With Ohio adding exit numbers and tabs to many non-interstates recently, it seems that the (mostly-) freeway from I-270 to Newark could benefit from some. But since it's made up of 3 different state routes (161, 37, and 16), how would exits be numbered?
They could do the sensible thing, and treat the Columbus– Newcomerstown Macro-Corridor as the main route, and number the exits consistently, starting with 1A–D at 270 / Sunbury / Little Turtle. But they won't do that.
I noticed the other day that the New Albany Bypass has its original button copy signage from circa 2000. That will probably be replaced in a few years, and gain exit numbers based on the state mileage of OH 161. This work will likely include only the Hamilton Rd, New Albany Rd, and US 62 exits, because signage east and west of there is newer.
Thinking wishfully, ODOT might come up with a statewide exit numbering plan that makes sense in the big picture before they haphazardly slap exit numbers on 16, 37, 79, and 161 in Licking County.
They could do the sensible thing, and treat the Columbus– Newcomerstown Macro-Corridor as the main route, and number the exits consistently, starting with 1A–D at 270 / Sunbury / Little Turtle. But they won't do that.
I noticed the other day that the New Albany Bypass has its original button copy signage from circa 2000. That will probably be replaced in a few years, and gain exit numbers based on the state mileage of OH 161. This work will likely include only the Hamilton Rd, New Albany Rd, and US 62 exits, because signage east and west of there is newer.
Thinking wishfully, ODOT might come up with a statewide exit numbering plan that makes sense in the big picture before they haphazardly slap exit numbers on 16, 37, 79, and 161 in Licking County.
How hard would it be to give the entire corridor a single number? It couldn't all be 16, since that belongs on Broad St, but they could extend 161 out to Newcomerstown and truncate 16 in Granville. Or give it a completely new number.
There's almost no recent history of changing state routes just to make the system more logical and/or consistent
They just demo'ed the pedestrian walkway over the freeway section of OH-104 between US-23 and Lockbourne Rd. in Columbus. I wasn't expecting it. Does anybody know what this walkway served, such as a school? Far as I can tell it was built in 1987 when 104 was extended from US-23 to US-33 to replace Refugee Rd.
There's almost no recent history of changing state routes just to make the system more logical and/or consistent
Very true. There are a handful of corridors I can think of off the top of my head where this is the case.
* US-23 / SR-15 expressway set-up in northwest Ohio
https://goo.gl/eDyrIt
* US-20 / SR-10 freeway west of I-480 in northeast Ohio
https://goo.gl/wOYUhf
* SR-5 / SR-82 / Warren Outer Belt , to a lesser extent
https://goo.gl/5xWuJJ
Can these corridors have a unifying number? Sure. Do they really need a unifying number? Who knows, but probably not....
Hey, it's you!
Hey, it's you!
Yes, they finally let me in. I think I'm just about the only NW Ohio resident on any of these boards.
There's almost no recent history of changing state routes just to make the system more logical and/or consistent
Very true. There are a handful of corridors I can think of off the top of my head where this is the case.
* US-23 / SR-15 expressway set-up in northwest Ohio
https://goo.gl/eDyrIt
* US-20 / SR-10 freeway west of I-480 in northeast Ohio
https://goo.gl/wOYUhf
* SR-5 / SR-82 / Warren Outer Belt , to a lesser extent
https://goo.gl/5xWuJJ
Can these corridors have a unifying number? Sure. Do they really need a unifying number? Who knows, but probably not....
I don't think anyone is confused by the OH15-US23 configuration between Upper Sandusky and Findlay, and the BGSs make it clear that 15 will take you to I-75, but the routing of US23 is a bit strange there. I'm pretty sure it's because of Fostoria, which has really suffered not having connections to an interstate, wanting to maintain a connection to a national highway, but eventually I think US 23 should just continue to I-75 in Findlay up to Perrysburg.
Since we don't have a thread for I-70 in the M/GL region that I'm aware of, and I don't feel like starting one at the moment, I'll note this here.
Construction has started on I-70 to add a lane in each direction between Hilliard–Rome Rd and I-270 on the west side of Columbus. ODOT hasn't made any renderings or schematics conveniently available to the public, so I'm not sure exactly what the final configuration will look like.
I'm not going through 900 pages of PDFs to get specifics, but here are the plans: ftp://ftp.dot.state.oh.us/pub/Districts/D06/download/FRA-70-3.41%20(PID%2025594)/FRA-70-0341%20PDF_8-4-2015.pdf
A variation in KY (I'm still blown away by the fact they put a bike route across KY 1091 and KY 122):
https://goo.gl/maps/WPGPewEgneS2
A variation in KY (I'm still blown away by the fact they put a bike route across KY 1091 and KY 122):
https://goo.gl/maps/WPGPewEgneS2
aren't these basically stitched together county and state roads across the country? Not many are separated from traffic from what I've seen. Indiana hasn't signed any of their proposed routes (35, 50, 20, and a few more) yet
A variation in KY (I'm still blown away by the fact they put a bike route across KY 1091 and KY 122):
https://goo.gl/maps/WPGPewEgneS2
A variation in KY (I'm still blown away by the fact they put a bike route across KY 1091 and KY 122):
https://goo.gl/maps/WPGPewEgneS2
The first two national bike routes were USBR 1 and USBR 76. There are a few old white-on-green unnumbered Bike Route signs left in Kentucky, but District 12 (including Pike, Floyd and Knott counties) is the only place I know of in Kentucky where USBR 76 is fully signed. It's certainly not signed in my district.
As for the choice of routes, they've tried to keep the bike route off major highways. It comes into Kentucky on KY 80. It does use a portion of US 23, but for the most part it stays on lesser routes. If I'm not mistaken, I drove across KY 1091 as a cut-across between KY 122 and KY 7. It's a pretty steep mountain crossing, but I'll bet the ADT on that route is minuscule. There really was no other good way to get from one valley to the other without going up 122 all the way to 80 and then back over to 7, or else staying on 197 to Jenkins and then using 805 and a couple of other routes to connect to 7 in Letcher County.
Thought it seemed kind of redundant, as "Ohio Turnpike" seems pretty self explanatory.
Does anyone know why the US 30 expressway between Upper Sandusky and Bucyrus has such an elevated profile? It's bizarre, rising up 40 or more feet above the surrounding farmland, as if to clear a nonexistent railroad, then comes back down to ground level to intersect a county road, then mysteriously up again…
Does anyone know why the US 30 expressway between Upper Sandusky and Bucyrus has such an elevated profile? It's bizarre, rising up 40 or more feet above the surrounding farmland, as if to clear a nonexistent railroad, then comes back down to ground level to intersect a county road, then mysteriously up again…
Huh, not too familiar with that part, only been on it once. Though I have diven under it at Marion-Melmore Rd a bunch of times and just figured the high profile in that area was due to crossing multiple roads in that immediate area
On the topic of US 30, I see Google Maps now shows it as freeway orange from Upper all the way to Convoy, even though that section has at grade intersections. Kind of hard to figure out how they decide what gets the orange vs yellow, as there is a very similar section of US 23 around Marion with limited at grade intersections that is still yellow. And then on US 24 there there's a section west of Defiance to Indiana with at grade intersections that is orange and a section between Defiance and Napoleon with at grade intersections that is yellow.
Maybe the speed limit has something to do with it? I know 23 around Marion is 65. Not sure about 24 (other than I'm pretty sure it was 65 when I was on it last). 30 used to be 65, but I did post on another thread about seeing an article stating that it was going to 70 from Indiana all the way to Mansfield (except for the Upper Sandusky bypass)
On the topic of US 30, I see Google Maps now shows it as freeway orange from Upper all the way to Convoy, even though that section has at grade intersections. Kind of hard to figure out how they decide what gets the orange vs yellow, as there is a very similar section of US 23 around Marion with limited at grade intersections that is still yellow. And then on US 24 there there's a section west of Defiance to Indiana with at grade intersections that is orange and a section between Defiance and Napoleon with at grade intersections that is yellow.
Maybe the speed limit has something to do with it? I know 23 around Marion is 65. Not sure about 24 (other than I'm pretty sure it was 65 when I was on it last). 30 used to be 65, but I did post on another thread about seeing an article stating that it was going to 70 from Indiana all the way to Mansfield (except for the Upper Sandusky bypass)
^ going by the definition in that link, I don't see why US 23 from just north of the OH 231 interchange north of Marion to the OH 229 intersection south of Waldo isn't an expressway. It's a 20 mile section that has 6 interchanges, only 3 at grade intersections, and a 65 mph speed limit.
^ going by the definition in that link, I don't see why US 23 from just north of the OH 231 interchange north of Marion to the OH 229 intersection south of Waldo isn't an expressway. It's a 20 mile section that has 6 interchanges, only 3 at grade intersections, and a 65 mph speed limit.
As far as I'm concerned, US 23 is an expressway from the Delaware – Marion County line to where it exits itself at Carey.
are there any real plans to upgrade us 23 to toledo to an interstate standard road? Kind of weird that there isn't a freeway link there already.
Well, this is kinda odd. My submission to upgrade the northbound carriageway of 23 to expressway in Marion County went through almost immediately. But the submission for the southbound carriageway is still pending.
So right now if you zoom in close enough on the map, 23 north is orange while 23 south is still yellow.
Also, what is the deal with US 20? There are freeway/expressway portions in and around Norwalk and Fremont, but not according to Google.....
On the topic of US 30, I see Google Maps now shows it as freeway orange from Upper all the way to Convoy, even though that section has at grade intersections. Kind of hard to figure out how they decide what gets the orange vs yellow, as there is a very similar section of US 23 around Marion with limited at grade intersections that is still yellow. And then on US 24 there there's a section west of Defiance to Indiana with at grade intersections that is orange and a section between Defiance and Napoleon with at grade intersections that is yellow.
Maybe the speed limit has something to do with it? I know 23 around Marion is 65. Not sure about 24 (other than I'm pretty sure it was 65 when I was on it last). 30 used to be 65, but I did post on another thread about seeing an article stating that it was going to 70 from Indiana all the way to Mansfield (except for the Upper Sandusky bypass)
There are two categories that display as Orange on Google Maps, Expressway and Freeway.
Freeways cannot have any at grade intersections, only interchanges.
Expressways can be a mix of at grade intersections and interchanges.
The full definition can be found here (https://support.google.com/mapmaker/answer/1098056).
Also, signing is totally desolate, all you get is a VMS near the park entrance.
I just noticed that the Cedar Point Causeway seems so quaint and low traffic.
According to this article from today, the causeway is owned and operated by the park:
http://www.sanduskyregister.com/Transportation/2016/02/11/Cedar-Point-s-bridge-foundation-falters.html?ci=breaking&lp=1
According to this article from today, the causeway is owned and operated by the park:
http://www.sanduskyregister.com/Transportation/2016/02/11/Cedar-Point-s-bridge-foundation-falters.html?ci=breaking&lp=1
Also noted as a related article, the "new" Shoot The Rapids log flume ride is being torn down after only 6 years.
http://www.sanduskyregister.com/Business/2016/02/11/Shoot-The-Rapids-coming-down
Another new traffic light coming to US 23 in Delaware
http://www.thisweeknews.com/content/stories/delaware/news/2015/12/18/intersections-upgrade-will-give-drivers-more-options.html
This is a downgrade of the northern Sandusky Street half-interchange. Apparently the southbound exit ramp will be converted to a two-way extension of Sandusky Street, which will meet US 23 at a traffic light. The northbound entrance ramp will remain.
This just adds to the case for a proper new-alignment freeway route through Delaware County that the powers that be aren't even considering. See also fictional I-171 (https://www.aaroads.com/forum/index.php?topic=4801.0).
Nice catch 6a, I saw them doing something there and was wondering what was going on. Are they dumping control cities with all these sign replacements?
Out with the old, in with the new...
(http://uploads.tapatalk-cdn.com/20160426/64da9254f93483f1ba8fe870ea635a2d.jpg)
(http://uploads.tapatalk-cdn.com/20160426/c3f1766f7231ac85ee22dae082b75bf9.jpg)
This is a perfect example of how ODOT wastes money on signage &/or construction "upgrade" projects. That Cincinnati Sign does not look to me more than 10 years old, and yet elsewhere on I-270, you have button-copy signs that are still standing at 30+ years old.
I'm planning to travel from southern Ohio to western Michigan, and am thinking of taking US-30 between I-75 and Fort Wayne. I notice there is no direct connection between US-30 and I-75! Why? That whole area seems really poorly designed. Is there any plan to add a direct connection in the future?
I'm planning to travel from southern Ohio to western Michigan, and am thinking of taking US-30 between I-75 and Fort Wayne. I notice there is no direct connection between US-30 and I-75! Why? That whole area seems really poorly designed. Is there any plan to add a direct connection in the future?
I'm planning to travel from southern Ohio to western Michigan, and am thinking of taking US-30 between I-75 and Fort Wayne. I notice there is no direct connection between US-30 and I-75! Why? That whole area seems really poorly designed. Is there any plan to add a direct connection in the future?
I asked ODOT when they built the new US 30 freeway. They said there was insufficient traffic traveling between the two routes to justify the cost of building a new interchange.
random news release we got today:
BEAVERCREEK, Ohio (May 11, 2016) — Woolpert has been contracted by the city of Beavercreek to realign Shakertown Road in Beavercreek and eliminate its intersection with U.S. 35. The revised Shakertown will connect to Factory Road to the east, in a four-way intersection with Yellow Brick Road, south of U.S. 35.
This project is part of the Ohio Department of Transportation’s (ODOT) ongoing efforts to improve the safety of U.S. 35 through Beavercreek, primarily between Factory and Orchard Lane.
ODOT is moving toward more interchanges and fewer intersections along this section, and has been seeking public input.
Nathan Fischer, Woolpert project manager, said the intersection of Shakertown and U.S. 35 is a dangerous one, with 32 reported crashes at that site in the last three years and 20 percent of those incurring injury.
“We’re going to fix a safety concern that’s been in the area for a while,” Fischer said. “It also affects us on a personal level, since the intersection is 4 miles from our headquarters. A lot of our staff drives through the intersection.”
This project also will involve a slight realignment of Alpha-Bellbrook Road, which currently is part of an offset intersection with Yellow Brick. Alpha-Bellbrook will be diverted into a T-intersection with Shakertown, west of Factory.
The project is in the design phase, and likely will start construction in 2020.
Reminds me of US71 south of Kansas City. Just completely needs to be freewaytized.
I'm planning to travel from southern Ohio to western Michigan, and am thinking of taking US-30 between I-75 and Fort Wayne. I notice there is no direct connection between US-30 and I-75! Why? That whole area seems really poorly designed. Is there any plan to add a direct connection in the future?
Pennsylvania has Breezewood. Ohio has Beaverdam. The indirect connection probably has something to do with I-75 running right next to the railroad tracks.
US 30/OH 696/I-75 looks a lot worse on paper than it operates in reality. There is not much need for redoing it all to make a direct connection--OH 696 handles it quite capably and indeed the rail line paralleling I-75 adds to the complexity. The angle that US 30 crosses I-75 at doesn't make a direct connection any easier either.
US 30/OH 696/I-75 looks a lot worse on paper than it operates in reality. There is not much need for redoing it all to make a direct connection--OH 696 handles it quite capably and indeed the rail line paralleling I-75 adds to the complexity. The angle that US 30 crosses I-75 at doesn't make a direct connection any easier either.
That reminds me of some interchange ideas I saw on Fictionnal highways section.
https://www.aaroads.com/forum/index.php?topic=3618.msg113621#msg113621
http://i113.photobucket.com/albums/n208/triplemultiplex/Interchanges/75-30all.png?t=1314385866
Further evidence that ODOT's freeway sign replacement program is completely random…
All the guide signs on I-670 between I-70 and SR 315 — all good-condition button copy that was put up in 2001 or 2002 — has been recently replaced. The new signs look good, even in Clearview, but there was nothing wrong with the old signage.
Meanwhile, signs at entrances to I-270 from US 23 and Alum Creek Dr date to (I'm guessing) the early 80's at best, the background colors in the Interstate shields are fading, and in some cases pieces of the sign have fallen off. Maybe they'll be replaced next week, or maybe they'll still be standing in a decade. It's a crapshoot.
New roadway, Meeker Way, opens in Delaware County on Thursday. After Meeker Road is open, Stratford Road closes for up to a month.
Clarification: When the project is complete in October, US 23 north and south traffic will be able to access Stratford Road. However, traffic coming from Stratford Road will only be able to turn right onto US 23 north. For access to US 23 south, drivers will use Meeker Way.
Oh great....we have yet another new traffic light on US 23 in Delaware County
(https://scontent-iad3-1.xx.fbcdn.net/v/t1.0-9/14322739_1110188002364226_4259575413175991660_n.jpg?oh=fadc6b4e861d02e0c9c2221609c6a307&oe=586F28E8)
photo caption:QuoteNew roadway, Meeker Way, opens in Delaware County on Thursday. After Meeker Road is open, Stratford Road closes for up to a month.
Clarification: When the project is complete in October, US 23 north and south traffic will be able to access Stratford Road. However, traffic coming from Stratford Road will only be able to turn right onto US 23 north. For access to US 23 south, drivers will use Meeker Way.
They're also taking out the light at Stratford, so that's a net no new traffic signals. On the other hand, the 315 and Stratford lights were synced for 23 through traffic, and the Meeker light probably won't be synced. On the other other hand, traffic on the Meeker approach will probably be so light that signal won't have to stop 23 often.
I'm more annoyed at the other end of Delaware, where the southbound exit to Sandusky Street is being converted to a two-way extension of Sandusky Street which meets 23 at a completely new signal. At least the northbound to northbound movement will still be handled by the old northbound entrance ramp.
QuoteI'm more annoyed at the other end of Delaware, where the southbound exit to Sandusky Street is being converted to a two-way extension of Sandusky Street which meets 23 at a completely new signal. At least the northbound to northbound movement will still be handled by the old northbound entrance ramp.
Agreed that this one is more annoying. Anyone know how that project is progressing?
QuoteI'm more annoyed at the other end of Delaware, where the southbound exit to Sandusky Street is being converted to a two-way extension of Sandusky Street which meets 23 at a completely new signal. At least the northbound to northbound movement will still be handled by the old northbound entrance ramp.
Agreed that this one is more annoying. Anyone know how that project is progressing?
Nearing completion. When I drove through on Friday night, they were applying the permanent lane markings on 23. I couldn't see if signals were hung or the status of the Sandusky St extension, but I imagine they're close to wrapping that project up, except possibly for landscaping which might be finished in the spring.
At this point it's almost easier to take Sawmill or Liberty to Delaware. I've driven up both those routes, and while Sawmill south of Powell rd sucks, both roads are a relative ease to take.
Idle curiosity has me wondering about something. Recently some projects have been moved up because "the money was available now." The 270 west side widening and the newest phase of the 270/23/315 construction come to mind right away. Where did this money come from? We aren't talking about spare change here...are other areas not using all their funds? Are tax collections higher? Accounting magic? Genuinely curious.
Could it have been from issuing more bonds? That's happening quite a bit now in NYSDOT's program.
(personal opinion emphasized)
A more cynical interpretation is there is basically no long term planning anymore, and the agency is making decisions with the goal of maintaining people's short-term opinion of their ability to spend wisely.
A more cynical interpretation is there is basically no long term planning anymore, and the agency is making decisions with the goal of maintaining people's short-term opinion of their ability to spend wisely.
I'm still wondering if design-build has to do with it as well. Meaning design-build leads to a lot less long-term planning. The idea will be put out there at some point, but nothing will be truly planned long term in a specific time frame. Like, "ehhhh, sometime before 2027."
Idle curiosity has me wondering about something. Recently some projects have been moved up because "the money was available now." The 270 west side widening and the newest phase of the 270/23/315 construction come to mind right away. Where did this money come from? We aren't talking about spare change here...are other areas not using all their funds? Are tax collections higher? Accounting magic? Genuinely curious.
My guess is, in the very recent past, revenues were coming up short of projections, so some larger impending projects were delayed, freeing up some money for immediate use; and now, revenues are exceeding projections, so some smaller projects are being moved up. Assuming competence on the part of ODOT, it looks like the goal to spend as much of the cash they expect to have in any given year, and changing cash flow expectations result in reshuffled project timelines. A more cynical interpretation is there is basically no long term planning anymore, and the agency is making decisions with the goal of maintaining people's short-term opinion of their ability to spend wisely.
Delaware County: Sawmill Pkwy appears to be complete, though I have not yet observed its full length.
Delaware County: Sawmill Pkwy appears to be complete, though I have not yet observed its full length.
I drove it a few weeks ago. It's a fairly nice stretch of road with plenty of roundabouts (four I believe?). I just don't like how it barges through what were otherwise quiet roads. There are houses with long driveways that used to be secluded from the road that are now bordered on the side by a four-lane parkway.
At the Delaware end by 42, there are turn lanes already put in, so I imagine there's some kind of development planned there.
Delaware County: Sawmill Pkwy appears to be complete, though I have not yet observed its full length.
I drove it a few weeks ago. It's a fairly nice stretch of road with plenty of roundabouts (four I believe?). I just don't like how it barges through what were otherwise quiet roads. There are houses with long driveways that used to be secluded from the road that are now bordered on the side by a four-lane parkway.
At the Delaware end by 42, there are turn lanes already put in, so I imagine there's some kind of development planned there.
Is it actually going to be a thorough job with the exit numbers? On 315 a year or two ago, the first and last few miles of the freeway were left out, and none of the gore signs were updated.
Is it actually going to be a thorough job with the exit numbers? On 315 a year or two ago, the first and last few miles of the freeway were left out, and none of the gore signs were updated.
