of this project will reduce congestion, maintain an acceptable level of service, reduce traffic-related crashes and consider the mobility needs and concerns of local residents and the regional motorists.  Reducing congestion will allow for improvements to traffic flow and level of service on I-75. Reducing traffic-related crashes will improve traffic safety not only on I-75 but also its associated access points. The consideration of the mobility needs and concerns of local residents and regional motorists will allow for the enhancement of the regional transportation network while keeping in consideration the local trips. As a result, the solutions developed in this project should be compatible not only with the regional and national needs for the usage of I-75 but also with the local communities.

 8HAM8813278HAM IR 75 (Through the Valley)Galbraith Road to Shepherd Lane, SB only (phase 5)Tier 3HAM IR 75 11.02RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036mailto:jay.hamilton@dot.state.oh.us

The purpose of this project focuses on the needed improvements to safely and efficiently handle the current and future high traffic volumes and traffic accidents on I-75. Successful completion of this project will reduce congestion, maintain an acceptable level of service, reduce traffic-related crashes and consider the mobility needs and concerns of local residents and the regional motorists.  Reducing congestion will allow for improvements to traffic flow and level of service on I-75. Reducing traffic-related crashes will improve traffic safety not only on I-75 but also its associated access points. The consideration of the mobility needs and concerns of local residents and regional motorists will allow for the enhancement of the regional transportation network while keeping in consideration the local trips. As a result, the solutions developed in this project should be compatible not only with the regional and national needs for the usage of I-75 but also with the local communities.

 8HAM8813378HAM IR 75 (Through the Valley)Galbraith Road to Shepherd Lane, NB only (phase 6)Tier 3HAM IR 75 11.05RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036mailto:jay.hamilton@dot.state.oh.us
 8HAM8813478HAM IR 75 (Through the Valley)SR126 (phase 7)Tier 3HAM IR 75 10.52RoadHamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights, Village of Glendale and Springfield TownshipODOT - District 8Hamilton County, Village of Lockland, City of Reading, City of Sharonville, Village of Lincoln Heights, Village of Evendale, Village of Arlington Heights and Village of GlendaleJayHamilton505 South SR741lebanonOhio45036mailto:jay.hamilton@dot.state.oh.us

SR126 (phase 7)

The purpose of this project focuses on the needed improvements to safely and efficiently handle the current and future high traffic volumes and traffic accidents on I-75. Successful completion of this project will reduce congestion, maintain an acceptable level of service, reduce traffic-related crashes and consider the mobility needs and concerns of local residents and the regional motorists.  Reducing congestion will allow for improvements to traffic flow and level of service on I-75. Reducing traffic-related crashes will improve traffic safety not only on I-75 but also its associated access points. The consideration of the mobility needs and concerns of local residents and regional motorists will allow for the enhancement of the regional transportation network while keeping in consideration the local trips. As a result, the solutions developed in this project should be compatible not only with the regional and national needs for the usage of I-75 but also with the local communities.

 8HAM7788979Ham - Interstate 75Mill Creek Express Phase 8Tier 3HAM IR 75 7.85RoadHamilton County; City of CincinnatiODOT District 8Stefan Spinosa505 S. SR 741LebanonOhio45036stefan.spinosa@dot.state.oh.us

Project is Phase 8 of the Mill Creek Expressway series of projects (TRAC Line #23).  This phase will reconstruct the SR-562/IR-75 interchange and widen I-75 from SR-562 to SR-126.  The widening will consist of one lane in each direction.  In addition to the widening, mainline bridges will be replaced, and new full depth pavement will be provided.  The SR-562 interchange NB entrance to IR-75 and the SB exit from IR-75 will be converted from single lane ramps to two lane ramps.

Project is Phase 8 of the Mill Creek Expressway series of projects (TRAC Line #23).  This phase will reconstruct the SR-562/IR-75 interchange and widen I-75 from SR-562 to SR-126.  The widening will consist of one lane in each direction.  In addition to the widening, mainline bridges will be replaced, and new full depth pavement will be provided.  The SR-562 interchange NB entrance to IR-75 and the SB exit from IR-75 will be converted from single lane ramps to two lane ramps.

 8HAM8983579Ham - Interstate 75Mill Creek Express Phase 8ATier 3HAM SR 4/SR 561 2.66/7.01RoadHamilton County; City of CincinnatiODOT - District 8Stefan Spinosa505 S. SR 741LebanonOhio45036stefan.spinosa@dot.state.oh.us

Project is Phase 8 of the Mill Creek Expressway series of projects (TRAC Line #23).  This phase will reconstruct the SR-562/IR-75 interchange and widen I-75 from SR-562 to SR-126.  The widening will consist of one lane in each direction.  In addition to the widening, mainline bridges will be replaced, and new full depth pavement will be provided.  The SR-562 interchange NB entrance to IR-75 and the SB exit from IR-75 will be converted from single lane ramps to two lane ramps.

Project is Phase 8 of the Mill Creek Expressway series of projects (TRAC Line #23).  This phase will reconstruct the SR-562/IR-75 interchange and widen I-75 from SR-562 to SR-126.  The widening will consist of one lane in each direction.  In addition to the widening, mainline bridges will be replaced, and new full depth pavement will be provided.  The SR-562 interchange NB entrance to IR-75 and the SB exit from IR-75 will be converted from single lane ramps to two lane ramps.

