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.
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.
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.
Add lane in each direction, upgrade existing interchanges as necessary.
Increase capacity, enhance safety, and improve roadway deficiencies on IR
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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"
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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.
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.
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.
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.
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.
SR126 (phase 7)
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.
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.
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.