Excellent point! According to the plans, it is just the south end of 315 (I did not see any of I-270/315/23 signage - unless that is a separate contract altogether, which would not surprise me). 104's exit numbers were thorough :)
What could possibly be done to revitalize Youngstown? I doubt the answer has anything to do with its roads, though.
I hope this link works,
http://contracts.dot.state.oh.us/common/pageIterator.do?addTo=&forward=searchResultsCondensedJSP&iteratorKey=search.page.iterator&page=next&from=topNav
PID number 89303 is a signing contract in which US 23 and 33, along with OH 104 and 315 will continue to get mileage based exit numbers. It's 665 pages in length and I thought I would pass it along. :) It looks to me like any and all remaining button copy is getting ready to be replaced. Plans seem to be in FHWA and not clearview.
- Exit number tabs have been added on the BGS's along US 35 from at least I-675 to OH 753 just east of Washington C.H. Exit 41 is I-675 with OH 753 as Exit 85. The only one I saw prior to this (last May) was the EXIT 64 tab on the OH 72 Jamestown exit. No exit number tabs have been added to any exits toward Chillicothe--mainly because Greene and Fayette Counties have updated signs (in Clearview and done very well) and Ross County has not. Ross still has the second-generation signs (retro-reflective, no button copy) from the early 2000's standing.
- Exit number tabs have been added on the BGS's along US 35 from at least I-675 to OH 753 just east of Washington C.H. Exit 41 is I-675 with OH 753 as Exit 85. The only one I saw prior to this (last May) was the EXIT 64 tab on the OH 72 Jamestown exit. No exit number tabs have been added to any exits toward Chillicothe--mainly because Greene and Fayette Counties have updated signs (in Clearview and done very well) and Ross County has not. Ross still has the second-generation signs (retro-reflective, no button copy) from the early 2000's standing.
The sign job at 35 and 675 made nightly news at the time. The contractor screwed up the BGSs on the 675 SB C/D road so that Dayton was the control city on both 35 East and West. They came back and crossed it out on 35 East with what looked like green duct tape, then came back a few months later and put on a Xenia patch that IIRC looks small compared to the rest of the sign.
The other weird thing with that whole sign job is that they made liberal use of "EXIT ↗ ONLY" at the exit gores, even though 80-90% of the exits along that part of 35 just have deceleration lanes (and weren't marked EXIT ONLY before).
Maybe it's just coincidence, but it seems like there is a correlation between Ohio's Clearview era and generally sloppy quality control.
My wife and I decided to head to Jeffersonville, OH to shop at the Tanger Outlets yesterday.
Tell me those are actual signs... (unless you're making them up!) :D
(http://vidthekid.info/imghost/sm-octa-jville-dim-m.png8.png)
Tell me those are actual signs... (unless you're making them up!) :D
Ha, there could be similar signs for
"You are in Ontario, not Mansfield"
Tell me those are actual signs... (unless you're making them up!) :DStill, I got a big laugh out of it! :rofl:
That was my creation. I suggested this to ODOT District 6 via Facebook. The reply was basically "we don't think these are warranted, but we appreciate the initiative".
ODOT has recently completed a corridor enhancement project on US 250 in the Sandusky area, mainly in the commercial strip between Bogart Rd and Perkins Ave. This includes repaving most of the road, adding or improving turn lanes, adding sidewalks, adding new signals, improving intersections and also focused heavily on access management by converting most non signalized driveways to right-in-right-out. This is a heavily used stretch of road by both the local and tourist populations.
Some things I've noticed about the new signage:
- all traffic signals and overhead signage are now on mast arms (which are all a decorative green)
ODOT has recently completed a corridor enhancement project on US 250 in the Sandusky area, mainly in the commercial strip between Bogart Rd and Perkins Ave. This includes repaving most of the road, adding or improving turn lanes, adding sidewalks, adding new signals, improving intersections and also focused heavily on access management by converting most non signalized driveways to right-in-right-out. This is a heavily used stretch of road by both the local and tourist populations.
Some things I've noticed about the new signage:
- all traffic signals and overhead signage are now on mast arms (which are all a decorative green)
From all of the doghouses, I take it Ohio is not a fan of flashing yellow arrows?
I have not seen a flashing yellow arrow anywhere in Ohio - but there are some right across the river in Northern Kentucky (specifically at Dixie Highway (25/42/127) at I-71/75.)
I'm old enough to remember US-250 being just a 2-lane road from the Turnpike to Bogart Road. Bumper-to-bumper Cedar Point traffic in the morning and signs for The Blue Hole which damn near seemed like every hundred feet.
I'm old enough to remember US-250 being just a 2-lane road from the Turnpike to Bogart Road. Bumper-to-bumper Cedar Point traffic in the morning and signs for The Blue Hole which damn near seemed like every hundred feet.
I can remember it being 2 lane as well, that section was widened to its current 5 lane configuration in 2002.
I don't remember the Blue Hole signs, as it was sadly closed to the public when I was 3. Though on a side note, while that Blue Hole is closed, there is another nearby blue hole that can be visited by the general public at the Castalia State Fish Hatchery (not nearly as built up though, it just has one little railing-less dock you can view it from)
How about "The Earth Crack" at Seneca Caverns? I've never been, but since we're talking about holes in the ground…
Just tell them that they're an idiot for wanting to remove a freeway, especially part of a multi-state high-speed thoroughfare, and leave it at that.
Massachusetts switched to the recessed reflectors a few years ago. They seem to be holding up quite nicely, even in the Berkshires.Could have sworn they have been using them on I-91 far longer than just a few years.
Massachusetts switched to the recessed reflectors a few years ago. They seem to be holding up quite nicely, even in the Berkshires.Could have sworn they have been using them on I-91 far longer than just a few years.
This is the northeast end of the Norwalk (OH) bypass.
https://www.google.com/maps/place/Norwalk,+OH/@41.2481038,-82.5741857,571m/data=!3m1!1e3!4m2!3m1!1s0x883a12e5240c76c9:0x6278f31e62fad3ac
This would have brought US-250 from just south of Norwalk to just south of Milan. Had it ever come to fruition, the bypass (currently used as-is by US-20 and OH-18) probably would have had OH-61 rerouted along the bypass as well, while OH-13 would have probably remained running thru town as-is, and would remain duplexed with US-250 on either side of the bypass.
It's a shame that it never got completed, at least extended to OH-61 on the east side, although you could still technically bypass downtown north-south by using the Bypass to US-20 East to OH-601 North in Milan to get back to US-250/OH-13. The majority of the proposed route still looks like forest and farmland, so technically it is still possible to build it without knocking down too many houses.
Interstate 90 ***NEW***
I-90, at its bridges over West River Road and over SR 57, will have nightly lane closures as crews begin work for the bridge replacements. The project is expected to be complete in May 2019.
Anybody know if they are even considering adding lanes on SR-2 from the I-90 split to SR-58 in the near future? That's about the only other widening I can consider being warranted out there in the next 20-30 years.
MORPC Open house in Columbus next week...
Federal, state and local agencies have committed to invest $2 billion in highway, public transit and bikeway/pedestrian projects in our local communities over the next four years.
Join us at our Transportation Improvement Program (TIP) Open House from 3:30-6:30 p.m. on Tuesday, April 4th at our offices (111 Liberty St., Suite 100, Columbus). A presentation will take place at 5:30 p.m.
You can also view and comment on the projects through the link below. More info at morpc.org/tip (http://morpc.org/tip)
I remember 15-20 years ago when they were quickly widening I-90 from SR-252/Columbia Road down to SR-611/Colorado Avenue and thought they'd have it done to the Turnpike in no time. Then things came to a grinding halt. Then all the attention turned to widening/rebuilding I-90 east of Cleveland.They did a nice job cleaning up OH-57 around the Midway Mall area. The way it used to be was just insane.
At least in the time since the last widening project on the west side, they have slowly rebuilt many mainline bridges (mentioned above) and the SR-57 interchange in advance of the impending widening & rebuild.
Anybody know if they are even considering adding lanes on SR-2 from the I-90 split to SR-58 in the near future? That's about the only other widening I can consider being warranted out there in the next 20-30 years.
MORPC Open house in Columbus next week...
Federal, state and local agencies have committed to invest $2 billion in highway, public transit and bikeway/pedestrian projects in our local communities over the next four years.
Join us at our Transportation Improvement Program (TIP) Open House from 3:30-6:30 p.m. on Tuesday, April 4th at our offices (111 Liberty St., Suite 100, Columbus). A presentation will take place at 5:30 p.m.
You can also view and comment on the projects through the link below. More info at morpc.org/tip (http://morpc.org/tip)
One of the biggest things that bugs me about living around Youngstown today is that I-680 does not connect with OH 11 southwest of town. The only easy way is to head north on I-680 to the I-80/OH-11 interchange. You can take US224 if you feel like taking forever through Boardman, or you can run through US62 if you feel like driving city streets for a while. Or, you can take OH 165 from the Western Reserve Rd exit through North Lima, and then cut at an angle to OH11, which conveniently does not interchange with the most likely road to complete such an angle. Instead, you have to then cut up on OH14 to OH11.
Continuing I-680 south/southwest around North Lima and ending at OH111 near Columbiana would have been a perfect route for traffic between Youngstown and points south. And with the addition of OH-711, the shorter 'through route' while the current OH-11 west of town acting as an easy bypass for points north or traffic to/from I-80.
I don't think I've seen this posted before.
Stumbled across this Youngstown Vindicator story from August 2016 about the 40 year anniversary of the completion of I-680.
Interesting story on the history of the road and a pdf that includes original blueprints of the road.
http://www.vindy.com/news/2016/aug/21/i-680-1643-mile-interstate-took-16-years-complete/ (http://www.vindy.com/news/2016/aug/21/i-680-1643-mile-interstate-took-16-years-complete/)
I remember to opening of the full highway, made my commute to YSU for four years starting Fall 1977 a lot easier.
I also remember the explosion during the construction. I've tried to find more information about it, but haven't had much luck.
There also are/were plans to extend a freeway off of that ghost end in the eastern part of the downtown freeway loop in Youngstown. According to those city/metro maps (they were printed on regular office copy paper) that I got from a Turnpike service plaza in the late 1990s, it was to continue eastward and then northward to connect with I-80 near Hubbard.
Mike
There also are/were plans to extend a freeway off of that ghost end in the eastern part of the downtown freeway loop in Youngstown. According to those city/metro maps (they were printed on regular office copy paper) that I got from a Turnpike service plaza in the late 1990s, it was to continue eastward and then northward to connect with I-80 near Hubbard.
Mike
Yes, the long-planned "Hubbard Expressway", intended to carry either and/or both OH-7 and US-62, from the stub freeway end at Albert Street, continuing northeast through the east side of Youngstown, then connecting with I-80 in Hubbard Township.
This project has been dormant for some time; certain officials have attempted to "revive" it a few times over the past 30 years, but as I recall, at some point about 10 years ago, ODOT officially withdrew their support....meaning it will likely never get built.
Here is a Mahoning County Highway Map from 1970 showing the proposed US-62 running across the southern portion of Mahoning County, north of Sebring, Salem, and Washingtonville; and showing the cloverleaf interchange with OH-11, before proceeding eastward into Columbiana County and then onto Pennsylvania. However, there is no indication of a proposed southerly extension of OH-680 to that freeway...although I recall seeing that in another map of some sort.
http://gisapp.mahoningcountyoh.gov/Public_FTP_Folder/Historical_Maps/H1970/HIGHWAY_1970A.pdf
Here is a Mahoning County Highway Map from 1970 showing the proposed US-62 running across the southern portion of Mahoning County, north of Sebring, Salem, and Washingtonville; and showing the cloverleaf interchange with OH-11, before proceeding eastward into Columbiana County and then onto Pennsylvania. However, there is no indication of a proposed southerly extension of OH-680 to that freeway...although I recall seeing that in another map of some sort.
http://gisapp.mahoningcountyoh.gov/Public_FTP_Folder/Historical_Maps/H1970/HIGHWAY_1970A.pdf
Huh, I wonder what PennDOT had planned to connect to it. It couldn't have been more US 62 since by the state line, current US 62 is already way up in the Sharon-Hermitage area.
Anybody know if they are even considering adding lanes on SR-2 from the I-90 split to SR-58 in the near future? That's about the only other widening I can consider being warranted out there in the next 20-30 years.
They did just replace the first two bridges on OH 2 west of the I-90 split, so knowing whether or not those new bridges were built wide enough for 3 lanes would go a long way to answering that. I was actually just through there last week, but unfortunately wasn't paying attention to this detail. Anyone know if they were built wide enough for 3 lanes?
I see nothing wrong with adding these "TOLL" signs. However, I thought it was pretty self-explanatory that if you were getting onto the "Turnpike" you knew you were going to pay a toll. :D
Tolls are literally in the definition of "turnpike." Also, the Ohio Turnpike has been collecting tolls since it opened in 1955.
Taken from Merriam Webster dictionary:
Definition of turnpike
a (1) : a road (such as an expressway) for the use of which tolls are collected (2) : a road formerly maintained as a turnpike
Tolls are literally in the definition of "turnpike." Also, the Ohio Turnpike has been collecting tolls since it opened in 1955.
Taken from Merriam Webster dictionary:
Definition of turnpike
a (1) : a road (such as an expressway) for the use of which tolls are collected (2) : a road formerly maintained as a turnpike
Tolls are literally in the definition of "turnpike." Also, the Ohio Turnpike has been collecting tolls since it opened in 1955.
Taken from Merriam Webster dictionary:
Definition of turnpike
a (1) : a road (such as an expressway) for the use of which tolls are collected (2) : a road formerly maintained as a turnpike
As there were "turnpikes" there were also "free pikes" - with High Free Pike in Madison County OH remaining as the only existing example I'm aware of that still retains that designation....or even "shunpikes."
As there were "turnpikes" there were also "free pikes" - with High Free Pike in Madison County OH remaining as the only existing example I'm aware of that still retains that designation.
On the topic of these toll banners, so far I've only seen 2 locations that have them, both along US 20 in district 2. So far none have turned up at the turnpike signs I see frequently in district 3, also on US 20. Anyone noticing them popping up anywhere else?
Also, in a prior post I noted my first time seeing a variable speed limit in an Ohio construction zone (OH 2 bridges over OH 57 in Elyria). Today I saw another one on US 23 in Chillicothe, which varried between 50 and 60 mph. Not sure how long Ohio has been doing variable speed limits, but I like it.
VS988
Also, in a prior post I noted my first time seeing a variable speed limit in an Ohio construction zone (OH 2 bridges over OH 57 in Elyria). Today I saw another one on US 23 in Chillicothe, which varried between 50 and 60 mph. Not sure how long Ohio has been doing variable speed limits, but I like it.
VS988
Also, in a prior post I noted my first time seeing a variable speed limit in an Ohio construction zone (OH 2 bridges over OH 57 in Elyria). Today I saw another one on US 23 in Chillicothe, which varried between 50 and 60 mph. Not sure how long Ohio has been doing variable speed limits, but I like it.
VS988
There is a construction zone on I-77 south from OH 82 past the Ohio Turnpike with a variable speed limit - and I am told the I-271 express lane extension construction from I-480 south to OH 8 has a variable speed limit as well. :)
Also, in a prior post I noted my first time seeing a variable speed limit in an Ohio construction zone (OH 2 bridges over OH 57 in Elyria). Today I saw another one on US 23 in Chillicothe, which varried between 50 and 60 mph. Not sure how long Ohio has been doing variable speed limits, but I like it.
VS988
There is a construction zone on I-77 south from OH 82 past the Ohio Turnpike with a variable speed limit - and I am told the I-271 express lane extension construction from I-480 south to OH 8 has a variable speed limit as well. :)
It indeed does, and they have also used the variable signs on US 30 out near Van Wert. They are all over the state now.
Also, in a prior post I noted my first time seeing a variable speed limit in an Ohio construction zone (OH 2 bridges over OH 57 in Elyria). Today I saw another one on US 23 in Chillicothe, which varried between 50 and 60 mph. Not sure how long Ohio has been doing variable speed limits, but I like it.
VS988
There is a construction zone on I-77 south from OH 82 past the Ohio Turnpike with a variable speed limit - and I am told the I-271 express lane extension construction from I-480 south to OH 8 has a variable speed limit as well. :)
It indeed does, and they have also used the variable signs on US 30 out near Van Wert. They are all over the state now.
Add I-270 SB between US 62/I-670 and 317 and I-71 NB between OH 303 and I-80
That said, 315 between the I-70/71 west split and I-670 is going to be an alphabet soup for exit 1 (Town/Rich St, Spring St, 670, Broad St, and the split).
That said, 315 between the I-70/71 west split and I-670 is going to be an alphabet soup for exit 1 (Town/Rich St, Spring St, 670, Broad St, and the split).
Considering Town/Rich is exit 1A, I think the ramps at the southern terminus are going to remain unnumbered. I do think it's strange that the ramps to 33 and 670 are in the 1* range instead of the 2* range. But I still can't figure out how they get all the way up to 1F without skipping some letters, unless the four ramps to 670 get four distinct designations, which is a dumb idea.
The analog of this interchange up north, where a state route freeway's southern end is at the same interchange where an Interstate duplex breaks up/forms, namely Route 8 in Akron, got Exit 0A-B numbering for the exits at the central interchange a couple years ago long after the other exits on Route 8 got exit numbers. It seems to be the only Exit 0 in Ohio, with other end-of-route interchanges (e.g., I-271) already being Exit 1. Why not do the same for 315 as was done with 8 and use Exit 0 for some of the ramps at the 70/71 interchange?
(If done analogous to Route 8, the movement from 315 south to 71 south would get no exit number, just as 8 to 77 south gets no exit number. Not what I would have done, but there is still 0A and 0B at least.)
The analog of this interchange up north, where a state route freeway's southern end is at the same interchange where an Interstate duplex breaks up/forms, namely Route 8 in Akron, got Exit 0A-B numbering for the exits at the central interchange a couple years ago long after the other exits on Route 8 got exit numbers. It seems to be the only Exit 0 in Ohio, with other end-of-route interchanges (e.g., I-271) already being Exit 1. Why not do the same for 315 as was done with 8 and use Exit 0 for some of the ramps at the 70/71 interchange?
(If done analogous to Route 8, the movement from 315 south to 71 south would get no exit number, just as 8 to 77 south gets no exit number. Not what I would have done, but there is still 0A and 0B at least.)
South end of Ohio 8 got an exit 0?!? That would be a first for Ohio. Even the I-71/75/US 50 alphabet soup in Cincy is an exit 1.
I was going to say, definitely a first. And a few of the 71/75/50 exits are on top of the border, with A/B being roughly 500 feet north of it. I don't even understand why I-71 gets a number from I-271.
I was going to say, definitely a first. And a few of the 71/75/50 exits are on top of the border, with A/B being roughly 500 feet north of it. I don't even understand why I-71 gets a number from I-271.
I guess the unwritten rule of thumb is that if a routed freeway ("A") ends at another routed freeway ("B"), and you wind up on route "B" no matter which exit you take, there is no need to number those exits/ramps. This means that I-271 especially should have no exit number at I-71 as there is only one option / ramp and that is to I-71 South.
However, if highway "A" ends at an interchange where you can wind up on highway "B" or highway "C", "D", etc... then there should be an exit number associated with the possible ramps/exits at the intersection (as in the case of SR-8 in Akron @ the Central Interchange / I-76 & I-77).
Now the remaining question is: Should this terminus for highway "A" be labeled Exit 0 (A/B,...) or Exit 1 (A/B,...)?
In the case of the Central Interchange in Akron? Yes, Exit 0x is suitable as Route 8 ends there. In the case of the interchange at the north end of the Brent Spence in Cincinnati? No, Exit 1x is more suitable as all 3 highways continue there AND the exit numbers are simply resetting at the state line. As a bonus: I-270 is right to have an Exit 1 vs an Exit 0 at I-71 as the route continues and starts counting down the miles again for another lap around Columbus.
The only other example of numbered highways in Ohio that could fit the "should it be Exit 0 or Exit 1" scenario that I know of is Southbound I-280 at the Ohio Turnpike in Toledo. I would rename that as an Exit 0 for the Turnpike I-80/90 and the continuing of the expressway onto OH-420 would not be numbered.
How could there be a gore sign for I-271 Exit 1? The first Exit 1 advance is well after the last gore point on the road. First time through there as an 8 year old, I thought the road continued with that sign. Nope. That thing shouldn't have any number, period.
(If done analogous to Route 8, the movement from 315 south to 71 south would get no exit number, just as 8 to 77 south gets no exit number.
The Exit 1 for 71 from 271 has been there for so long that they probably wouldn't change it if they ever did decide on a mass implementation of Exit 0; even the old button copy signs with lighting had Exit 1 tabs. There is never a gore sign saying Exit 1, though.
P.S. Here's what ODOT is proposing to do to I-270/I-70/Brice Rd (no mention of I-70-Hamilton Rd interchange).
http://www.dot.state.oh.us/districts/D06/projects/FarEastFreewayStudy/Documents/20170411_FRA70_VE_Phase%20Exhibit%20Full.pdf (http://www.dot.state.oh.us/districts/D06/projects/FarEastFreewayStudy/Documents/20170411_FRA70_VE_Phase%20Exhibit%20Full.pdf)
Looks like SR 32, at some point, will receive interchanges at Glen Este-Withamsville Road and Bach Buxton Road, with an overpass at Old SR 74 to the east of that. Clepper Lane east of Glen Estate-Withamsville Road will be extended east to Bach Buxton Road, and SR 32 will be widened to six lanes throughout - to I guess at Olive Branch-Stonelick Road.