 9LAW7592380LAW - Chesapeake Bypass Chesapeake Bypass Phase 2Tier 3LAW Chesapeake Bypass Phase 2RoadLawrence County, Union and Rome Townships, Village of ChesapeakeODOT - District 9KYOVATom  Barnitz650 Eastern AvenueChillicotheOhio45601tom.barnitz@dot.state.oh.us

Proposed is the completion of acquisition and construction of a 5.2 mile section 4 lane limited access highway known as Phase 2 of the Chesapeake By-Pass Project.  Phase 2 begins at S.R. 7 mile marker 2.17 at the interchange for the 5th Street Ohio River Bridge serving Chesapeake, OH/Downtown Huntington WV.  Phase 2 ends at S.R. 7 mile marker 7.37 State Route 775 Interchange serving the Ohio River 31st Street Bridge serving Proctorville, OH/East Huntington, WV.

The primary purpose of the SR-7 Relocation is to provide a facility that will safely and efficiently facilitate the current and future travel patterns to, from, and through Rome Township, Union Township, and the Villages of Chesapeake and Proctorville, Ohio.  Currently, there are approximately 21,000 vehicles per day utilizing this route that has the capacity of 12,000 vehicles per day, resulting in congestion and a high number of accidents.   The project will also benefit the communities by providing a highway that will support the expected commercial, industrial, and residential growth of the area.   This Phase 2 project when linked to; 1) the initial Chesapeake By-Pass phase completed in the 1980's, 2) the recently completed Super 2 modified Phase 1A and 1B, and3) the proposed WV Merricks Creek Ohio River Bridge and recently completed Merricks Creek Connector, will form the Tri-State Metropolitan Area Outerbelt interconnecting U.S. 52 and I-64. It has been identified as a macro corridor project in ODOT’s Access Ohio plan.

 12CUY8648281CUY - Cuyahoga US 6Lakefront West PavementsTier 3CUY US 006 12.20 PavementRoadCity of ClevelandCity of ClevelandODOT - District 12Jomarie WasikOffice of Capital Projects, 601 Lakeside Avenue, Room 113ClevelandOhio44114jwasik@city.cleveland.oh.us

The Lakefront West Phase II project will transform the 2.5-mile West Shoreway (US6) between West Boulevard and the Main Avenue Bridge.  Now a high-speed, limited access highway with concrete dividers, curbed shoulder lanes and high mast lighting, this corridor will become an attractive urban boulevard with landscaped medians enhancing adjacent parkland and scenic waterfront overlooks.  Six full or partial intersections will provide safe, convenient access for adjacent neighborhoods and support residential, commercial and industrial development recently completed, underway or in planning.  A new multi-purpose path will weave along the new boulevard tying together neighborhoods and waterfront attractions supporting healthy living.

Cleveland’s West Shoreway (SR-2/US-6/US-20) is a remnant of unfulfilled 20th century highway planning.  The City’s 1894 purchase of 89 shoreline acres to establish Edgewater Park, and a shoreline drive became a priority.  Extending from the Superior Viaduct, that once spanned the Cuyahoga between downtown Cleveland and Ohio City, this roadway wrapped the Old River Channel’s bluff and paralleled the cross country railroad tracks south of Edgewater Park to farmland beyond.  By 1920, this shoreline drive extended westward as Clifton Boulevard through highly desired waterfront communities.  At its east end, the roadway merged with the Detroit-Superior Bridge’s west approach offering easy downtown commuting.  The West Shoreway’s transformation from shoreline drive to limited access highway began in the 1930s with construction of the Main Avenue Bridge.  A high level river span river, it became a direct extension of the West Shoreway to the new “Memorial Shoreway” north of downtown and the lakefront railroad tracks. Early regional highway planning anticipated the Shoreway extending along the western lakefront.  Eventually, I-90 would be routed south of downtown Cleveland and provide regional access for lakefront communities away from the Lake Erie shoreline.  Once a major spoke in the regional highway system, the West Shoreway carried 82,000 ADT in 1956, but experienced decreased traffic after I-90 opened in the 1970s.  By 2003, the West Shoreway carried 34,000 ADT, comparable to traffic on a six-lane arterial street.  Cleveland’s lakefront always has been an attractive asset and this continues today along the West Shoreway as Edgewater Park provides stability to western neighborhoods.   South of it, industrial development defined the Detroit Shoreway area of the early 1900s with a tight cluster of factories and warehouses adjacent to cross country railroad tracks.  Worker housing was concentrated immediately to the south as Detroit Avenue served as a retail main street for the community.  By the late 1990s, industry had closed, but capitalizing on lakefront views, first with restoration of existing homes then new residential development on small parcels.  After brownfield remediation of a former battery plant, a 330 unit residential development began in 2005 with 70 units occupied, based in part on commitments to reconfigure the West Shoreway into an urban boulevard with a direct street connection under the railroad tracks to it and Edgewater Park.  With new residents, support for revitalizing Detroit Avenue south of the West Shoreway became a priority.  Now known as the Gordon Square Arts District, this economic engine is attracting businesses that support three theatres and creative galleries.    Where Ohio City meets the Flats, a similar transformation is occurring.  The 204-bed Lutheran Medical Center and Lakeview Terrace with some 550 public housing units have seen substantial investment.  Immediately east, the 400-unit Stonebridge development is redefining the West Bank and along with a new aquarium has redefined the Flats.  At the same time, truck traffic generated by the salt mines and private docks continues to roll through these residential areas.  Reducing conflicts between pedestrian, bicycle, car and truck traffic in this area is a Lakefront West project priority.

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