Unspecified improvements will happen at SR/32Mt. Carmel-Tobasco Road/Bell Lane and the continuation of work at the SR 32/I-275, and work from US 50 (I guess in Newtown?) towards Eastgate.
is ohio interested in ever connecting 71 and 75 north of colombus?
is ohio interested in ever connecting 71 and 75 north of colombus?
is ohio interested in ever connecting 71 and 75 north of colombus?
I-73 was supposed to have done that by roughly following the US-23 corridor and linking with I-75 near Findlay, which would’ve given Columbus an interstate connection to Toledo and Detroit, but Ohio killed the idea years ago.
is ohio interested in ever connecting 71 and 75 north of colombus?
I-73 was supposed to have done that by roughly following the US-23 corridor and linking with I-75 near Findlay, which would’ve given Columbus an interstate connection to Toledo and Detroit, but Ohio killed the idea years ago.
Part of the problem with this routing was that in the late '90's planners originally wanted to plant a corridor up either the US 23 or OH 199 corridors and connect that route with I-280 (which would presumably be replaced). Since it would have required the taking of valuable farmland, residents and interests in the Fostoria area let ODOT know in uncertain terms that such an Interstate-grade facility would face serious political opposition. That, and a lack of consensus regarding plans to effect an interchange with I-71 north of Columbus, effectively doomed this corridor, despite much of the alignment already deployed as expressway. ODOT lost interest in such a project back in the early 2000's and it's likely not to be revived -- even with a revised alignment along OH 15 and a multiplex with I-75 north of Findlay -- any time soon.
Was it just buried in the dirt??From ODOT District's tweet (on the find)...
Marion Co: You never know what you will find. The contractor on the 309 project found this old sign buried under the road. We're guessing since Rt. 309 used to be Route 30 back in the day, that sign has been there for decades.So your guess is good as mine.
ODOT has blocked crossover traffic on two Wyandot County roads across US 23/30 outside of Upper Sandusky.
The story indicates they are studying complete elimination of access for these roads.
As of now you can make right turns off of and on to 23/30.
I drove through this past weekend and right now there are orange barrels on the crossovers and in the left turn lanes leading to them.
There were the only two crossovers on the section of road where 23 and 30 run concurrently around Upper.
ODOT is FINALLY widening the last remaining stretch of four lanes on I-70 between Columbus and Dayton to six lanes... it looks like they are going to be rebuilding the bridges along that stretch... I thought that it was weird for me to go from six to four lanes and back to six lanes in about five miles, and I knew that ODOT would do it in a couple years...
ODOT is FINALLY widening the last remaining stretch of four lanes on I-70 between Columbus and Dayton to six lanes... it looks like they are going to be rebuilding the bridges along that stretch... I thought that it was weird for me to go from six to four lanes and back to six lanes in about five miles, and I knew that ODOT would do it in a couple years...
Nice! I'm not that familiar with that part of I-70, so when I saw this relatively short distance project on the TRAC list last year I assumed it was just adding a little more capacity between 2 busy interchanges or something. I didn't realize until now that this 3.5 mile segment was the only gap left in 6 laning the entire Dayton-Columbus section.
I've been going to Springfield annually since 2006 and have noticed an increase in the amount of six lanes each time I go. Unfortunately it will almost certainly mean the death of the remaining button copy BGS's.
I have a question about the US 68 bridges. At present they each provide three lanes and a shoulder because of the weaving section. How is the widening here going to be achieved? I assume the existing bridges will be rebuilt to each take four lanes and a shoulder and retaining the weaving section as I've never experienced major weaving issues here. However I would consider a different approach. Keep the existing bridges as they are and build new bridges alongside them as part of C/D roads. This would move the weaving section from the main I-70 lanes and would be a better long term prospect should turning movements at this junction increase in the future.
And in other news on this corridor, there hasn't been any progress on adding exit numbers to OH 2 in over a year. The exit numbering, (which also includes median mile markers every 0.2 miles) still stops at OH 61, with only the westbound set of BGS for that exit having exit number tabs. The rest of the exits in Erie County around Huron and Sandusky remain unnumbered, however, once you cross into Ottawa County (which is also crossing into a different ODOT district) there are exit numbers in place for remainder of the freeway, although without median mile markers.
I'm curious about the history of the Breezewood of sorts that exists at I-71 and US 35 in Ohio.
I didn't realize how glaring it was until I went through there last Friday, I know it's not an interstate > interstate junction but still a pretty annoying non-connection.
I'm curious about the history of the Breezewood of sorts that exists at I-71 and US 35 in Ohio.
I didn't realize how glaring it was until I went through there last Friday, I know it's not an interstate > interstate junction but still a pretty annoying non-connection.
A similar disconnect happens at US 30/I-75 north of Lima. Maybe it's Ohio's version of the disconnects at Breezewood and Bedford.That one is there because of a railroad that closely parallels I-75 between Beaverdam and Lima, rendering a freeway-to-freeway interchange cost-prohibitive. Note also that US-30 is not full freeway; it's kind of a mixture of overpasses and at-grade intersections in that region. The NB->EB movement might be doable at that point, but would the traffic count justify direct connections for any of them?
One for the odd use of guide signs file: The I-75 exit for Bellefontaine St, Wapakoneta has been re-signed "First on the Moon, Wapakoneta"
(https://d31029zd06w0t6.cloudfront.net/wp-content/uploads/sites/47/2019/05/web1_ODOT-003.jpg)
Source: https://www.sidneydailynews.com/news/143379 (https://www.sidneydailynews.com/news/143379)
I can't find any information on where the change originated (statehouse, local, etc.), or whether the street has been officially been renamed "First on the Moon." The guide signs on the ramps have been changed to:
First on the Moon
<-- Bellefontaine St
<-- Wapakoneta
In keeping with ODOT's post-Clearview BGSs, the sign seems a bit cramped.
I've done some traveling through southern and central/SW Ohio over the past month and noticed that ODOT has started adding additional signal heads mounted on the near-side right pole at a number of intersections (such as on US 23 through Lucasville and US 52 around South Point). At first I thought it was maybe just a District 9 thing but I also saw it around District 8 territory. Is this something new statewide?
Maybe this is what the Neil Armstrong Museum is going to be called (hopefully temporarily).One for the odd use of guide signs file: The I-75 exit for Bellefontaine St, Wapakoneta has been re-signed "First on the Moon, Wapakoneta"
(https://d31029zd06w0t6.cloudfront.net/wp-content/uploads/sites/47/2019/05/web1_ODOT-003.jpg)
Source: https://www.sidneydailynews.com/news/143379 (https://www.sidneydailynews.com/news/143379)
I can't find any information on where the change originated (statehouse, local, etc.), or whether the street has been officially been renamed "First on the Moon." The guide signs on the ramps have been changed to:
First on the Moon
<-- Bellefontaine St
<-- Wapakoneta
In keeping with ODOT's post-Clearview BGSs, the sign seems a bit cramped.
I drove through there last weekend, and was surprised to see this. I thought the law required any text on a primary BGS to be a street/road name or an incorporated municipality.
This may be temporary as I know Wapakoneta has a lot of 50th anniversary events planned for this summer.
I've done some traveling through southern and central/SW Ohio over the past month and noticed that ODOT has started adding additional signal heads mounted on the near-side right pole at a number of intersections (such as on US 23 through Lucasville and US 52 around South Point). At first I thought it was maybe just a District 9 thing but I also saw it around District 8 territory. Is this something new statewide?
Statewide.
I know several intersections along US 23, between I-270 & Delaware got this treatment leading up to the I-270-23/315 reconstruction 5-6 years ago.
US 20 @ Oh 306, in Mentor, also got the same treatment (as I had to travel through this intersection a handful of times last week)
Fort Wayne to Columbus also uses a county road: https://www.google.com/maps/dir/Fort+Wayne,+IN/Columbus,+OH/@40.7111371,-84.1859042,9.33z/data=!4m13!4m12!1m5!1m1!1s0x8815e4ddff22814b:0x80077b147642f793!2m2!1d-85.1393513!2d41.079273!1m5!1m1!1s0x883889c1b990de71:0xe43266f8cfb1b533!2m2!1d-82.9987942!2d39.9611755?hl=en
Fort Wayne to Columbus also uses a county road: https://www.google.com/maps/dir/Fort+Wayne,+IN/Columbus,+OH/@40.7111371,-84.1859042,9.33z/data=!4m13!4m12!1m5!1m1!1s0x8815e4ddff22814b:0x80077b147642f793!2m2!1d-85.1393513!2d41.079273!1m5!1m1!1s0x883889c1b990de71:0xe43266f8cfb1b533!2m2!1d-82.9987942!2d39.9611755?hl=en
I don't know about the other ones, but the Fort Wayne to Columbus route avoids Lima which is a terribly slow city to drive through and also maximizes the use of the US 30 expressway and the entirety of the US 33 freeway, both of which have faster speed limits.
Fort Wayne to Columbus also uses a county road: https://www.google.com/maps/dir/Fort+Wayne,+IN/Columbus,+OH/@40.7111371,-84.1859042,9.33z/data=!4m13!4m12!1m5!1m1!1s0x8815e4ddff22814b:0x80077b147642f793!2m2!1d-85.1393513!2d41.079273!1m5!1m1!1s0x883889c1b990de71:0xe43266f8cfb1b533!2m2!1d-82.9987942!2d39.9611755?hl=en
I don't know about the other ones, but the Fort Wayne to Columbus route avoids Lima which is a terribly slow city to drive through and also maximizes the use of the US 30 expressway and the entirety of the US 33 freeway, both of which have faster speed limits.
That county road on the Fort Wayne-Columbus route would be Thayer Road, which I have taken a couple times. It has stop signs almost every mile but is still faster than going directly through Lima on OH SR 117 & 309. There is also an overpass for P&G plant traffic over Thayer Road. https://goo.gl/maps/T3tpPap6kz1AZn1J7 (https://goo.gl/maps/T3tpPap6kz1AZn1J7)
Google also routes traffic on Thayer Road on the route between north Columbus and Chicago.
Has anyone ever noticed that the quickest way from Grand Rapids to Cincinnati involves two county roads near Van Wert, OH?:
https://www.google.com/maps/dir/Grand+Rapids/Cincinnati/@41.4830035,-85.821194,8.24z/data=!4m13!4m12!1m5!1m1!1s0x88185460bb502815:0xa593aacb1bd3a8d0!2m2!1d-85.6680863!2d42.9633599!1m5!1m1!1s0x884051b1de3821f9:0x69fb7e8be4c09317!2m2!1d-84.5120196!2d39.1031182?hl=en
Liberty-Union Rd and Wren-Landeck Rd are also on the quickest way between the following major cities:
Kalamazoo-Cincinnati
Grand Rapids/Kalamazoo-Dayton
Speaking of quickest ways between two large cities using county roads, the quickest way from Fort Wayne to both Cincinnati and Dayton involves a county road that crosses the IN/OH line!:
https://www.google.com/maps/dir/Fort+Wayne,+IN/Dayton,+OH/@40.7918263,-84.7297642,10.12z/data=!4m13!4m12!1m5!1m1!1s0x8815e4ddff22814b:0x80077b147642f793!2m2!1d-85.1393513!2d41.079273!1m5!1m1!1s0x884080d5aedd1403:0xa640e392f20e4ce4!2m2!1d-84.1916069!2d39.7589478?hl=en
Fort Wayne to Columbus also uses a county road: https://www.google.com/maps/dir/Fort+Wayne,+IN/Columbus,+OH/@40.7111371,-84.1859042,9.33z/data=!4m13!4m12!1m5!1m1!1s0x8815e4ddff22814b:0x80077b147642f793!2m2!1d-85.1393513!2d41.079273!1m5!1m1!1s0x883889c1b990de71:0xe43266f8cfb1b533!2m2!1d-82.9987942!2d39.9611755?hl=en
The Transportation Research Center (http://www.trcpg.com/) in East Liberty has developed a “high speed intersection” for testing of autonomous vehicles. What I find interesting is the signals being used. I suppose it makes sense for a driverless vehicle to not have to deal with a doghouse. It just piqued my curiosity upon seeing the pictures.
(https://uploads.tapatalk-cdn.com/20191021/b2096f2bbe20adac0dc2843f6121ba86.jpg)
(https://uploads.tapatalk-cdn.com/20191021/b2096f2bbe20adac0dc2843f6121ba86.jpg)
:hmmm:
Can someone at FHWA explain how that gantry is more readable than dancing arrows when aligned over the lanes properly?
$38 million for widening of I-75 (Phase 8 of Through the Valley) in Hamilton County
$79 million for widening of I-475 and construction of a new interchange at U.S. 20A in Lucas County
$38 million for intersection and interchange improvements along SR-32 (Eastern Corridor Segment 4A) in Clermont County
$10 million for construction of northbound express lanes on I-71 between Stringtown Road and I-270 in Franklin County
$65 million for widening and interchange improvements along I-77 from Arlington Road to I-77, I-277, and U.S. 224 in Summit County
$8 million for interchange improvements to U.S. 40 and Dayton International Airport Access Road in Montgomery County
$73 million for interchange improvements at I-270 and I-70 (Phase 1 of the Far East Freeway) in Franklin County
$18 million for widening of SR-18 between the City of Medina and I-71 in Medina County
$8 million for improvements to the U.S. 36 and SR-37 intersection and associated railroad bridge replacement in Delaware County
$4.3 million for improvements to the U.S. 33 and SR-161 Interchange in Union County, bringing TRAC’s total to commitment for construction of this project to $11.3 million
$10 million for construction of northbound express lanes on I-71 between Stringtown Road and I-270 in Franklin County
In addition to it.$10 million for construction of northbound express lanes on I-71 between Stringtown Road and I-270 in Franklin County
So is that part of the "South Side Mega Fix" or in addition to it?
I was in NW Ohio yesterday and noticed that ODOT is using 5-light inline tower signals for right turns with their advance signals. I found this example at the intersection of SR 53 and SR 163 east of Port Clinton: https://goo.gl/maps/H1moydGHZ5JAsHEh8
I was in NW Ohio yesterday and noticed that ODOT is using 5-light inline tower signals for right turns with their advance signals. I found this example at the intersection of SR 53 and SR 163 east of Port Clinton: https://goo.gl/maps/H1moydGHZ5JAsHEh8
Some more Columbus.
ODOT/City of Columbus has finished work on the exit for West North Broadway (St)/Olentangy River Rd & Oh 315.
(https://forum.urbanohio.com/uploads/monthly_2019_11/image.thumb.png.3a6a00dac6f6e4226e3e180178e415ec.png)
(To help orient viewers; Riverside Hospital would be to your right (out of the picture), Olentangy River is hiding in the trees to your left, and Downtown Columbus is on the horizon in the upper right corner of the photo)
Noticed a new mileage sign on OH 4 just north of the OH 162 intersection, which had the mileage to both Sandusky and to the Turnpike, but signed it with an I-80 shield, an I-90 shield and a yellow toll banner, instead of saying "Ohio Turnpike" as I have seen on other milage signs.
Noticed a new mileage sign on OH 4 just north of the OH 162 intersection, which had the mileage to both Sandusky and to the Turnpike, but signed it with an I-80 shield, an I-90 shield and a yellow toll banner, instead of saying "Ohio Turnpike" as I have seen on other milage signs.
Back on October 5, I noticed several new distance signs in Seneca County with mixed case letters and route shields. I believe ODOT District 2 is the first to do this, as I have not noticed this anywhere else yet.
A newly-constructed interchange is now open in southern Mahoning County, at I-680 and OH-164, just north of the Ohio Turnpike. The project also included building a roundabout just to the west at the intersection of OH-164 and OH-626. The pic in the link below is oriented with the north on the right and west at the top.
http://www.dot.state.oh.us/districts/D04/mah/I680SR164-Project/PublishingImages/2019-I-680andSR164.png
There is yet another new traffic light going in on US 23 in Delaware County. This one is just south of the Delaware Walmart/Kroger complex at a road serving a housing development, and just north of the light that was added at Meeker Way not too long ago.
My biggest complaint is that the two-or-more-lanes line (a thin black line) makes even major roads look like minor highways, such as US 23 north of Columbus. It's four-lane divided with a center turn lane, not a minor two-lane road, but the line doesn't differentiate between that.
Speaking of traffic lights along US 23, between I-270 and Delaware; Delaware County & City have taken another study on US 23.
https://www.delgazette.com/news/81227/council-hears-us-23-corridor-study
How many traffic lights are there currently on US 23 in Ohio? Like from Portsmouth to Columbus, and Columbus to Toledo? I'd think a corridor like US 23 though Ohio should minimize the number of traffic lights encountered throughout the state (excluding through the city of Columbus, where such a policy would be impossible to implement).
There is an active proposal for a S. Bloomfield bypass but it's just not in the active six-year plan. I had found plans a few years back while stalking around on their site that showed a freeway bypass to the east of the village.
From counting on Google Earth.I went through that stretch once on my motorcycle. Because of all the reds, it took me longer to get from Delaware to I-270 than it did to get from Carey to Delaware.
...
Between I-270 (North) & US 42 (southside of Delaware), 31 traffic lights
...
There is an active proposal for a S. Bloomfield bypass but it's just not in the active six-year plan. I had found plans a few years back while stalking around on their site that showed a freeway bypass to the east of the village.
Do you remember what site you were on? Was it ODOT, or something like MORC?
Has there been any serious talk of an upgraded connection along the US 36 corridor to bypass the Columbus-Delaware mess? I remember that one of the rough proposals for I-73 had that breaking off of 71 north of US 36 and hitting US 23 around Delaware Lake, but that obviously never got off the ground.
ODOT, but I can't find the page now.
I ran across it on the FTP site, but that was a few years ago.There is an active proposal for a S. Bloomfield bypass but it's just not in the active six-year plan. I had found plans a few years back while stalking around on their site that showed a freeway bypass to the east of the village.
Do you remember what site you were on? Was it ODOT, or something like MORC?
Has there been any serious talk of an upgraded connection along the US 36 corridor to bypass the Columbus-Delaware mess? I remember that one of the rough proposals for I-73 had that breaking off of 71 north of US 36 and hitting US 23 around Delaware Lake, but that obviously never got off the ground.
I was looking back over photos of a Cleveland trip in 2014. This was in Public Square, heading SE on Ontario. Any idea what the upper left route might have been at one point?(https://uploads.tapatalk-cdn.com/20200125/adb31246c5020e4eea0cd04f784e04ee.jpg)
The new Waterville bridge over the Maumee River opens today
https://www.toledoblade.com/local/transportation/2020/01/27/new-waterville-bridge-scheduled-to-open-following-ceremony-friday/stories/20200127104
New Waterville bridge OPEN to traffic!! 🎉 pic.twitter.com/OJLjLvQsvt
— ODOT Toledo (@ODOT_Toledo) January 31, 2020
I guess ODOT and the City of Delaware will be working on the US 23 bypass this year.
https://www.delgazette.com/news/82050/city-gateway-to-receive-facelift
Just a bike trail for the last decade or two.I guess ODOT and the City of Delaware will be working on the US 23 bypass this year.
https://www.delgazette.com/news/82050/city-gateway-to-receive-facelift
Was taking a look at this area and noticed something.......didn't there used to be a one way street along the river that connected the end of the US 23 exit ramp at William St to the start of the US 23 entrance ramp on Central Ave, or am I mis-remembering that? Currently there's just a multi use trail in that 2 block corridor.
More news from a Delaware near me.
https://www.delgazette.com/news/82372/oh-sheetz-popular-chain-eyes-delaware
Isn't that technically the wrong name. The hyphen in the name that is typically used doesn't necessarily mean "and."
Isn't that technically the wrong name. The hyphen in the name that is typically used doesn't necessarily mean "and."The actual name is Hilliard & Rome, but for quite some time the & has been substituted by a hyphen on signage.
Would I be correct in thinking that's the reason for the additional ramp? And was it always there, or was it a "safety correction" some years after the original construction?
Would I be correct in thinking that's the reason for the additional ramp? And was it always there, or was it a "safety correction" some years after the original construction?
That interchange, the ramp, and the interchange at Pemberville Road were all constructed at the same time and opened in 2006. You are correct that the ramp is to eliminate the weaving due to the close proximity of the interchanges.
Before that, OH 420 met US 20-23 at an at-grade divided pseudo-interchange with US 20-23 having the right-of-way. I believe that dates back to the construction of the expressway from the Turnpike to US 20-23, and certainly pre-1980.
Looking at it closer I see that ramp is the only way to get to Pemberville Rd from 20/23 east. Never really noticed that before.
I don't really have any memory of what the 420-20/23 intersection looked like before the rebuild. When you say " at-grade divided pseudo-interchange" do you mean something kinda like this?
https://www.google.com/maps/@41.5065382,-82.8308716,558m/data=!3m1!1e3
Drove through Ashland for the first time in a while and noticed that the southern US 250 / US 42 intersection is now at grade. The old configuration had US 42 crossing US 250 on a bridge, with a 2 lane access road connecting them in the southwest corner, in kind of a quasi interchange.According to Google Earth, the interchange was torn down by 2015.
Drove through Ashland for the first time in a while and noticed that the southern US 250 / US 42 intersection is now at grade. The old configuration had US 42 crossing US 250 on a bridge, with a 2 lane access road connecting them in the southwest corner, in kind of a quasi interchange.
Drove through Ashland for the first time in a while and noticed that the southern US 250 / US 42 intersection is now at grade. The old configuration had US 42 crossing US 250 on a bridge, with a 2 lane access road connecting them in the southwest corner, in kind of a quasi interchange.
There also was a similar, tighter connector road on the Northeast side as well, as seen by this overhead view:
https://www.google.com/maps/place/Ashland,+OH+44805/@40.8632241,-82.2903499,584m/data=!3m1!1e3!4m5!3m4!1s0x8839fb4c7c45928f:0xec32ce48c044248f!8m2!3d40.8686675!4d-82.3182178
After partaking in a quarantine roadtrip in Western Ohio today I can tell everyone that it appears ODOT is replacing all the roadside signs along OH 15/US 23 in Hancock & Wyandot Counties (ODOT district 1).
I-71 is underwater south of downtown Columbus. They’ve also closed the floodgates at Frank and Harmon Roads.
(https://uploads.tapatalk-cdn.com/20200519/16f4db070f35fe2b3f5f7792435ee456.jpg)
I-71 is underwater south of downtown Columbus. They’ve also closed the floodgates at Frank and Harmon Roads.
And HOW many years did it take ODOT to assign a control city to SR-315???
A couple of the signs on 71 NB approaching 70 and 315 actually had Worthington shown long enough to have the lighting on the signs and a center tab for the 315 exit; I think I recall them being there in about 2009 and they may actually go back a few years before that (especially given the lighting being installed). Why it wasn't included on similar signs of more recent vintage (like eastbound on 70 where it was Cleveland, Wheeling, nothing, and Cincinnati going across the 4 signs) is weird. I like parallel structure...it doesn't matter if the others are regional and 315 gets a local control city; it looks wrong.ODOT has never used a control city for 315 in either direction along I-70. Back in the "old days" (opening of the outerbelt through 2000), I-270 used "Olentangy River Rd" North & South as the control city for 315 from I-270.
I-71 is underwater south of downtown Columbus. They’ve also closed the floodgates at Frank and Harmon Roads.
(https://uploads.tapatalk-cdn.com/20200519/16f4db070f35fe2b3f5f7792435ee456.jpg)
Would I be correct in thinking that's the reason for the additional ramp? And was it always there, or was it a "safety correction" some years after the original construction?
That interchange, the ramp, and the interchange at Pemberville Road were all constructed at the same time and opened in 2006. You are correct that the ramp is to eliminate the weaving due to the close proximity of the interchanges.
Would I be correct in thinking that's the reason for the additional ramp? And was it always there, or was it a "safety correction" some years after the original construction?
That interchange, the ramp, and the interchange at Pemberville Road were all constructed at the same time and opened in 2006. You are correct that the ramp is to eliminate the weaving due to the close proximity of the interchanges.
What I find bizarre about the US-20/23 and OH-420 interchange is the narrowness of the US-20/23 corridor in a rural location. No left shoulders, and the OH-420 and Pemberville Road bridges have vertical abutment walls.
Would I be correct in thinking that's the reason for the additional ramp? And was it always there, or was it a "safety correction" some years after the original construction?
That interchange, the ramp, and the interchange at Pemberville Road were all constructed at the same time and opened in 2006. You are correct that the ramp is to eliminate the weaving due to the close proximity of the interchanges.
What I find bizarre about the US-20/23 and OH-420 interchange is the narrowness of the US-20/23 corridor in a rural location. No left shoulders, and the OH-420 and Pemberville Road bridges have vertical abutment walls.
Never understood why ODOT never widened the US-20/US-23 overlap from Woodville to near Perrysburg into a 4-lane divided expressway after all these decades as it has been a heavy truck route (even after the I-75/Ohio Turnpike connection was completed in the late 80s).
Yeah, you COULD argue that SR-795 was built instead for the truck traffic, but that is too far north of a jog and the lack of traffic proves it.
All the times I used to use US-20 from Norwalk to Toledo to get to and from college. It was easier (and cheaper) to shunpike and US-20 was pleasant to drive on -- 4-lanes, even through the smaller towns -- UNTIL you hit Woodville when the road went to 2-lanes all the way to I-75. It was damn near impossible to pass slower traffic back then, and I assume it hasn't come close to improving since.
It actually has, somewhat. US-20 is now five lanes (undivided) between Woodville and OH-420. That helps service the traffic to/from I-280 and points north. I don't know when the widening was done, but I'm thinking it's been at least a dozen years.
But US-20/23 is still two lanes between OH-420 and I-75.
QuoteIt actually has, somewhat. US-20 is now five lanes (undivided) between Woodville and OH-420. That helps service the traffic to/from I-280 and points north. I don't know when the widening was done, but I'm thinking it's been at least a dozen years.
But US-20/23 is still two lanes between OH-420 and I-75.
It looks like (https://www.toledoblade.com/frontpage/2008/07/05/U-S-20-widening-at-Woodville-nears-end/stories/) it was completed in 2008. I remember driving it on one of my trips back to northern Ohio a decade ago.
They even made the 5 lane portion 60 mph, which I was pleasantly surprised by since it doesn't have a median
I see ODOT has a new website layout. Gonna take some getting used to.
I see ODOT has a new website layout. Gonna take some getting used to.
Experienced it the other night. Unless you want travel data, or want to know ODOT is doing right now, it sucks.
I see ODOT has a new website layout. Gonna take some getting used to.https://www.transportation.ohio.gov/wps/portal/gov/odot/home/sitemap (https://www.transportation.ohio.gov/wps/portal/gov/odot/home/sitemap) This helps some.
Recognizing that highways reward some areas and penalize others, the [NE Ohio] region’s top transportation planning agency is drafting a policy to quantify whether adding new interchanges to the system would exacerbate historical patterns of inequity.https://www.cleveland.com/news/2020/07/noaca-policy-on-interchanges-will-address-economic-inequities-in-regional-development-caused-by-interstate-highways.html?fbclid=IwAR06TfQnh9_6Hukfy80riKG-mRpIkrnGBIdv_YDhX1Z1mOHQhVYSyu5LH0k
ODOT has discovered (gasp!) theMichigan left.
US 23, between Marion & Upper Sandusky - https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/109362?fbclid=IwAR0anx4zgrIZXr3uwotaRBj_D5wnHUGy9pRwsxi2pjSoUNlAiHzwBOB1e8w
US 35, between Xenia & I-675 - https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/102421?fbclid=IwAR1f5eCd9OgaTImTlE1asIw98HJJDeuxMCBmG25NgSyI0n3LO8QZglWPPus
US 36/Oh 37, between Delaware & I-71 - https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/107214
(Just a reminder, in regards to the projects on US 23 & US 36, ODOT doesn't care(!) about your I-73 fantasies. Just sayin.')
So I see they changed the control cities for entering US 30 from OH 696 at Beaverdam to Upper Sandusky and Delphos. It used to be Mansfield and Fort Wayne, which to me made a lot more sense for an intersection transferring traffic to US 30 from I-75, but whatever ODOT, you do you.
VS988
Is there any rationale behind exit numbering on non-interstate freeways? In district 6 things are numbered by the total state mileage. In at least Clark County (district 7) things are numbered by in-county mileage. What gives?
Is there any rationale behind exit numbering on non-interstate freeways? In district 6 things are numbered by the total state mileage. In at least Clark County (district 7) things are numbered by in-county mileage. What gives?
Way back when, only interstates in Ohio had exit numbers, and originally they were sequential. In addition, only the mile markers on interstates were not reset at the county lines.
Sometime in the 70's, exit numbers switched to mileage based.
Traditionally, all non interstate routes in Ohio had mile markers that reflected mileage only within the specific county they traveled thru.
When they first began adding mile markers to exits on the non I- freeways, they used the county mileage. Then ODOT decided to number the exits based on total state mileage.
Fine and dandy, but on routes that are not totally limited access roads from end to end, you go from resetting county mileages to cumulative milege, and vice versa.
Ohio and ODOT should just once and fornall and go all-in on system-wide mile markers that are based on their points of origin rather than their county mileage -- and use traditional white-on-green mile marker signs like many other states do!
Is there any rationale behind exit numbering on non-interstate freeways? In district 6 things are numbered by the total state mileage. In at least Clark County (district 7) things are numbered by in-county mileage. What gives?
Way back when, only interstates in Ohio had exit numbers, and originally they were sequential. In addition, only the mile markers on interstates were not reset at the county lines.
Sometime in the 70's, exit numbers switched to mileage based.
Traditionally, all non interstate routes in Ohio had mile markers that reflected mileage only within the specific county they traveled thru.
When they first began adding mile markers to exits on the non I- freeways, they used the county mileage. Then ODOT decided to number the exits based on total state mileage.
Fine and dandy, but on routes that are not totally limited access roads from end to end, you go from resetting county mileages to cumulative milege, and vice versa.
Ohio and ODOT should just once and fornall and go all-in on system-wide mile markers that are based on their points of origin rather than their county mileage -- and use traditional white-on-green mile marker signs like many other states do!
For exit numbers on non-Interstates, ODOT is adding or changing to signs based on statewide mileage when sign replacement projects occur. An example of a county-to-state conversion occurred around Athens last year. (Athens still has the oddity of US 33 westbound leaving US 50/SR 32 eastbound being signed as the exit with an exit number, even thought the numbers are based on US 33's mileage.)
I doubt ODOT will go to signing state-wide mileage on mile markers system-wide. The white markers are used internally for maintenance and for accident reporting; they're not really intended for public consumption anyway.
Is there any rationale behind exit numbering on non-interstate freeways? In district 6 things are numbered by the total state mileage. In at least Clark County (district 7) things are numbered by in-county mileage. What gives?
Way back when, only interstates in Ohio had exit numbers, and originally they were sequential. In addition, only the mile markers on interstates were not reset at the county lines.
Sometime in the 70's, exit numbers switched to mileage based.
Traditionally, all non interstate routes in Ohio had mile markers that reflected mileage only within the specific county they traveled thru.
When they first began adding mile markers to exits on the non I- freeways, they used the county mileage. Then ODOT decided to number the exits based on total state mileage.
Fine and dandy, but on routes that are not totally limited access roads from end to end, you go from resetting county mileages to cumulative milege, and vice versa.
Ohio and ODOT should just once and fornall and go all-in on system-wide mile markers that are based on their points of origin rather than their county mileage -- and use traditional white-on-green mile marker signs like many other states do!
For exit numbers on non-Interstates, ODOT is adding or changing to signs based on statewide mileage when sign replacement projects occur. An example of a county-to-state conversion occurred around Athens last year. (Athens still has the oddity of US 33 westbound leaving US 50/SR 32 eastbound being signed as the exit with an exit number, even thought the numbers are based on US 33's mileage.)
I doubt ODOT will go to signing state-wide mileage on mile markers system-wide. The white markers are used internally for maintenance and for accident reporting; they're not really intended for public consumption anyway.
Does anyone know if Exit 244 on Interstate 71 in Cleveland was to have led to an unbuilt freeway? It certainly seems like it was designed that way.
Does anyone know if Exit 244 on Interstate 71 in Cleveland was to have led to an unbuilt freeway? It certainly seems like it was designed that way.
Yes, it was for the mostly unbuiltAirportParma Freeway: https://clevelandmemory.contentdm.oclc.org/digital/collection/urbanohio/id/2549
Back to the subject of exit numbers on non-interstates in Ohio, one interesting expressway numbering system is Cincinnati's Norwood Lateral (OH 562) which has a sequential numbering system. US 42/Reading Rd (Exit 2) is located near MM1, while US 22/Montogmery Rd (Exit 3) is located near MM2.
I also have a question regarding this subject. Does Cincinnati's Ronald Reagan Hwy exit to Blue Rock Rd have an exit number, and if so what is the number? From Colerain Ave eastward the exits are numbered based on the mileage of OH 126 which joins the expressway at Colerain Ave. West of Colerain, the expressway is simply known as Ronald Reagan Hwy.
It has Airport Freeway labeled below with three alternatives displayed, with Alternative 3 following the unbuilt alignment along West 65th on the map from 1957. The name is confirmed in an earlier map from 1955 (https://clevelandmemory.contentdm.oclc.org/digital/collection/urbanohio/id/1741/rec/2). I-71 takes the route of the Airport Freeway through Brooklyn and Linndale, and the Medina Freeway east and north towards downtown.
By 1962, the Airport Freeway was mostly replaced by a rerouted Medina Freeway; the Parma Freeway was then proposed generally along the same alignment as the Medina Freeway to Parma: https://clevelandmemory.contentdm.oclc.org/digital/collection/urbanohio/id/2273
As far as RR Hiway, there are no exit numbers west of US-27 (Colerain Ave). The Blue mile markers in the median jump from, I believe 3.2 to 20.0 when you cross 27 going east, so if Blue Rock were to have an exit number it would probably be 1.
I see that next year the US 20/OH 601 intersection will be getting a roundabout. This is on the 2 lane portion of US 20 a couple miles east east of where its Norwalk bypass ends.
601/Milan Greenwich Townline Rd has become a popular north/south bypass of Norwalk for US 250 traffic. In fact, NASA's Orion spacecraft took that route last fall while being trucked from Mansfield's airport up to Plum Brook Station for vacuum chamber testing.
I see that next year the US 20/OH 601 intersection will be getting a roundabout. This is on the 2 lane portion of US 20 a couple miles east east of where its Norwalk bypass ends.
601/Milan Greenwich Townline Rd has become a popular north/south bypass of Norwalk for US 250 traffic. In fact, NASA's Orion spacecraft took that route last fall while being trucked from Mansfield's airport up to Plum Brook Station for vacuum chamber testing.
Plus one of the nation's biggest dragstrips sits at that intersection as well -- Norwalk Raceway Park.
Plus one of the nation's biggest dragstrips sits at that intersection as well -- Norwalk Raceway Park.
I grew up not far from there and commuted daily through that intersection for years. We even lost one of my high school classmates due to an accident there. I don't know that the roundabout will fix things, and with heavy trucks going all four directions through that roundabout, it seems like that will be functionally worse.
Plus one of the nation's biggest dragstrips sits at that intersection as well -- Norwalk Raceway Park.
Which is now called Summit Motorsports Park. That's actually at the intersection of OH 18 and OH 601, but a lot of traffic to it uses the 20/601 intersection. There's also an R&L Carriers distribution center across from the dragstrip that generates a lot of truck traffic on 601.
ODOT has plans to widen the last 4 lane segment of I-77 between Cleveland and Akron to 6 lanes. It's a 9.2 mile section between Ghent Rd near Fairlawn and the Ohio Turnpike, and would cost $125M. This article though focuses mainly on those opposed to the idea:
https://www.cleveland.com/metro/2020/09/odots-125-million-plans-to-add-lanes-to-i-77-could-be-better-spent-in-akron-area-could-worsen-storm-runoff-local-officials-say.html
I-77 is a important travel corridor between Cleveland, Akron and Canton, and it always seemed like this stretch (which is quietly co-signed with OH-21) has been treated as if it was only OH-21 using this freeway, just like it's solo stretch between Montrose and Massillon. And if you've ever driven down the OH-21-only stretch, it's always been treated as the red-headed step-child.
What I'm curious about is:
How far east into Ohio did these VMS boards counting down to I-465 go?
I'm asking how far east in Ohio on westbound I-70 can you find a VMS counting down to I-465. The first one I saw was right after I got on I-70 at the US 127 interchange in Ohio, 10 miles from the Indiana border, so I don't know how many if any there were further east of that spot.
Also, since it clearly seems to be an Indiana project, I'd be interesting to know how the collaboration went with ODOT to put some up in Ohio. Are the ones in Ohio ODOT equipment put up by ODOT? Are they INDOT equipment put up by ODOT? Are they INDOT equipment put up by INDOT?
On Wednesday I entered I-70 from US 127 heading west toward Indianapolis and noticed a portable VMS that stated the miles and minutes to I-465, which seemed a bit odd. There were at least 2 more of them in Ohio, and then they continued in Indiana, where there was one every 2-5 miles, counting down the miles and minutes to I-465 all the way there (which was convenient.)I just had to go to Richmond and noticed them. I wasn’t aware of your question at the time, so I wasn’t paying close attention, but they seemed to be placed every mile for at least five miles into Ohio. This is very out of character for ODOT so I have to believe it’s Indiana’s doing, with Ohio’s permission.
The Indiana portion of I-70 was one long ass construction zone, where the work looked to be pretty much done, and had pretty much only included repaving the inside shoulders. I'm guessing traffic was bad enough during the project to warrant to VMS setups to give real time travel info for those going to Indy.
What I'm curious about is:
How far east into Ohio did these VMS boards counting down to I-465 go?
On Wednesday I entered I-70 from US 127 heading west toward Indianapolis and noticed a portable VMS that stated the miles and minutes to I-465, which seemed a bit odd. There were at least 2 more of them in Ohio, and then they continued in Indiana, where there was one every 2-5 miles, counting down the miles and minutes to I-465 all the way there (which was convenient.)I just had to go to Richmond and noticed them. I wasn’t aware of your question at the time, so I wasn’t paying close attention, but they seemed to be placed every mile for at least five miles into Ohio. This is very out of character for ODOT so I have to believe it’s Indiana’s doing, with Ohio’s permission.
The Indiana portion of I-70 was one long ass construction zone, where the work looked to be pretty much done, and had pretty much only included repaving the inside shoulders. I'm guessing traffic was bad enough during the project to warrant to VMS setups to give real time travel info for those going to Indy.
What I'm curious about is:
How far east into Ohio did these VMS boards counting down to I-465 go?
The Harpersfield Covered Bridge is Ohio's third longest covered bridge and is one of 19 covered bridges located within Northeast Ohio's Ashtabula County. OH 534 was routed through the covered bridge until 1962.
https://www.gribblenation.org/2020/11/harpersfield-covered-bridge-ohio.html (https://www.gribblenation.org/2020/11/harpersfield-covered-bridge-ohio.html)
I'm pretty new to the state signage conventions, so please don't crucify me for this likely-dumb question:
Around the I-471 area, why is I-275 signed as "To Columbus" as opposed to "To I-71/75N"? I suppose most through traffic from the 471 area would likely be using it as a 71 bypass as opposed to a 75 bypass, but the way it is currently signed might make first-timers think that it continues all the way to Columbus. It's one of those little things that has bugged me for years.
Slight correction: I-275 is not a good bypass for I-75 at all, but for I-71, there is a niche use as a bypass. I have used the east loop of I-275 when traffic on I-71 gets ugly a couple of times before.I'm pretty new to the state signage conventions, so please don't crucify me for this likely-dumb question:
Around the I-471 area, why is I-275 signed as "To Columbus" as opposed to "To I-71/75N"? I suppose most through traffic from the 471 area would likely be using it as a 71 bypass as opposed to a 75 bypass, but the way it is currently signed might make first-timers think that it continues all the way to Columbus. It's one of those little things that has bugged me for years.
There are a few reasons for this, some of which have been discussed on this forum so I don't expect you to have heard before.
1) Almost a universal stance around here, I-275 is not a good bypass for I-71 or I-75. It goes too far out of the way to be realistically functional for either. Most people traveling thru on 71 or 75 just take it right through downtown. It also is faster to take 471 from 275 than it is to stay on 275 all the way to 71. Now if you're going from 74 to 75, or OH-32 to I-71, then 275 is actually functional.
2) Control cities are aimed at providing a route to a destination. My wording is not the best so maybe this example will clear it up. At the north end of I-459, where it meets I-59, if you are traveling south on I-59 you'll see I-59 signed for Birmingham and I-459 signed for Montgomery and Tuscaloosa. Why? Because those are destinations, and ALDOT wants people going to those destinations to use I-459 over I-59. If you put "TO I-59 SOUTH" people might just take I-59 there because it already is I-59 south. Also, I-59 isn't a destination itself, it is a way to a destination but people aren't looking to find a way to the way to the place they're going, they just need directions to where they want to go. DOTs use control cities to influence travel routes.
3) In the case of I-275, the area of concern is much closer to the southern junction with I-71/75 than the northern junction, which is the one you are referring to (I assume). This can lead to confusion as the junction where the two are multiplexed is the southern one, and the northern ones are both 15+ miles further away and in a different state from where the sign would be. Columbus makes more sense as it is a destination and is less confusing. And again, I-471 is the faster route to I-71 and is shorter distance and time wise compared to 275.
4) The northern junction between I-75 and I-275 uses both route numbers and cities. This is likely because both Columbus and Indianapolis (the two cities on the signs) are both controls at the I-70 junction on the north side of Dayton, maybe to avoid deja vu for the motorist. Also, I-71 and I-74 are relatively close to I-75 at the northern junction, so there is less confusion as to what interchange is being referenced.
I hope I was helpful and clear in my response. I don't usually type this much in a post.
Is anyone familiar with ODOT's weekly YouTube series, "The Loop (https://www.youtube.com/playlist?list=PL0SPTxSVmT4ivxV3mCKgA-jD16UpBP9X3)"? Going back to 2016, it has a lot of info about construction projects and other things road-related.I didn't know about it before, but thanks for sharing it.
I was able to drive around today (in not so great weather for videotaping on the road) for a bit, and got a couple of pics of a newly completed section of I-75 between MM 13-15. Not sure when it was finished (that's why I called it "new"), since last time I drove on I-75 was back in July of last year, and construction was still under full swing then.
- Shepherd Lane (Exit 13) BGS (https://imgur.com/ObP6NFR)
- Glendale-Milford Rd (Exit 14) BGS (https://imgur.com/iRyVpoN)
- Glendale-Milford Rd Overpass (love the design) (https://imgur.com/hp5BDiD)
Also the Cincinnati area's first DDI, at Union Centre Blvd. Think it was opened back in September of last year.
- Union Centre Blvd (Exit 19) BGS. (Side note: Those Exit Only arrows looks hideous compared to what normally is used.) (https://imgur.com/ydfz3qL)
- Union Centre Blvd Ramp (https://imgur.com/1vz8sa2)
- Union Centre Blvd Overpass (https://imgur.com/pnn9Dvj)
- Union Centre Blvd Approach to I-75 (https://imgur.com/QdCYkm6)
I'm personally a fan of Ohio's newest BGS installs; back to Highway Gothic and with larger exit tabs. Reminds me of what Minnesota and Missouri have.
Edit: Just realized I posted this on the wrong Ohio thread :banghead:
Thanks for the replies regarding 275 a few posts ago. Lots of factors that I hadn't previously considered regarding control cities and such.Since this is "close enough" to Ohio, I will give a response. Most of the "Traffic Alert When Flashing" signs in the Cincinnati area were erected in the late 1990's, I believe to supplement the ARTIMIS program. They were in use for about 10 years until the overhead variable message signs were installed. Now, any of the traffic alert signs are mostly unused (no more flashing lights above the sign for some) and just stand along the freeways of the Cincinnati area.
Another quick question...does anyone happen to know when exactly the "Traffic Alert When Flashing" signs on 471/275 became disused? Or when they were installed in the first place? The last time I saw one active was when the NB sign near Fort Thomas on 471 was stuck on a few years ago.
^ When these signs were first installed, the lights did flash when there was a traffic issue near where the signs were installed. These signs became obsolete when the overhead VMS's were erected.
Another topic, will Ohio DOT ever come around to adding exit numbers to US 35 between Washington CH and Gallipolis? US 33 has recently had the ones around Athens renumbered to reflect the total mileage in the state--just wondering if US 35 will ever receive the same treatment.
Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?Think it’s to reduce weaving and merging on I-270 between I-670 and OH 161. It’s the busiest interstate section in the state, according to a recent thread in the general highways section of this forum. The thread had an AADT value of 160k with 2019 data, but it’s gotten above 200k in past years before that. Also, the NB C/D lanes to Easton/161 got extended to I-670 recently. It’s not updated on GSV yet, but that should help filter the 670-161 traffic from the 270 mainline. Easton to 270 NB traffic is much less than 670-161, that’s why it has the single lane onto 270 NB.
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The opening of the reconfigured exit ramps at I-670 & I-270 has brought about some exit numbering changes:
10A: I-270 N
10B: SR 161/Easton Way
10C: US 62 E
10D: I-270 S
(https://uploads.tapatalk-cdn.com/20191021/b2096f2bbe20adac0dc2843f6121ba86.jpg)
If dancing arrows are still allowed, Ohio definitely would've used that way instead. I have an APL idea that theoretically could work, though I don't know how well it would turn out. Could attempt a sketch of it on paper first. This would use 2 APL signs
| Exit 10A | | Exit 10B | | Exit 10C | | Exit 10D |
| I-270 North | OH 161/Easton Way | | US 62 E | I-270 South |
| LEFT LEFT/SLIGHT LEFT SLIGHT LEFT | | STRAIGHT/RIGHT RIGHT |
Yep, Morse and Easton are too close together for that kind of volume. The private sector paid for a significant portion of the construction costs if I remember right. Or at least pledged to.I think pledged, or if paid, it wasn't directly into the project. This was part of Les Wexner's Easton/New New Albany development. ODOT ended up changing their process of ranking highway projects after Mr. Wexner got his way.
Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
It’s the busiest interstate section in the state, according to a recent thread in the general highways section of this forum. The thread had an AADT value of 160k with 2019 data, but it’s gotten above 200k in past years before that. Also, the NB C/D lanes to Easton/161 got extended to I-670 recently.
Yes. The only other contestant I can think of is I-271 in Cleveland, but that is only 12 lanes at its widest point (4 local and 2 express lanes per direction). And the I-480 Cuyahoga River bridge project (https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/90591) will be 12 lanes after completion too. I can't think of any example in Cincinnati with more than 10 lanes.
It’s the busiest interstate section in the state, according to a recent thread in the general highways section of this forum. The thread had an AADT value of 160k with 2019 data, but it’s gotten above 200k in past years before that. Also, the NB C/D lanes to Easton/161 got extended to I-670 recently.
Is that the widest road in Ohio now? By my count it’s 14 lanes and I can’t think of anything else wider than that.
Now that I think about it, I-270 between 71 and 23 is 12 lanes as well.Yes. The only other contestant I can think of is I-271 in Cleveland, but that is only 12 lanes at its widest point (4 local and 2 express lanes per direction). And the I-480 Cuyahoga River bridge project (https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/90591) will be 12 lanes after completion too. I can't think of any example in Cincinnati with more than 10 lanes.
It’s the busiest interstate section in the state, according to a recent thread in the general highways section of this forum. The thread had an AADT value of 160k with 2019 data, but it’s gotten above 200k in past years before that. Also, the NB C/D lanes to Easton/161 got extended to I-670 recently.
Is that the widest road in Ohio now? By my count it’s 14 lanes and I can’t think of anything else wider than that.
I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
How would using Stelzer be some sort of inconvenience? Easton Way is a pretty short road, primarily to serve the mall. The mall has direct access to/from Morse anyways, and for the other businesses on Easton Way, you’re actually going out of your way to use I-270 if that’s an option instead of using Stelzer. Also, both Steltzer Rd and Morse Crossing (the 2 roads that border the mall on the east and west) are divided 4 lane arterials between Easton Way and Morse Rd. Not worth adding more weaving on a short freeway section just for some people to skip 3 sets of traffic signals imo.I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
I'm referring to the "exclusivity" of New Albany, which by limiting access to/from Morse Road is supposed to accomplish that. Except, the Easton Way exit is close enough to Morse Road that one could easily use a road bordering the mall to reach Morse, defeating the point making New Albany an "exclusive" suburb.How would using Stelzer be some sort of inconvenience? Easton Way is a pretty short road, primarily to serve the mall. The mall has direct access to/from Morse anyways, and for the other businesses on Easton Way, you’re actually going out of your way to use I-270 if that’s an option instead of using Stelzer. Also, both Steltzer Rd and Morse Crossing (the 2 roads that border the mall on the east and west) are divided 4 lane arterials between Easton Way and Morse Rd. Not worth adding more weaving on a short freeway section just for some people to skip 3 sets of traffic signals imo.I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
I'm referring to the "exclusivity" of New Albany, which by limiting access to/from Morse Road is supposed to accomplish that. Except, the Easton Way exit is close enough to Morse Road that one could easily use a road bordering the mall to reach Morse, defeating the point making New Albany an "exclusive" suburb.I've never heard of anything about the "exclusivity" of New Albany before (someone more well-versed in that area can correct me), but the OH 161 freeway cuts through the middle of New Albany with 3 exits, which is a better way to reach most of the suburb than Morse.
That’s not why they built it that way. When Easton was built, the 270/161 interchange was a full cloverleaf, not what it is today. Morse Road already had ridiculous traffic counts (I think it’s approaching 70,000 now). Having the new Easton exit in such close proximity to the 670, Morse, and 161 exits would have caused a traffic nightmare. As it stands now, the SB c/d section of 270 exiting to Easton backs up for a mile in the morning. The c/d was built solely to ease potential congestion from these exits being so close together.I'm referring to the "exclusivity" of New Albany, which by limiting access to/from Morse Road is supposed to accomplish that. Except, the Easton Way exit is close enough to Morse Road that one could easily use a road bordering the mall to reach Morse, defeating the point making New Albany an "exclusive" suburb.How would using Stelzer be some sort of inconvenience? Easton Way is a pretty short road, primarily to serve the mall. The mall has direct access to/from Morse anyways, and for the other businesses on Easton Way, you’re actually going out of your way to use I-270 if that’s an option instead of using Stelzer. Also, both Steltzer Rd and Morse Crossing (the 2 roads that border the mall on the east and west) are divided 4 lane arterials between Easton Way and Morse Rd. Not worth adding more weaving on a short freeway section just for some people to skip 3 sets of traffic signals imo.I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
That’s not why they built it that way. When Easton was built, the 270/161 interchange was a full cloverleaf, not what it is today. Morse Road already had ridiculous traffic counts (I think it’s approaching 70,000 now). Having the new Easton exit in such close proximity to the 670, Morse, and 161 exits would have caused a traffic nightmare. As it stands now, the SB c/d section of 270 exiting to Easton backs up for a mile in the morning. The c/d was built solely to ease potential congestion from these exits being so close together.I'm referring to the "exclusivity" of New Albany, which by limiting access to/from Morse Road is supposed to accomplish that. Except, the Easton Way exit is close enough to Morse Road that one could easily use a road bordering the mall to reach Morse, defeating the point making New Albany an "exclusive" suburb.How would using Stelzer be some sort of inconvenience? Easton Way is a pretty short road, primarily to serve the mall. The mall has direct access to/from Morse anyways, and for the other businesses on Easton Way, you’re actually going out of your way to use I-270 if that’s an option instead of using Stelzer. Also, both Steltzer Rd and Morse Crossing (the 2 roads that border the mall on the east and west) are divided 4 lane arterials between Easton Way and Morse Rd. Not worth adding more weaving on a short freeway section just for some people to skip 3 sets of traffic signals imo.I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
That’s not why they built it that way. When Easton was built, the 270/161 interchange was a full cloverleaf, not what it is today. Morse Road already had ridiculous traffic counts (I think it’s approaching 70,000 now). Having the new Easton exit in such close proximity to the 670, Morse, and 161 exits would have caused a traffic nightmare. As it stands now, the SB c/d section of 270 exiting to Easton backs up for a mile in the morning. The c/d was built solely to ease potential congestion from these exits being so close together.I'm referring to the "exclusivity" of New Albany, which by limiting access to/from Morse Road is supposed to accomplish that. Except, the Easton Way exit is close enough to Morse Road that one could easily use a road bordering the mall to reach Morse, defeating the point making New Albany an "exclusive" suburb.How would using Stelzer be some sort of inconvenience? Easton Way is a pretty short road, primarily to serve the mall. The mall has direct access to/from Morse anyways, and for the other businesses on Easton Way, you’re actually going out of your way to use I-270 if that’s an option instead of using Stelzer. Also, both Steltzer Rd and Morse Crossing (the 2 roads that border the mall on the east and west) are divided 4 lane arterials between Easton Way and Morse Rd. Not worth adding more weaving on a short freeway section just for some people to skip 3 sets of traffic signals imo.I don't doubt that this is the truth, but it seems very...petty? Looking at it from a map, reaching Easton Way from Morse Road and vice versa requires driving half a mile down Stelzer or Sunbury Road. It comes off as more of an inconvenience than any sort of exclusivity.Any reasons why the Morse Road exit off I-270 is segregated from the C/D lanes?
My initial thought was that the C/D lanes are for traffic to prepare to exit for the OH 161 freeway, but wait - there's no way to exit at Morse Road. So now I'm stumped - there's no reason to start filtering traffic three miles in advance, and if I-270 has access to an exit then the C/D lanes should have access. As it stands, exiting at Easton Way requires going onto the C/D lanes, but exiting at Morse requires you stay on I-270. To add to the confusion, the onramps at Easton (https://www.google.com/maps/@40.0480382,-82.9017823,3a,75y,89.04h,87.35t/data=!3m6!1e1!3m4!1sYVabC0cNolcw8SEaM5MH2w!2e0!7i16384!8i8192) do not filter into the I-270 main lanes - they dump you into the C/D road. While I don't know if most traffic from Easton wants to stay on I-270, it's inconvenient to funnel all that traffic into a one lane ramp with a merge. (https://www.google.com/maps/@40.081102,-82.9068812,3a,75y,2.4h,83.07t/data=!3m6!1e1!3m4!1sneWolzsaE4SYLyU5dPf0Ww!2e0!7i16384!8i8192)
The c/d lanes along I-270, between I-670 & Oh 161, were constructed specifically for the Easton development project (primarily the southwest corner of I-270 & Morse Rd). The lack of access to Morse Rd, from these c/d lanes was done on purpose by Les Wexner & John Kessler as they, literally, redevloped New Albany from a sleepy little town in the NE corner of Franklin Co, that only had 400 people in 1980 to 1600 in 1990, then 3700 in 2000 to nearly 11,000 (projected) in 2020. Along with that population increase was the creation of exclusivity for New Albany that had previously been *held* previously by the suburbs of Dublin, Upper Arlington, and Bexley (over the previous century).
As far as I can tell, that is correct.
A popular urban legend in Columbus is that the C/D roads were built to give rich people in New Albany a way to Easton from 161 without mingling with other 270 traffic. 32 and 33 would have required braiding anyway and someone had the foresight to realize that, with gore points for 30 and 32 roughly a mile apart, it made sense to just throw in a full C/D system. The consequence of the chosen design, of course, is that there is no direct connection between Morse and 161, but this can be made via Sunbury Road or Exit 33.
I haven’t been to the Easton area since 2019 and GSV haven’t updated that area yet, but are the NB C/D lanes on I-270 to Easton/161 between I-670 and Easton separated from the mainline 270 traffic? I’ve seen some not-so-clear diagrams of that redesigned section online, and it seems like they aren’t separated. If that’s really the case, seems like a missed opportunity and sort of defeats the point of having earlier ramps from both 270 and 670.They are not separated; it’s just 8 lanes now. The way the exits from 670 are configured puts you in the correct set of lanes for your destination.
I’m guessing the configuration is like US 33 WB between I-270 and Avery-Muirfield in that if you take the wrong ramp to US 33 W or Avery-Muirfield from I-270 W, you can still change lanes because of the dashed lane marking. Unless the I-270 one between I-670 and Easton have a solid white line separating the through lanes and exit lanes instead of a dashed one.I haven’t been to the Easton area since 2019 and GSV haven’t updated that area yet, but are the NB C/D lanes on I-270 to Easton/161 between I-670 and Easton separated from the mainline 270 traffic? I’ve seen some not-so-clear diagrams of that redesigned section online, and it seems like they aren’t separated. If that’s really the case, seems like a missed opportunity and sort of defeats the point of having earlier ramps from both 270 and 670.They are not separated; it’s just 8 lanes now. The way the exits from 670 are configured puts you in the correct set of lanes for your destination.
I’m guessing the configuration is like US 33 WB between I-270 and Avery-Muirfield in that if you take the wrong ramp to US 33 W or Avery-Muirfield from I-270 W, you can still change lanes because of the dashed lane marking. Unless the I-270 one between I-670 and Easton have a solid white line separating the through lanes and exit lanes instead of a dashed one.I haven’t been to the Easton area since 2019 and GSV haven’t updated that area yet, but are the NB C/D lanes on I-270 to Easton/161 between I-670 and Easton separated from the mainline 270 traffic? I’ve seen some not-so-clear diagrams of that redesigned section online, and it seems like they aren’t separated. If that’s really the case, seems like a missed opportunity and sort of defeats the point of having earlier ramps from both 270 and 670.They are not separated; it’s just 8 lanes now. The way the exits from 670 are configured puts you in the correct set of lanes for your destination.
* Proposed requirement to have all enhanced mile markers be green
Akron area freeways has always had anomalies, with some ground‐mounted signage looking slightly different...Especially on the older freeway segments that were later rebuilt.I think the whole number green enhanced markers might be exclusive to Akron (or ODOT district 4), as I don't see them anywhere else in the state. Also interesting is that the .0 is omitted on the Akron ones you linked. Normally, the state keeps the .0 on whole miles; this one-off in Toledo (https://www.google.com/maps/@41.6850843,-83.5682444,3a,20.7y,185.42h,89.38t/data=!3m6!1e1!3m4!1sD-Iu_zLM2izyQGw5dPz4mQ!2e0!7i16384!8i8192) was the only one I knew about that omitted the .0 before seeing the Akron ones. The other cities (well, Cincy, Columbus, Dayton and Cleveland at least) have the standard vertical number green mile marker on the right side of the road for whole miles in addition to the blue mile marker in the median.It is interesting that ODOT went through a phase of the whole number markers being green (https://goo.gl/maps/p3YGVaZ67Fi1rvp48) and the others blue (https://goo.gl/maps/KY9HGfL89jCG9Zzr8). Those were put up at the same time, and interestingly, the values changed by 6/10 mile when they did. (If you move back in time, you can see 22.6 where 22.0 now is. Also, the old 22.6 was an interesting one with a W direction but both 76 and 77 shields; they all had that along the duplex.)If the proposed new MUTCD is adopted as is, then those states (and others) will have to change their blue markers to green, the proposed new MUTCD removes the option of having those markers in blue.Ohio's going to have a fun time with that. They recently replaced a lot of the thinner older style mile markers with abbreviated cardinal direction (https://www.google.com/maps/@39.218046,-84.3689792,3a,15y,334.6h,88.45t/data=!3m7!1e1!3m5!1sNGvsQyNa8AMzLpY_iuOlcg!2e0!5s20160701T000000!7i13312!8i6656) to the full sized ones (https://www.google.com/maps/@39.2180604,-84.3690275,3a,15y,341.97h,89.93t/data=!3m6!1e1!3m4!1s-XAXfTCq2mZQg1YSm9GQEQ!2e0!7i16384!8i8192), both in blue. The state will probably find a way around it, considering Ohio still have a good amount of dancing arrow signage up despite dancing arrows getting disallowed in the 2009 MUTCD. I prefer enhanced mile markers in blue over green, though a lot of people will disagree with me.
Afaik for states that uses blue, KY, IN and TN has been mentioned already, OH just mentioned, and there's also KS and WI.
Some of the newest .0 ones show .0; it seems that it is flavor of the month with them. The recently-completed project on 76/77 includes a new 22.0 marker with Mile 22 traditional markers on the roadside; other whole numbers nearby are missing and possibly because of the 6/10 shift (which itself is odd). It is almost like they are seeing how many permutations they can come up with. It was never this way when they were all the old design.
I would hazard a guess that those simpler replacement signs (Non-overhead BGS) were made by the City of Akron's sign department for quite a few decades. That might explain the green fractional mile‐markers.
Another reason why I suspect the city of Akron is that once you are outside of their city limits, the signage looks more uniform.
Couple US 20 notes:Normally, ODOT doesn't place enhanced mile markers in bypasses of small cities or towns. I mostly only see them in medium-large metro areas, in intervals of 0.2 (0.1 in Cincy). Besides Fremont, the only exception I can think of atm is US 35 in Xenia. So the ones on the Fremont bypass for US 20 is sort of a new concept. Wondering if the state will place enhanced mile markers on other rural bypasses, or just rural freeways in general, after the MUTCD disallows blue enhanced markers. I still doubt Ohio will go out and replace all the current blue ones still. It may take longer to adjust to than the dancing arrows ban.
There are now blue mile marker signs in the median of the Fremont bypass every 2 tenths of a mile, with green ones for the whole numbers on the side of the road.
Speaking of the enhanced mile markers, I'll paste over a conversation from another thread* Proposed requirement to have all enhanced mile markers be greenAkron area freeways has always had anomalies, with some ground‐mounted signage looking slightly different...Especially on the older freeway segments that were later rebuilt.I think the whole number green enhanced markers might be exclusive to Akron (or ODOT district 4), as I don't see them anywhere else in the state. Also interesting is that the .0 is omitted on the Akron ones you linked. Normally, the state keeps the .0 on whole miles; this one-off in Toledo (https://www.google.com/maps/@41.6850843,-83.5682444,3a,20.7y,185.42h,89.38t/data=!3m6!1e1!3m4!1sD-Iu_zLM2izyQGw5dPz4mQ!2e0!7i16384!8i8192) was the only one I knew about that omitted the .0 before seeing the Akron ones. The other cities (well, Cincy, Columbus, Dayton and Cleveland at least) have the standard vertical number green mile marker on the right side of the road for whole miles in addition to the blue mile marker in the median.It is interesting that ODOT went through a phase of the whole number markers being green (https://goo.gl/maps/p3YGVaZ67Fi1rvp48) and the others blue (https://goo.gl/maps/KY9HGfL89jCG9Zzr8). Those were put up at the same time, and interestingly, the values changed by 6/10 mile when they did. (If you move back in time, you can see 22.6 where 22.0 now is. Also, the old 22.6 was an interesting one with a W direction but both 76 and 77 shields; they all had that along the duplex.)If the proposed new MUTCD is adopted as is, then those states (and others) will have to change their blue markers to green, the proposed new MUTCD removes the option of having those markers in blue.Ohio's going to have a fun time with that. They recently replaced a lot of the thinner older style mile markers with abbreviated cardinal direction (https://www.google.com/maps/@39.218046,-84.3689792,3a,15y,334.6h,88.45t/data=!3m7!1e1!3m5!1sNGvsQyNa8AMzLpY_iuOlcg!2e0!5s20160701T000000!7i13312!8i6656) to the full sized ones (https://www.google.com/maps/@39.2180604,-84.3690275,3a,15y,341.97h,89.93t/data=!3m6!1e1!3m4!1s-XAXfTCq2mZQg1YSm9GQEQ!2e0!7i16384!8i8192), both in blue. The state will probably find a way around it, considering Ohio still have a good amount of dancing arrow signage up despite dancing arrows getting disallowed in the 2009 MUTCD. I prefer enhanced mile markers in blue over green, though a lot of people will disagree with me.
Afaik for states that uses blue, KY, IN and TN has been mentioned already, OH just mentioned, and there's also KS and WI.
Some of the newest .0 ones show .0; it seems that it is flavor of the month with them. The recently-completed project on 76/77 includes a new 22.0 marker with Mile 22 traditional markers on the roadside; other whole numbers nearby are missing and possibly because of the 6/10 shift (which itself is odd). It is almost like they are seeing how many permutations they can come up with. It was never this way when they were all the old design.
I would hazard a guess that those simpler replacement signs (Non-overhead BGS) were made by the City of Akron's sign department for quite a few decades. That might explain the green fractional mile‐markers.
Another reason why I suspect the city of Akron is that once you are outside of their city limits, the signage looks more uniform.Couple US 20 notes:Normally, ODOT doesn't place enhanced mile markers in bypasses of small cities or towns. I mostly only see them in medium-large metro areas, in intervals of 0.2 (0.1 in Cincy). Besides Fremont, the only exception I can think of atm is US 35 in Xenia. So the ones on the Fremont bypass for US 20 is sort of a new concept. Wondering if the state will place enhanced mile markers on other rural bypasses, or just rural freeways in general, after the MUTCD disallows blue enhanced markers. I still doubt Ohio will go out and replace all the current blue ones still. It may take longer to adjust to than the dancing arrows ban.
There are now blue mile marker signs in the median of the Fremont bypass every 2 tenths of a mile, with green ones for the whole numbers on the side of the road.
I have to wonder if there are any other at grade enhanced markers around the country.
I have to wonder if there are any other at grade enhanced markers around the country.
Seems like the College Ave section (https://www.google.com/maps/@39.9453686,-82.935239,3a,27.4y,332.76h,86.63t/data=!3m6!1e1!3m4!1sRCkpWEPXffyhl7ksGPc4QA!2e0!7i16384!8i8192) of US 33 in general have themI have to wonder if there are any other at grade enhanced markers around the country.
US-33 where it makes its turn at College & Livingston in Columbus
Things do get jammed up good through there, much in the same way they did on 670 before the SmartLane. TV news said the SmartLane made a huge difference on 670 though I haven't been on 670 at peak since it was installed. They are fairly similar stretches.It made a tremendous difference, but hasn’t been used since COVID hit. I think reconfiguring the 670/270 interchange helped quite a bit as well.
Things do get jammed up good through there, much in the same way they did on 670 before the SmartLane.Part of the issue I see with WB I-275 is in its interchange with I-71. Between the I-71 S exit loop ramp and the entrance ramps from I-71, it narrows down to 2 lanes (https://www.google.com/maps/@39.2731065,-84.3536719,307m/data=!3m1!1e3). Besides adding a SmartLane, it would be nice to add a third through lane in that section, like what the rest of I-275 in that stretch have.
Since Ohio has, or will be eliminating the rear plate plate, for the inspection/registration stickers, is it still just 1 sticker on the front plate, and that's just it?
Also I suspect the reason the front plate went away in Ohio despite howls from the State Highway Patrol (the most powerful lobby in the state) and local police departments/sheriffs is that cars are going to have a lot more sensors and cameras on the front of them in the near future for driver aids. The automaker lobby in Ohio is more powerful than people think and all surrounding states including Michigan (where the automaker lobby is most powerful) already didn't have the front plate. Watch for this to come to your state if it still has front plates.So far in NY, no one is screaming to lose the front plate.
Same in California.Also I suspect the reason the front plate went away in Ohio despite howls from the State Highway Patrol (the most powerful lobby in the state) and local police departments/sheriffs is that cars are going to have a lot more sensors and cameras on the front of them in the near future for driver aids. The automaker lobby in Ohio is more powerful than people think and all surrounding states including Michigan (where the automaker lobby is most powerful) already didn't have the front plate. Watch for this to come to your state if it still has front plates.So far in NY, no one is screaming to lose the front plate.
Also I suspect the reason the front plate went away in Ohio despite howls from the State Highway Patrol (the most powerful lobby in the state) and local police departments/sheriffs is that cars are going to have a lot more sensors and cameras on the front of them in the near future for driver aids. The automaker lobby in Ohio is more powerful than people think and all surrounding states including Michigan (where the automaker lobby is most powerful) already didn't have the front plate. Watch for this to come to your state if it still has front plates.Don't forget, the police killed a guy in Cincinnati a few years ago after pulling him over for not having a front plate.
I wonder if the fact that all 5 of our bordering states are single plate had any effect as well
I'm not sure about using volume data to rank the crossings. It makes sense to a certain extent, but then you have cases like NY 303 at the NJ line being almost twice as busy as I-86 at the PA line. Yet no one would argue that NY 303 is the more important crossing.The numbers I got for Ohio are mostly reasonable, so I went with it. Most used crossings at major metro areas like Cincinnati and Toledo. Most interstates are above 4 lane US routes. The only one that's puzzling to me is US 22's 32k AADT at the WV border. US 22 is a freeway at that point, but Steubenville isn't that large of a city, and the 4 lane section dead ends at Cadiz on the Ohio side, though continues all the way as a 4 lane to I-376 on the east. The AADT number would've made more sense to me if it connected to I-70 at Cambridge as a freeway, as that would make a neat Columbus-Pittsburgh freeway corridor, except it doesn't.
2019 AADT of US 22 from Cambridge to WV Border
East of I-77 junction - 5.8k
Concurrency with OH 800 - 2.8k
West of US 250 junctions - 3k
Concurrency with US 250 - 8.5k
East of US 250 junctions - 8.7k
Concurrency with OH 151 - 10.5k
East of OH 151 eastern junction - 11.4k
East of OH 152 junction - 10k
West of OH 43 junction - 10.2k
East of OH 43 junction - 15.8k
West of John Scott Hwy junction - 18k
Between John Scott Hwy and OH 7 - 29k
Concurrency with OH 7 - 33.8k
WV Border - 32k
Actually, a lot of the local roads numbers near Steubenville seem high too, even with 2020 numbers. Especially the 20k on OH 43. Most of the busiest arterials in Cincinnati and Columbus don't even reach that high.
(https://i.imgur.com/Xzx9lZE.png?1)
Crossposted from the Ranking State Border Crossings thread. Either ODOT made an error below, or Wintersville/Steubenville really is a much larger city than I initially thought.I'm not sure about using volume data to rank the crossings. It makes sense to a certain extent, but then you have cases like NY 303 at the NJ line being almost twice as busy as I-86 at the PA line. Yet no one would argue that NY 303 is the more important crossing.The numbers I got for Ohio are mostly reasonable, so I went with it. Most used crossings at major metro areas like Cincinnati and Toledo. Most interstates are above 4 lane US routes. The only one that's puzzling to me is US 22's 32k AADT at the WV border. US 22 is a freeway at that point, but Steubenville isn't that large of a city, and the 4 lane section dead ends at Cadiz on the Ohio side, though continues all the way as a 4 lane to I-376 on the east. The AADT number would've made more sense to me if it connected to I-70 at Cambridge as a freeway, as that would make a neat Columbus-Pittsburgh freeway corridor, except it doesn't.
2019 AADT of US 22 from Cambridge to WV Border
East of I-77 junction - 5.8k
Concurrency with OH 800 - 2.8k
West of US 250 junctions - 3k
Concurrency with US 250 - 8.5k
East of US 250 junctions - 8.7k
Concurrency with OH 151 - 10.5k
East of OH 151 eastern junction - 11.4k
East of OH 152 junction - 10k
West of OH 43 junction - 10.2k
East of OH 43 junction - 15.8k
West of John Scott Hwy junction - 18k
Between John Scott Hwy and OH 7 - 29k
Concurrency with OH 7 - 33.8k
WV Border - 32k
Actually, a lot of the local roads numbers near Steubenville seem high too, even with 2020 numbers. Especially the 20k on OH 43. Most of the busiest arterials in Cincinnati and Columbus don't even reach that high.
(https://i.imgur.com/Xzx9lZE.png?1)
Looks like the Lick Run Greenway (https://www.local12.com/news/local/city-leaders-open-the-lick-run-greenway) on the west side of Cincy opened today. Means construction on Queen City Ave, which felt like it lasted forever and one of the worst roads to drive on in the area imo, is finally finished.
Anyone know what these blue mile markers on the WB US 50 trumpet ramp (https://www.google.com/maps/@39.2852104,-81.6471237,3a,26.3y,16.7h,88.54t/data=!3m6!1e1!3m4!1s4SO3zH3n85eaOwIfxgDC8A!2e0!7i16384!8i8192) off the Ohio River bridge onto the concurrency with OH 7/32 is for? It's in the Mile 5 range, which is strange as I'm pretty sure that US 50 is in the MM 200s at that point. Also it's posted every 0.1 mile on a ramp; ODOT normally does neither of those things with the blue mile markers, with the exception of 0.1 intervals in the Cincinnati area.
Are there any plans to improve the Toledo to Columbus route? I 75 - US 68/OH 15 - US 23 works well until about Waldo, and then it all goes straight down the drain. A Super-2 from Waldo to a new I 71 exit at OH 521 would definitely improve matters, but for long-distance travelers it would be even better to run it through New Albany to I-70 or even all the way down to US 33 at Canal Winchester.That is what the survey linked above is about.
Considering that those are the new mile markers with the wider width, and full cardinal direction name instead of an abbreviation, installed sometime in the last 8 years, kind of surprising that they still went with county based mile markers at that point. When OH 126 got its mile markers replaced, it switched from county mile markers starting at the Butler-Hamilton line to the state line at IN.Anyone know what these blue mile markers on the WB US 50 trumpet ramp (https://www.google.com/maps/@39.2852104,-81.6471237,3a,26.3y,16.7h,88.54t/data=!3m6!1e1!3m4!1s4SO3zH3n85eaOwIfxgDC8A!2e0!7i16384!8i8192) off the Ohio River bridge onto the concurrency with OH 7/32 is for? It's in the Mile 5 range, which is strange as I'm pretty sure that US 50 is in the MM 200s at that point. Also it's posted every 0.1 mile on a ramp; ODOT normally does neither of those things with the blue mile markers, with the exception of 0.1 intervals in the Cincinnati area.
That is based off of US 50's mileage in Washington County only instead of the entire state.
Considering that those are the new mile markers with the wider width, and full cardinal direction name instead of an abbreviation, installed sometime in the last 8 years, kind of surprising that they still went with county based mile markers at that point. When OH 126 got its mile markers replaced, it switched from county mile markers starting at the Butler-Hamilton line to the state line at IN.Anyone know what these blue mile markers on the WB US 50 trumpet ramp (https://www.google.com/maps/@39.2852104,-81.6471237,3a,26.3y,16.7h,88.54t/data=!3m6!1e1!3m4!1s4SO3zH3n85eaOwIfxgDC8A!2e0!7i16384!8i8192) off the Ohio River bridge onto the concurrency with OH 7/32 is for? It's in the Mile 5 range, which is strange as I'm pretty sure that US 50 is in the MM 200s at that point. Also it's posted every 0.1 mile on a ramp; ODOT normally does neither of those things with the blue mile markers, with the exception of 0.1 intervals in the Cincinnati area.
That is based off of US 50's mileage in Washington County only instead of the entire state.
EDIT: Actually, OH 126's mile markers history is interesting.
- Old style mile marker (2015), MM 19 (County-based) (https://www.google.com/maps/@39.2252641,-84.3797001,3a,15.8y,242.14h,86.26t/data=!3m6!1e1!3m4!1s6qSGSVC_ubQXULEgwc5RpQ!2e0!7i13312!8i6656)
- New style mile marker (2016), MM 19 (County-based) (https://www.google.com/maps/@39.2252664,-84.3797003,3a,16.1y,242.24h,85.53t/data=!3m6!1e1!3m4!1sYMLB1HXIOUR2GaMVTm1uqg!2e0!7i13312!8i6656)
- New style mile marker (2017), MM 32 (State-based) (https://www.google.com/maps/@39.2252666,-84.3797155,3a,15y,242.01h,88.01t/data=!3m6!1e1!3m4!1sVxteqjeQWrL7958AkLQvwQ!2e0!7i13312!8i6656)
So the second one lasted for less than a year, before it was replaced by a similar one with mileage from the state line.
Crossposted from the Ranking State Border Crossings thread. Either ODOT made an error below, or Wintersville/Steubenville really is a much larger city than I initially thought.I'm not sure about using volume data to rank the crossings. It makes sense to a certain extent, but then you have cases like NY 303 at the NJ line being almost twice as busy as I-86 at the PA line. Yet no one would argue that NY 303 is the more important crossing.The numbers I got for Ohio are mostly reasonable, so I went with it. Most used crossings at major metro areas like Cincinnati and Toledo. Most interstates are above 4 lane US routes. The only one that's puzzling to me is US 22's 32k AADT at the WV border. US 22 is a freeway at that point, but Steubenville isn't that large of a city, and the 4 lane section dead ends at Cadiz on the Ohio side, though continues all the way as a 4 lane to I-376 on the east. The AADT number would've made more sense to me if it connected to I-70 at Cambridge as a freeway, as that would make a neat Columbus-Pittsburgh freeway corridor, except it doesn't.
2019 AADT of US 22 from Cambridge to WV Border
East of I-77 junction - 5.8k
Concurrency with OH 800 - 2.8k
West of US 250 junctions - 3k
Concurrency with US 250 - 8.5k
East of US 250 junctions - 8.7k
Concurrency with OH 151 - 10.5k
East of OH 151 eastern junction - 11.4k
East of OH 152 junction - 10k
West of OH 43 junction - 10.2k
East of OH 43 junction - 15.8k
West of John Scott Hwy junction - 18k
Between John Scott Hwy and OH 7 - 29k
Concurrency with OH 7 - 33.8k
WV Border - 32k
Actually, a lot of the local roads numbers near Steubenville seem high too, even with 2020 numbers. Especially the 20k on OH 43. Most of the busiest arterials in Cincinnati and Columbus don't even reach that high.
(https://i.imgur.com/Xzx9lZE.png?1)
Mile markers start counting from the southern or western terminus of a road. At least when it comes to the interstate markers, a more valuable number would be something telling you how many more miles you have to go to the eastern or northern terminus. Maybe the top can say Mile X and the bottom miles to the other terminus number can show a negative number or an omega symbol or something like that.
When I'm driving, I always like to know how much longer I have until I get to the next state and I can only do that going westbound or southbound.
Mile markers start counting from the southern or western terminus of a road. At least when it comes to the interstate markers, a more valuable number would be something telling you how many more miles you have to go to the eastern or northern terminus. Maybe the top can say Mile X and the bottom miles to the other terminus number can show a negative number or an omega symbol or something like that.
US-491 in Utah bucks that trend (despite listing it as a N/S route), but at least US-491 in Colorado follows the proper mileage markings.
Your preference is from your personal driving situation. When I lived in St Louis, I did know how many more miles I needed to get home as I crossed Illinois on I-55, I-64, and I-70. Mile markers from the other direction may matter to you but that's more a function of your location than anything. XY coordinates traditionally start in the lower left or southwest corner. Unless you learned to draw coordinates in junior high using graph paper different from the rest of us.
Your preference is from your personal driving situation. When I lived in St Louis, I did know how many more miles I needed to get home as I crossed Illinois on I-55, I-64, and I-70. Mile markers from the other direction may matter to you but that's more a function of your location than anything. XY coordinates traditionally start in the lower left or southwest corner. Unless you learned to draw coordinates in junior high using graph paper different from the rest of us.
In other words, even though they could be useful in the opposite direction (when they currently aren't) you don't to change them for no reason other than to be a jerk? Great reason.
Any chance of a freeway conversion along US 23 from Columbus to Waldo, or a full freeway conversion (remove all at-grade intersections) of 23 between Waldo and Upper Sandusky? Maybe a 23/15 freeway conversion from Upper Sandusky to Interstate 75 near Findlay?I doubt US 23 between I-270 and Waldo would become a freeway. Especially the section between Columbus and Delaware, it's too developed. The best case scenario with current conditions is a spur of I-71 (doesn't have to be an interstate) from a point just north of the US 36 interchange to US 23 just north of Waldo.
Any chance of a freeway conversion along US 23 from Columbus to Waldo, or a full freeway conversion (remove all at-grade intersections) of 23 between Waldo and Upper Sandusky? Maybe a 23/15 freeway conversion from Upper Sandusky to Interstate 75 near Findlay?
Any chance of a freeway conversion along US 23 from Columbus to Waldo, or a full freeway conversion (remove all at-grade intersections) of 23 between Waldo and Upper Sandusky? Maybe a 23/15 freeway conversion from Upper Sandusky to Interstate 75 near Findlay?I doubt US 23 between I-270 and Waldo would become a freeway. Especially the section between Columbus and Delaware, it's too developed. The best case scenario with current conditions is a spur of I-71 (doesn't have to be an interstate) from a point just north of the US 36 interchange to US 23 just north of Waldo.
Interesting observation from a trucker who broadcasts his trips on YouTube: the new Ohio Turnpike main line toll plaza west of Toledo has an exit number tab on the BGS for the cash lanes right at the gore point.Do you have a link to that video or stream?
Interesting observation from a trucker who broadcasts his trips on YouTube: the new Ohio Turnpike main line toll plaza west of Toledo has an exit number tab on the BGS for the cash lanes right at the gore point.Do you have a link to that video or stream?
Interesting observation from a trucker who broadcasts his trips on YouTube: the new Ohio Turnpike main line toll plaza west of Toledo has an exit number tab on the BGS for the cash lanes right at the gore point.Do you have a link to that video or stream?
Big Rig Steve's current trip. He went through there a couple of hours ago as of this typing.
Is the section between there and the Indiana state line going to be a freeway instead?
Mike
Interesting observation from a trucker who broadcasts his trips on YouTube: the new Ohio Turnpike main line toll plaza west of Toledo has an exit number tab on the BGS for the cash lanes right at the gore point.
Do you have a link to that video or stream?
Big Rig Steve's current trip. He went through there a couple of hours ago as of this typing.
Is the section between there and the Indiana state line going to be a freeway instead?
Mike
Isn't that smack dab in the middle of Historic Montgomery? Or was it relocated?A bit south of downtown Montgomery. It's in the same location as the old trumpet between those two roads. The roundabout also opens up the area east of the junction for future development.
Isn't that smack dab in the middle of Historic Montgomery? Or was it relocated?
Isn't that smack dab in the middle of Historic Montgomery? Or was it relocated?A bit south of downtown Montgomery. It's in the same location as the old trumpet between those two roads. The roundabout also opens up the area east of the junction for future development.
A photo of the OH 126 and US 22/3 roundabout project from their construction cameras online (facing north). It's starting to look like a roundabout! Also, signage choice on the bottom right is interesting, with an APL. Normally for roundabouts, I would've expected a diagrammatic.
(https://i.imgur.com/2i87oXN.png)
Pet Peeve:There’s a reason why there’s so many Ohio examples in the “US/State routes mixup” thread. :-D
Ohio always botches signs. They can't seem to keep the US and Ohio route shields straight! Do other states also botch their signs as much as Ohio does?
Two pics: U.S. 36 in Mount Vernon and in Nellie. The US 62 shield is also botched southbound going into New Albany, and I see a botched Ohio 161 shield (upgraded to U.S. 161) off of Hamilton Road. I see this a lot!
https://drive.google.com/file/d/1o898F3CHDz0OEi9tkcm-3tOtplsGJZ3l/view?usp=sharing (https://drive.google.com/file/d/1o898F3CHDz0OEi9tkcm-3tOtplsGJZ3l/view?usp=sharing)
OH-674 magically became U.S. 674 at the U.S. 33 off-ramp in Canal Winchester.North Carolina would appreciate that US route number there :bigass:
Correction: original crossing between the two roads was a trumpet interchange.A photo of the OH 126 and US 22/3 roundabout project from their construction cameras online (facing north). It's starting to look like a roundabout! Also, signage choice on the bottom right is interesting, with an APL. Normally for roundabouts, I would've expected a diagrammatic.
(https://i.imgur.com/2i87oXN.png)
Not a fan of roundabouts at busy intersections. US 33/Ohio 161 is very difficult to navigate. They should either leave the traffic lights alone or use roundabouts with traffic lights.
The purpose of the roundabout project is to improve traffic patterns at the existing interchange of US 22 (Montgomery Road) and SR 126 (Ronald Reagan Cross County Highway) and along US 22 north of the interchange.Considering the planned mixed use development on the currently vacant east side of the junction, I think the roundabout is appropriate.
The City of Montgomery plans to redevelop the currently vacant area with office, retail, hotel, and residential uses that will require multiple access points along US 22 north of the interchange. The project will extend downtown Montgomery to the new intersection by providing a pedestrian-friendly environment.
Pet Peeve:
Ohio always botches signs. They can't seem to keep the US and Ohio route shields straight! Do other states also botch their signs as much as Ohio does?
If there is an intersection of two like routes (e.g. two state routes) and one of the routes end at that intersection, then the lowered number route is continued and the higher numbered route ends. In this instance, where SR 161 and SR 37 intersect; SR 161 “ends” since SR 37 is a higher priority route (i.e. the number is lower).I didn't know about that rule. This may work better in states that reserves 2 digit routes for longer/more important routes (like Indiana, Florida, etc), but Ohio isn't one of them, and we have "major" state routes like OH 5 with countless 3 digit state routes that are longer than it. Also, my idea of putting OH 161 on a concurrency with OH 37 so it can end at OH 16 (therefore only needing two continuous numbering designations for the freeway corridor) isn't something new to the state either. See OH 32/125. If it went by the "lower numbered route have continuation at a terminus of one of the two routes" rule the state uses, that means OH 125 should be ending at the trumpet interchange where it intersects OH 32, and OH 32 should be the sole route continuing west to US 50.
Move SR 16 off of Broad St and onto the New Albany – Granville freeway, and then you'd have just one number for the freeway, and the lower-numbered route on the more major highway link to ColumbusI suggested swapping 16 and 161 west of Granville so 16 is the single number designation on the freeway in fictional highways a couple of times, and in that email too. The person that responded to my email didn't respond to my swap idea, so I guess that renumbering state routes is more tedious nowadays compared to 50 years ago? Not sure if it's better for me to reply to the email with that and some other related questions, or just leave it there.
ODOT is getting ready to work on I-70 through Zanesville for most of the decade.There's not. It's basically just a rebuild of the existing bridges and pavement, which is unfortunate. I hope they at least extend some of the acceleration lanes to allow for smoother merges.
I'm not seeing anything about widening I-70 through there.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
Honestly, I’m not surprised that it’ll take 6 years to just rebuild overpasses and add new pavement, considering it took ODOT 3 years to finish just the I-71 overpass over Stewart Rd in Cincy.ODOT is getting ready to work on I-70 through Zanesville for most of the decade.There's not. It's basically just a rebuild of the existing bridges and pavement, which is unfortunate. I hope they at least extend some of the acceleration lanes to allow for smoother merges.
I'm not seeing anything about widening I-70 through there.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
ODOT is getting ready to work on I-70 through Zanesville for most of the decade.There's not. It's basically just a rebuild of the existing bridges and pavement, which is unfortunate. I hope they at least extend some of the acceleration lanes to allow for smoother merges.
I'm not seeing anything about widening I-70 through there.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
Honestly, I’m not surprised that it’ll take 6 years to just rebuild overpasses and add new pavement, considering it took ODOT 3 years to finish just the I-71 overpass over Stewart Rd in Cincy.ODOT is getting ready to work on I-70 through Zanesville for most of the decade.There's not. It's basically just a rebuild of the existing bridges and pavement, which is unfortunate. I hope they at least extend some of the acceleration lanes to allow for smoother merges.
I'm not seeing anything about widening I-70 through there.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
Honestly, I’m not surprised that it’ll take 6 years to just rebuild overpasses and add new pavement, considering it took ODOT 3 years to finish just the I-71 overpass over Stewart Rd in Cincy.ODOT is getting ready to work on I-70 through Zanesville for most of the decade.There's not. It's basically just a rebuild of the existing bridges and pavement, which is unfortunate. I hope they at least extend some of the acceleration lanes to allow for smoother merges.
I'm not seeing anything about widening I-70 through there.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
It took them almost my entire life to redo I-75 in Dayton. I've not been through there since 2019 so there may be more work underway.
ODOT is getting ready to work on I-70 through Zanesville for most of the decade.Looks like they're eliminating a bridge over an abandoned railroad at the far eastern end of the project. Historically, there were two railroads there, but I think only one remained by the time the Interstate was built. Even then, it looks like that was just a spur to serve a now-demolished factory located between Ceramic Rd. and Harris Rd.
https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/93006
After nearly two years of construction, the Dorr Street interchange at Interstate Highway 475 is opening to the public.
The $46.7 million project began in November 2019 and added a third lane of travel in both north and southbound lanes for two miles of the I-475/U.S. 23 corridor in addition to the new interchange that has multiple roundabouts on Dorr Street, something leaders say will be safer for drivers as well.
The new dogbone interchange joining I-475/U.S. 23 with Dorr Street in Springfield Township opened yesterday.
Dorr Street, I-475 interchange opening for traffic (https://nbc24.com/news/local/dorr-street-i-475-interchange-opening-for-traffic)QuoteAfter nearly two years of construction, the Dorr Street interchange at Interstate Highway 475 is opening to the public.
I drove through there on Sunday, and was disappointed they weren't open yet. My son will be using it daily to get to his job. I know he's been looking forward to it opening.QuoteThe $46.7 million project began in November 2019 and added a third lane of travel in both north and southbound lanes for two miles of the I-475/U.S. 23 corridor in addition to the new interchange that has multiple roundabouts on Dorr Street, something leaders say will be safer for drivers as well.
Franklin County & Pataskala (in Licking Co) are not going to give up any state mileage to sort out a numbering issue out near Granville.
Unless someone(s) want to payoff ODOT....
There's also the CKC with MO/IL 110, except the Illinois section is more of providing a N-S expressway for the western part of the state than be the fastest route from Chicago to Kansas City. From the Circle Interchange in Chicago to the I-72/I-172 interchange, the CKC (IL 110) is 310 miles, while I-55/I-72 is 290 miles, not to mention that it's toll free, as IL 110 runs concurrently with the tolled I-88 for some portion.Franklin County & Pataskala (in Licking Co) are not going to give up any state mileage to sort out a numbering issue out near Granville.
Unless someone(s) want to payoff ODOT....
I was just learning about the Avenue of the Saints, the route from St. Louis to St. Paul. I have driven much of it before, but I didn't realize it was supposed to be a highway to connect the two cities. Because of the mishmash of numbers it carried (US 218 and US 18 among others), Iowa gave it a consistent number, Iowa 27. It is also known as Missouri 27 for much of the road in that state.
Franklin County & Pataskala (in Licking Co) are not going to give up any state mileage to sort out a numbering issue out near Granville.
Unless someone(s) want to payoff ODOT....
I was just learning about the Avenue of the Saints, the route from St. Louis to St. Paul. I have driven much of it before, but I didn't realize it was supposed to be a highway to connect the two cities. Because of the mishmash of numbers it carried (US 218 and US 18 among others), Iowa gave it a consistent number, Iowa 27. It is also known as Missouri 27 for much of the road in that state.
Franklin County & Pataskala (in Licking Co) are not going to give up any state mileage to sort out a numbering issue out near Granville.
Unless someone(s) want to payoff ODOT....
I was just learning about the Avenue of the Saints, the route from St. Louis to St. Paul. I have driven much of it before, but I didn't realize it was supposed to be a highway to connect the two cities. Because of the mishmash of numbers it carried (US 218 and US 18 among others), Iowa gave it a consistent number, Iowa 27. It is also known as Missouri 27 for much of the road in that state.
Franklin County & Pataskala (in Licking Co) are not going to give up any state mileage to sort out a numbering issue out near Granville.
Unless someone(s) want to payoff ODOT....
I was just learning about the Avenue of the Saints, the route from St. Louis to St. Paul. I have driven much of it before, but I didn't realize it was supposed to be a highway to connect the two cities. Because of the mishmash of numbers it carried (US 218 and US 18 among others), Iowa gave it a consistent number, Iowa 27. It is also known as Missouri 27 for much of the road in that state.
The Avenue of the Saints was just a marketing gimmick to attract more road funding to the states in question. There really wasn't a glaring need to have a dedicated corridor between the two cities, just like there wasn't one between Chicago and Kansas City.
The Avenue of the Saints is a marketing gimmick (https://www.modot.org/us-route-61avenue-saints), granted. But as someone who lived in St Louis for about three decades, I disagree about the need. MSP and STL are the two largest metro areas between Chicago and Denver. I have a brother in Mpls and I noticed traffic increasing over the years which merited the improvement of the corridor to a non-stop four-lane highway. It's a lot different that the KC-Chicago corridor which was already well served with I-35/ US 36/ I-55 not to mention I-70/ 270/ 55 between the two cities. The Avenue of the Saints reduces the best four-lane routing from the I-55/39/90/94 corridor's 620 miles to 559 miles (https://www.google.com/maps/dir/Minneapolis,+MN/St.+Louis,+MO/@41.7173466,-95.6519779,6z/data=!3m1!4b1!4m13!4m12!1m5!1m1!1s0x52b333909377bbbd:0x939fc9842f7aee07!2m2!1d-93.2650108!2d44.977753!1m5!1m1!1s0x87d8b4a9faed8ef9:0xbe39eaca22bbe05b!2m2!1d-90.1994042!2d38.6270025?hl=en).
ODOT gave SR 32 its number to bring consistency to the corridor. Originally, it was SR 32 (SR 74 prior to Interstate renumbering), briefly SR 772 (?), then SR 124, SR 346, and US 50 to the West Virginia line. The SR 32 designation was eventually extended east overlapping SR 124 and replacing SR 346, and then later SR 32 was also multiplexed with US 50 east of Athens to provide a consistent designation for the corridor.
I agree that the numbering on the Columbus-to-Newark corridor is confusing. At the very least, ODOT should extend SR 161 east to meet SR 16. I could see maybe replacing SR 16 with SR 161 east to Coshocton but I don't know there is an appetite for that renumbering. You still have the corridor east of there continuing as US 36, US 250, and US 22 over to Steubenville, and I don't see a state route getting extended over that.
^ Columbus could pull an Indianapolis and route every number that's not I-70 and I-71 around I-270 if they wanted to :spin:
^ Columbus could pull an Indianapolis and route every number that's not I-70 and I-71 around I-270 if they wanted to :spin:
Exactly what I was thinking, except they'd have to leave the freeways alone (US 33, Ohio 104, Ohio 161, Ohio 315). Just get rid of numbers on surface roads or give them some irrelevant number like Ohio 816 for Ohio 16). Just put up a US Shield around I-270 that says "ALL" and then the specific route number where you have to exit. I don't think it works with Ohio routes, but the US Routes could be simplified in this way.
^ Columbus could pull an Indianapolis and route every number that's not I-70 and I-71 around I-270 if they wanted to :spin:
Exactly what I was thinking, except they'd have to leave the freeways alone (US 33, Ohio 104, Ohio 161, Ohio 315). Just get rid of numbers on surface roads or give them some irrelevant number like Ohio 816 for Ohio 16). Just put up a US Shield around I-270 that says "ALL" and then the specific route number where you have to exit. I don't think it works with Ohio routes, but the US Routes could be simplified in this way.
Won't happen. ODOT funds the various cities for road care on the numbered routes. Those numbers mean the local officials can shift blame for any problem with them to the state.
^ Columbus could pull an Indianapolis and route every number that's not I-70 and I-71 around I-270 if they wanted to :spin:
Exactly what I was thinking, except they'd have to leave the freeways alone (US 33, Ohio 104, Ohio 161, Ohio 315). Just get rid of numbers on surface roads or give them some irrelevant number like Ohio 816 for Ohio 16). Just put up a US Shield around I-270 that says "ALL" and then the specific route number where you have to exit. I don't think it works with Ohio routes, but the US Routes could be simplified in this way.
Won't happen. ODOT funds the various cities for road care on the numbered routes. Those numbers mean the local officials can shift blame for any problem with them to the state.
Can someone explain to me the exit numbers on US 68 from I-70 to the County Line Road? I thought that they were doing exit numbers from the mile marker.
Here are the exit numbers from south to north:
Exit 5A-B: I-70 (Columbus, Dayton)
Exit 7A-B: US 40/OH State Route 4 (Springfield, Dayton)
Exit 8: OH State Route 41 (Troy, Springfield)
Exit 12: OH State Route 334 East (River Road, Springfield)
Exit 15: County Line Road
I’ve asked this same question. Elsewhere, the exit numbers match up with the mileage within the state. Here, it’s only within the county.Can someone explain to me the exit numbers on US 68 from I-70 to the County Line Road? I thought that they were doing exit numbers from the mile marker.
Here are the exit numbers from south to north:
Exit 5A-B: I-70 (Columbus, Dayton)
Exit 7A-B: US 40/OH State Route 4 (Springfield, Dayton)
Exit 8: OH State Route 41 (Troy, Springfield)
Exit 12: OH State Route 334 East (River Road, Springfield)
Exit 15: County Line Road
For non-Interstates, originally numbered them based on county mileage rather than statewide.
Newer projects number things statewide. County-based numbers are generally getting replaced with state-based ones as part of larger sign replacement projects.I’ve asked this same question. Elsewhere, the exit numbers match up with the mileage within the state. Here, it’s only within the county.Can someone explain to me the exit numbers on US 68 from I-70 to the County Line Road? I thought that they were doing exit numbers from the mile marker.
Here are the exit numbers from south to north:
Exit 5A-B: I-70 (Columbus, Dayton)
Exit 7A-B: US 40/OH State Route 4 (Springfield, Dayton)
Exit 8: OH State Route 41 (Troy, Springfield)
Exit 12: OH State Route 334 East (River Road, Springfield)
Exit 15: County Line Road
For non-Interstates, originally numbered them based on county mileage rather than statewide.
US 68's exit numbers in Springfield are new. The August 2019 (https://www.google.com/maps/@39.9213698,-83.8548939,3a,39.9y,345.8h,92.54t/data=!3m7!1e1!3m5!1swBbCV3AsV7waCNbr5tATQw!2e0!5s20190801T000000!7i16384!8i8192) GSV doesn't have exit numbers on US 68, while the August 2021 (https://www.google.com/maps/@39.9213526,-83.8549367,3a,45.3y,351.34h,94.74t/data=!3m7!1e1!3m5!1sKz9krLoYMnSgyQ2gnAZqbA!2e0!5s20210801T000000!7i16384!8i8192) GSV does. This is why some of us are questioning the use of county based exit numbers here, as recent non-interstate expressways and freeways had state based exit numbers added on.Newer projects number things statewide. County-based numbers are generally getting replaced with state-based ones as part of larger sign replacement projects.I’ve asked this same question. Elsewhere, the exit numbers match up with the mileage within the state. Here, it’s only within the county.Can someone explain to me the exit numbers on US 68 from I-70 to the County Line Road? I thought that they were doing exit numbers from the mile marker.
Here are the exit numbers from south to north:
Exit 5A-B: I-70 (Columbus, Dayton)
Exit 7A-B: US 40/OH State Route 4 (Springfield, Dayton)
Exit 8: OH State Route 41 (Troy, Springfield)
Exit 12: OH State Route 334 East (River Road, Springfield)
Exit 15: County Line Road
For non-Interstates, originally numbered them based on county mileage rather than statewide.
Oh, and OH State Route 4 also has new exit numbers west of Springfield... https://www.google.com/maps/@39.8960537,-83.9321776,3a,75y,226.15h,81.74t/data=!3m7!1e1!3m5!1sQzbnFbuIHjIjl7UB37uJcg!2e0!5s20210801T000000!7i16384!8i8192US 68's exit numbers in Springfield are new. The August 2019 (https://www.google.com/maps/@39.9213698,-83.8548939,3a,39.9y,345.8h,92.54t/data=!3m7!1e1!3m5!1swBbCV3AsV7waCNbr5tATQw!2e0!5s20190801T000000!7i16384!8i8192) GSV doesn't have exit numbers on US 68, while the August 2021 (https://www.google.com/maps/@39.9213526,-83.8549367,3a,45.3y,351.34h,94.74t/data=!3m7!1e1!3m5!1sKz9krLoYMnSgyQ2gnAZqbA!2e0!5s20210801T000000!7i16384!8i8192) GSV does. This is why some of us are questioning the use of county based exit numbers here, as recent non-interstate expressways and freeways had state based exit numbers added on.Newer projects number things statewide. County-based numbers are generally getting replaced with state-based ones as part of larger sign replacement projects.I’ve asked this same question. Elsewhere, the exit numbers match up with the mileage within the state. Here, it’s only within the county.Can someone explain to me the exit numbers on US 68 from I-70 to the County Line Road? I thought that they were doing exit numbers from the mile marker.
Here are the exit numbers from south to north:
Exit 5A-B: I-70 (Columbus, Dayton)
Exit 7A-B: US 40/OH State Route 4 (Springfield, Dayton)
Exit 8: OH State Route 41 (Troy, Springfield)
Exit 12: OH State Route 334 East (River Road, Springfield)
Exit 15: County Line Road
For non-Interstates, originally numbered them based on county mileage rather than statewide.
Probably a quirk with District 7 then. Note that both OH 4 and US 35 in Dayton doesn't have exit numbers yet, while if it was in literally any other ODOT district, it would've got exit numbers by now. Wouldn't be surprised to see county based mileage ones go up in the next few months for those two freeways too.
Interesting. Now that the abandoned Stearns & Foster factory (which was located alongside the canal that later became southbound I-75) is demolished, it should make that project far easier.Not sure if it was mentioned in that pdf, but that section with the transmission towers nearby is also on a viaduct, which obviously is more difficult to widen than a highway at ground level. Looking at GSV, yea, this is not a good place to widen a highway
I never realized that the transmission towers along northbound I-75 were a major reason as to why that alignment may not be considered as part of the Thru the Valley project. Relocating the lines would require a lot of demolitions and two years - at a large expense.
Interesting. Now that the abandoned Stearns & Foster factory (which was located alongside the canal that later became southbound I-75) is demolished, it should make that project far easier.Not sure if it was mentioned in that pdf, but that section with the transmission towers nearby is also on a viaduct, which obviously is more difficult to widen than a highway at ground level. Looking at GSV, yea, this is not a good place to widen a highway
I never realized that the transmission towers along northbound I-75 were a major reason as to why that alignment may not be considered as part of the Thru the Valley project. Relocating the lines would require a lot of demolitions and two years - at a large expense.
I would definitely prefer the alternative of moving the NB lanes to the SB side over keeping it as is based on the conditions, but a side of me is sad to potentially see one of the widest medians in a urban area be gone. Now we'll wait for the decision...
It is maddening that there are districts that are putting up new exit numbers that are county mileage. It should be a statewide uniform thing at this point.
The newly rebuilt WB side of US 30 in Mansfield has mileage exit numbers that thankfully are the mileage to the Indiana line, as they should be.
https://goo.gl/maps/PHw4X4hoy3BkgWq76
I wonder if they will add numbers to the many exits east and west of there over time; there is no reason not to at least over time. They would have to make sure to do them uniformly with the whole state mileage, not county mileage, though.
It is maddening that there are districts that are putting up new exit numbers that are county mileage. It should be a statewide uniform thing at this point.
The newly rebuilt WB side of US 30 in Mansfield has mileage exit numbers that thankfully are the mileage to the Indiana line, as they should be.
https://goo.gl/maps/PHw4X4hoy3BkgWq76
I wonder if they will add numbers to the many exits east and west of there over time; there is no reason not to at least over time. They would have to make sure to do them uniformly with the whole state mileage, not county mileage, though.
What's even worse is that some roads (notably the Appalachian Hwy) have both state based exits AND county based exits along the route. You can look at OH-32 at the Wellston exit for county mileage while in Athens it's state mileage (granted it's US-33's mileage).
Plus one of the nation's biggest dragstrips sits at that intersection as well -- Norwalk Raceway Park.
Which is now called Summit Motorsports Park. That's actually at the intersection of OH 18 and OH 601, but a lot of traffic to it uses the 20/601 intersection. There's also an R&L Carriers distribution center across from the dragstrip that generates a lot of truck traffic on 601.
I grew up not far from there and commuted daily through that intersection for years. We even lost one of my high school classmates due to an accident there. I don't know that the roundabout will fix things, and with heavy trucks going all four directions through that roundabout, it seems like that will be functionally worse.
Since you're familiar with the area, I'll mention that the bar on the corner, the Gulf Inn, will be bought by the state an torn down as part of this project.
So I just heard the other day that the Gulf Inn (NE corner of the intersection) is actually not being torn down, and that they found a way to install the roundabout while leaving it intact. The intersection has been closed for the construction for over a month now and should be open soon. It'll be interesting to see how they fit it in (maybe shifted it to the west a bit?)
OH 601 is part of the route NASA uses to transport test articles from Mansfield Lahm Airport toPlum Brook StationNeil A. Armstrong Test Facility south of Sandusky. That is presumably the reason why this roundabout's center has an extra wide concrete berm for the 601 north movement.
Is Ohio taking a leaf from Wisconsin's book and embarking on a similar roundabout-building binge?Seems like it. See US 22/3 and OH 126, trumpet interchange recently converted into a roundabout.
Is Ohio taking a leaf from Wisconsin's book and embarking on a similar roundabout-building binge?Seems like it. See US 22/3 and OH 126, trumpet interchange recently converted into a roundabout.
Looking at the rendering of the Hunt-Plainfield roundabout, I'm not sure if turning one of the busiest intersections in Blue Ash to a roundabout would be a good idea. Start off by making the left turn green from NB Plainfield to WB Hunt longer. Every time I've driven in this intersection, I had to wait 2 cycles of green arrows before making my turn (for how short each one is, only allowing 3 cars or so to turn).Is Ohio taking a leaf from Wisconsin's book and embarking on a similar roundabout-building binge?Seems like it. See US 22/3 and OH 126, trumpet interchange recently converted into a roundabout.
Blue Ash already has a couple - and they are building 2 more on Hunt Road, one at Plainfield, and one in front of Kroger.
Is Ohio taking a leaf from Wisconsin's book and embarking on a similar roundabout-building binge?I thought it was a national trend, over the last decade.
A new roundabout will be built soon at the foot of the westbound ramps for US 52 and OH 93 in Ironton. It has a high crash rate and will be part of improvements to make the interchange more pedestrian friendly.
Looks like I-71 exit 19 (https://www.transportation.ohio.gov/wps/portal/gov/odot/projects/projects/104844) is under construction again... Kind of wondering how they'll even fit a direct SB Mason Montgomery to SB 71 ramp, as there's too many businesses in the area where it would go.
I don't know if this photo is going to come through because it's on facebook, but this might be a good idea for ODOT to employ like in situations like Ohio 15 where it really should be numbered US 23 but can't be because US 23 goes off into a different direction.Just move US 23 there, then US 223 is right there to take over the old route.
"US 23A LINK" would be a good solution.
https://facebook.com/photo.php/?fbid=10227622680896644
(https://facebook.com/photo.php/?fbid=10227622680896644)
Story on Columbus’s massive growth.Written by Aaron Renn. Maybe the second most famous alum from MTR, after Steve Anderson.
https://www.governing.com/community/america-discovers-columbus-ohio
*considers how post m.t.r. fame would be measured*Story on Columbus’s massive growth.Written by Aaron Renn. Maybe the second most famous alum from MTR, after Steve Anderson.
https://www.governing.com/community/america-discovers-columbus-ohio
An article out of C-bus that is not paywalled...
https://www.bizjournals.com/columbus/news/2021/09/24/future-central-ohio-highway-projects.html
(list of projects that ODOT has promised money for, around Central Ohio, for the next couple of years)
Story on Columbus’s massive growth.Written by Aaron Renn. Maybe the second most famous alum from MTR, after Steve Anderson.
https://www.governing.com/community/america-discovers-columbus-ohio
- An $11.4 million update to U.S. Route 33 and Pickerington Road in Fairfield County.
(Not an interchange?)
- A $14 million update to U.S. Route 23 at the I-270 interchange at Rathmell Road, which will remove two cloverleaf ramps, construct two new signalized ramps and add a third lane to the northbound portion of U.S. Route 23.
(I think this keeps the free-flowing components for US 23 from the south, so you shouldn't encounter a traffic signal. This is in line with the eventual conversation of US 23 south of I-270 into a freeway.
Ultimately, US 23 should be completely freeway both north and south of Columbus, even if it is never becomes part of the Interstate System.
US 35 in Chillicothe would be a good southern end point for a future new freeway.Ultimately, US 23 should be completely freeway both north and south of Columbus, even if it is never becomes part of the Interstate System.
never heard anyone talking about 23 freeway south of 270. where would it end? :hmmm:
Ultimately, US 23 should be completely freeway both north and south of Columbus, even if it is never becomes part of the Interstate System.
never heard anyone talking about 23 freeway south of 270. where would it end? :hmmm:
Those are the two ramps that frequently flood, as well.- A $14 million update to U.S. Route 23 at the I-270 interchange at Rathmell Road, which will remove two cloverleaf ramps, construct two new signalized ramps and add a third lane to the northbound portion of U.S. Route 23.
(I think this keeps the free-flowing components for US 23 from the south, so you shouldn't encounter a traffic signal. This is in line with the eventual conversation of US 23 south of I-270 into a freeway.
I think they're eliminating the EB→NB and WB→SB loops and replacing those with left turns at signals. But the conversion of 23 to a freeway there is still probably a decade or two off at least, so there won't be much of a case for maintaining a free-flowing WB→SB connection in the near future. Plus, eliminating that loop will allow 3 WB through lanes on 270 without widening the bridge and I'd be surprised if ODOT doesn't do that. My biggest lament about this project is that the current WB→NB ramp is surrounded by thick vegetation, giving it a charming aspect that isn't found on roads of lesser age and will surely be lost in the interchange reconfiguration.
Ultimately, US 23 should be completely freeway both north and south of Columbus, even if it is never becomes part of the Interstate System.
never heard anyone talking about 23 freeway south of 270. where would it end? :hmmm:
Between the New Boston coke plant and Ashland AK Steel closures, the Piketon A-Plant cutbacks and the two steel mills on US-52 east of Portsmouth that never materialized, interest in Ohio US-23 upgrades seen in the past dried up significantly -- especially south of Circleville.And looking at AADT data, it seems like that the most usage for US 23 south of Columbus is to connect to US 35 (for points southeast) at Chillicothe. So I don't really see a need to upgrade US 23 south of Chillicothe anyways.
And looking at AADT data, it seems like that the most usage for US 23 south of Columbus is to connect to US 35 (for points southeast) at Chillicothe. So I don't really see a need to upgrade US 23 south of Chillicothe anyways.
And looking at AADT data, it seems like that the most usage for US 23 south of Columbus is to connect to US 35 (for points southeast) at Chillicothe. So I don't really see a need to upgrade US 23 south of Chillicothe anyways.
You guys here are in love with US 35, and I admit, that's a nice drive. But there is nothing along there. Absolutely nothing. You are capturing a lot more population, not to mention commerce, if you use the original route. US 35 makes sense if you're only concerned about Columbus traffic. But if you want to pick up and serve traffic along the way, the original route is more practical.
The original route picks up Portsmouth, Ashland, Ironton and Huntington and all the business and traffic generated along that route. I think that's a fairly significant reason to go with the original plan. Plus, if the idea is to extend I-74, you lose too much mileage going backward if you have to go back up to us 35 to go south.
US 35 picks up traffic from Dayton, Cincinnati and Columbus to WV, southern VA and the Carolinas. Dayton is directly on US 35, Columbus via US 23, and Cincinnati via either I-71 (from northern suburbs) or OH 32 (from downtown or eastern suburbs). Not to mention that it's part of the fastest route from other parts of the Midwest to the Carolinas too, like form Detroit (https://www.google.com/maps/dir/Detroit,+MI/Charlotte,+NC/@39.3855216,-84.4988407,7.08z/data=!4m14!4m13!1m5!1m1!1s0x8824ca0110cb1d75:0x5776864e35b9c4d2!2m2!1d-83.0457538!2d42.331427!1m5!1m1!1s0x88541fc4fc381a81:0x884650e6bf43d164!2m2!1d-80.8431267!2d35.2270869!3e0), Chicago (https://www.google.com/maps/dir/Chicago,+IL/Charlotte,+NC/@39.3436589,-84.1579133,7.72z/data=!4m14!4m13!1m5!1m1!1s0x880e2c3cd0f4cbed:0xafe0a6ad09c0c000!2m2!1d-87.6297982!2d41.8781136!1m5!1m1!1s0x88541fc4fc381a81:0x884650e6bf43d164!2m2!1d-80.8431267!2d35.2270869!3e0) or Minneapolis (https://www.google.com/maps/dir/Minneapolis,+MN/Charlotte,+NC/@39.1667702,-83.881231,7.63z/data=!4m14!4m13!1m5!1m1!1s0x52b333909377bbbd:0x939fc9842f7aee07!2m2!1d-93.2650108!2d44.977753!1m5!1m1!1s0x88541fc4fc381a81:0x884650e6bf43d164!2m2!1d-80.8431267!2d35.2270869!3e0) for example. And it's an even better route now that WV finished the last 4 lane section a few months ago. This is why I'm more interested in it for long-distance traffic than a route that goes out of the way through small cities in southern Ohio and western WV.And looking at AADT data, it seems like that the most usage for US 23 south of Columbus is to connect to US 35 (for points southeast) at Chillicothe. So I don't really see a need to upgrade US 23 south of Chillicothe anyways.
You guys here are in love with US 35, and I admit, that's a nice drive. But there is nothing along there. Absolutely nothing. You are capturing a lot more population, not to mention commerce, if you use the original route. US 35 makes sense if you're only concerned about Columbus traffic. But if you want to pick up and serve traffic along the way, the original route is more practical.
The original route picks up Portsmouth, Ashland, Ironton and Huntington and all the business and traffic generated along that route. I think that's a fairly significant reason to go with the original plan. Plus, if the idea is to extend I-74, you lose too much mileage going backward if you have to go back up to us 35 to go south.
How is there that many accidents for that interchange set up? The west end - with an intersection thrown into the middle of it, looks more suspect. I don't mind roundabouts, either, but from a 65 MPH freeway? That seems like what is proposed for the Chesapeake bypass - a limited access 55 MPH expressway with a roundabout dead center.
The problem is with EB drivers going from the bypass directly into the roundaboutHow is there that many accidents for that interchange set up? The west end - with an intersection thrown into the middle of it, looks more suspect. I don't mind roundabouts, either, but from a 65 MPH freeway? That seems like what is proposed for the Chesapeake bypass - a limited access 55 MPH expressway with a roundabout dead center.
How is that really any different from the current traffic signal another 1/2 mile farther along (at Shock Road/OH-19) from a 65 mph freeway?
The roundabouts at US-33 and OH-664 in Logan seem to be working out fine.
The problem is with EB drivers going from the bypass directly into the roundaboutHow is there that many accidents for that interchange set up? The west end - with an intersection thrown into the middle of it, looks more suspect. I don't mind roundabouts, either, but from a 65 MPH freeway? That seems like what is proposed for the Chesapeake bypass - a limited access 55 MPH expressway with a roundabout dead center.
How is that really any different from the current traffic signal another 1/2 mile farther along (at Shock Road/OH-19) from a 65 mph freeway?
Traffic splits fairly evenly heading south/east from Chillicothe on US 23 versus US 35.
Portsmouth, Ashland, Ironton, and Huntington already have a four-lane route to Columbus (US 23) that adequate serves its traffic. There's probably a justification to be made for a Waverly bypass, but with traffic counts in the 13K-21K range south of Chillicothe, there's no need for a full freeway in that section.
Traffic splits fairly evenly heading south/east from Chillicothe on US 23 versus US 35.
Portsmouth, Ashland, Ironton, and Huntington already have a four-lane route to Columbus (US 23) that adequate serves its traffic. There's probably a justification to be made for a Waverly bypass, but with traffic counts in the 13K-21K range south of Chillicothe, there's no need for a full freeway in that section.
If need along any given point is your metric, then you could disqualify any project from being a freeway. The object is connectivity. Where does Columbus and Dayton want to connect in the long run? The several hundred thousand people along the river or Bob Evans in Gallipolis?
This may sound new to you, but drivers can change from one highway number to another using these things called interchanges, connecting them to places on another highway.
Traffic splits fairly evenly heading south/east from Chillicothe on US 23 versus US 35.
Portsmouth, Ashland, Ironton, and Huntington already have a four-lane route to Columbus (US 23) that adequate serves its traffic. There's probably a justification to be made for a Waverly bypass, but with traffic counts in the 13K-21K range south of Chillicothe, there's no need for a full freeway in that section.
If need along any given point is your metric, then you could disqualify any project from being a freeway. The object is connectivity. Where does Columbus and Dayton want to connect in the long run? The several hundred thousand people along the river or Bob Evans in Gallipolis?
Look at the cities beyond US 35 for why it got upgraded to 4 lanes, not just what’s on it.
US-23 is just as adequate of a route as US-35 is. Why wouldn't one just take that?
Look at the cities beyond US 35 for why it got upgraded to 4 lanes, not just what’s on it.
And that's exactly my point. Connecting Columbus, Dayton and Cincinnati to Huntington/Ashland/Ironton seems like it wouldn't be a bad idea. US 35 is a good road to Charleston, but you have to backtrack to get to Huntington.
I know there's a light not far beyond the proposed roundabout EB. However, a stop light may force a driver to slow down. A roundabout forces a driver to slow down. Not a big deal for drivers in cars. But for trucks, it's a big deal. It's not a problem for EB trucks as there is a bypass for the roundabout for drivers bypassing Fremont.The problem is with EB drivers going from the bypass directly into the roundaboutHow is there that many accidents for that interchange set up? The west end - with an intersection thrown into the middle of it, looks more suspect. I don't mind roundabouts, either, but from a 65 MPH freeway? That seems like what is proposed for the Chesapeake bypass - a limited access 55 MPH expressway with a roundabout dead center.
How is that really any different from the current traffic signal another 1/2 mile farther along (at Shock Road/OH-19) from a 65 mph freeway?
I understand what you are saying. My point is that EB drivers currently go from the bypass directly into a traffic signal. I don't think adding a roundabout only 1/2 mile before the signal adds any additional hazard.
OH 163 and North Shore Blvd/Englebeck Rd west of Marblehead. North Shore is the main road going back into Lakeside.
On the topic of roundabouts, there are a lot of them in the works in Ohio. I did a ctrl+F for "roundabout" in the STIP document and thought my laptop was going to crash for a second while the search loaded.OH 98 & Oh 529 or Oh 98 & Oh 598? There is no 597.
Some noteworthy ones planned for the next 1-3 years in northern Ohio that caught my eye:
OH 98 and OH 597 north of Waldo.
OH 98 & Oh 529 or Oh 98 & Oh 598? There is no 597.
OH 98 and OH 597 north of Waldo.
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
And another excuse for you to post an unrelated NC GSV link...A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
4299 N U.S. 301
https://maps.app.goo.gl/HHkG7PoQ2mKrFsvq6
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
4299 N U.S. 301
https://maps.app.goo.gl/HHkG7PoQ2mKrFsvq6
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
4299 N U.S. 301
https://maps.app.goo.gl/HHkG7PoQ2mKrFsvq6
No. Between Rocky Mount and Battleboro.A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
4299 N U.S. 301
https://maps.app.goo.gl/HHkG7PoQ2mKrFsvq6
Is this near Kitty Hawk?
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
Yes, but he does have a point. His example is another interchange (the NC example is a partial interchange) that will probably not be retained when the life of the bridge is ending. I could show a similar example (https://www.google.com/maps/@44.4362204,-88.0590114,1231m/data=!3m1!1e3) in my old home town where a partial was built that is no longer needed. I can easily imagine a roundabout here knowing WISDOT's penchant for building them.And another excuse for you to post an unrelated NC GSV link...A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.Definitely a downgrade. I have a feeling something like that could happen here as well. Used to serve I-95 traffic but its relatively quiet here now.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
4299 N U.S. 301
https://maps.app.goo.gl/HHkG7PoQ2mKrFsvq6
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
Yikes. That entire pier was cracked and splitting.
New York has a number of ramps that have been removed, notably because they didn't serve that much of a purpose on lower volume roads, and because longer-term plans to convert roadways to free-flowing highways were canceled.
https://goo.gl/maps/j7RwVdZc9YSF1qc58
https://goo.gl/maps/Fj1nmPTJ5gxYtnAE6
I think it's time for NJTA and MassTA to invest in converting the interchanges on the NJ turnpike and the Mass turnpike to those.A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53. I'm guessing the bridge was in need of replacement and it was decided to eliminate it instead, but with a roundabout instead of a signalized T-intersection.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
Yikes. That entire pier was cracked and splitting.
New York has a number of ramps that have been removed, notably because they didn't serve that much of a purpose on lower volume roads, and because longer-term plans to convert roadways to free-flowing highways were canceled.
https://goo.gl/maps/j7RwVdZc9YSF1qc58
https://goo.gl/maps/Fj1nmPTJ5gxYtnAE6
Maine Turnpike had gone a step further, the former trumpet interchange on Maine Turnpike(I-95) with US-202 was replaced with a parclo A4. You can still see some of the old grading of the former ramps on this satellite shot. https://www.google.com/maps/@43.8821964,-70.3338813,807m/data=!3m1!1e3
I've often said that, in the heyday of turnpike/toll-road construction in the 50s, there was a tendency to connect the surface road with a trumpet interchange by default, even if it was really not needed. Hence, these and others have been replaced with signalized intersections.New York has a number of ramps that have been removed, notably because they didn't serve that much of a purpose on lower volume roads, and because longer-term plans to convert roadways to free-flowing highways were canceled.A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
https://goo.gl/maps/j7RwVdZc9YSF1qc58
https://goo.gl/maps/Fj1nmPTJ5gxYtnAE6
Maine Turnpike had gone a step further, the former trumpet interchange on Maine Turnpike(I-95) with US-202 was replaced with a parclo A4. You can still see some of the old grading of the former ramps on this satellite shot. https://www.google.com/maps/@43.8821964,-70.3338813,807m/data=!3m1!1e3
I've often said that, in the heyday of turnpike/toll-road construction in the 50s, there was a tendency to connect the surface road with a trumpet interchange by default, even if it was really not needed. Hence, these and others have been replaced with signalized intersections.New York has a number of ramps that have been removed, notably because they didn't serve that much of a purpose on lower volume roads, and because longer-term plans to convert roadways to free-flowing highways were canceled.A roundabout was just completed end of last year at the Ohio Turnpike's exit 91, replacing the trumpet interchange at OH-53.
https://goo.gl/maps/HEWuzRYPdPbhFQZCA
By checking the more recent streetview, https://goo.gl/maps/ZF7buCN2n5Xznqpu5 the shape of that overpass speaks for itself and why they replaced it with a roundabout.
https://goo.gl/maps/j7RwVdZc9YSF1qc58
https://goo.gl/maps/Fj1nmPTJ5gxYtnAE6
Maine Turnpike had gone a step further, the former trumpet interchange on Maine Turnpike(I-95) with US-202 was replaced with a parclo A4. You can still see some of the old grading of the former ramps on this satellite shot. https://www.google.com/maps/@43.8821964,-70.3338813,807m/data=!3m1!1e3
A trumpet interchange allowed consolidating the toll gates into one point at each interchange.
A trumpet interchange allowed consolidating the toll gates into one point at each interchange.
Exactly. On a ticket system this is the most cost-effective way of handling things.
Why were so many toll road interchanges built as trumpet interchanges on both ends? Wouldn't standard diamond interchanges have sufficed? Seems like a waste of land to me.Agreed. Time to fix the old substandard turnpike highways with all those trumpet interchanges.
Why were so many toll road interchanges built as trumpet interchanges on both ends? Wouldn't standard diamond interchanges have sufficed? Seems like a waste of land to me.Agreed. Time to fix the old substandard turnpike highways with all those trumpet interchanges.
Why were so many toll road interchanges built as trumpet interchanges on both ends? Wouldn't standard diamond interchanges have sufficed? Seems like a waste of land to me.Agreed. Time to fix the old substandard turnpike highways with all those trumpet interchanges.
Just goes to show how few exits the Turnpike had initially that Exit 34 was old Exit 3. That is a very long way between exits for Ohio. There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
Just goes to show how few exits the Turnpike had initially that Exit 34 was old Exit 3. That is a very long way between exits for Ohio. There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
Originally it was only 16 exits, now it's up to 30.
Note: may have been a few more than 16 originally, I'm not quite sure if the partial exits for I-90, I-480 and I-680 with old numbers 8A, 9A and 16A were original exits that were given letters because they were partial exits, or if they came latter like all the other A and B exits that were added between the original construction and the switch to mileage based exit numbers.
Just goes to show how few exits the Turnpike had initially that Exit 34 was old Exit 3. That is a very long way between exits for Ohio. There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
Originally it was only 16 exits, now it's up to 30
Note: may have been a few more than 16 originally, I'm not quite sure if the partial exits for I-90, I-480 and I-680 with old numbers 8A, 9A and 16A were original exits that were given letters because they were partial exits, or if they came latter like all the other A and B exits that were added between the original construction and the switch to mileage based exit numbers.
IIRC, the addition of new exits was a key reason why the Turnpike switched to mileage-based exit numbers in the late 90s/early 00s.
The Turnpike was built in the mid-1950s. Those partial exits were later additions.
Just goes to show how few exits the Turnpike had initially that Exit 34 was old Exit 3. That is a very long way between exits for Ohio. There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
Originally it was only 16 exits, now it's up to 30
Note: may have been a few more than 16 originally, I'm not quite sure if the partial exits for I-90, I-480 and I-680 with old numbers 8A, 9A and 16A were original exits that were given letters because they were partial exits, or if they came latter like all the other A and B exits that were added between the original construction and the switch to mileage based exit numbers.
IIRC, the addition of new exits was a key reason why the Turnpike switched to mileage-based exit numbers in the late 90s/early 00s.
The Turnpike was built in the mid-1950s. Those partial exits were later additions.
There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
Different District?
There's a sign on I-70 west near Zanesville that warns you that it is a whole nine miles to the next exit.
And yet there's no such warning for the 14 mile gap on I-71 between SR 95 and SR 97
I couldn't figure out how to get Google Maps to show counties today.It doesn't. Third parties have added the layer (e.g. at mob-rule.com).
I couldn't figure out how to get Google Maps to show counties today.It doesn't. Third parties have added the layer (e.g. at mob-rule.com).
Ah, true. It's functionality is so limited, I dismissed it out of hand.I couldn't figure out how to get Google Maps to show counties today.It doesn't. Third parties have added the layer (e.g. at mob-rule.com).
If you search for a specific county, it will outline that county but the outline goes away as you zoom in close.
The more recent Turnpike interchanges in western Ohio were built from scratch with intersections instead of trumpets like they would have been if they were original to the road, probably because of the low-enough volume and it being cheaper.One of the most welcome new interchanges was Exit 52, for SR-2 and the Toledo Express Airport (TOL). It was built with an intersection, complete with a 4th movement leading right into the airport. Now if it were a major airport, an overpass and interchange with SR-2 would be a given. But TOL is currently served by only TWO airlines, having long since been eclipsed by Detroit Metro (DTW), which the construction of I-275 made it easier for Toledoans to get to. Even with the Turnpike exit, access to TOL is still a little roundabout; see this post (https://www.aaroads.com/forum/index.php?topic=20879.msg2253410;topicseen#msg2253410) for details.
Too bad it wasnt so built up against the current interchange ‐‐ a DDI would be the best option if there was room.
The BK would need to go for the DDI.I fail to see how either of these facilities would need to be moved.
The Harley shop west side may need to go also. It would be a tight turn for trucks.
The US-20/23, I‐75 Perrysburg area reminds me a lot of the US-30, I-65, Merrilville IN mess with a major, truck-heavy US highway from the east having to traverse several miles of heavy traffic, signals and retail before being able to reach the freeway.Reminds me of OH 32 for the first few miles east of I-275 as well. Good thing that the remaining signals between 275 and Batavia are planned to be removed at some point.
Too bad they didn't make the I-475 to NB I-75 exit a fly over instead of dumping into the left hand lane went to changed this years ago. Traffic needs to cut across 2 lanes quick to get off at US-20. Add to it the weaving from 475 to SB 75 with traffic from Dixie Hwy, ODOT needs to try again on this interchange
I went to a zoning meeting in Pickaway County this week and the township Zoning Director said that ODOT told him that the U.S. 23/OH-762 interchange is project is two years away from construction and that a much-needed roundabout at OH-762 and Ashville Pike/Duvall Road is one year away.
I was in Fremont today so I took a slight detour north to check out the new roundabout at OH 53 and the Turnpike.
As you approach it on 4 lane 53 going northbound, the left lane is signed for the Turnpike and the right lane is signed for 53 north. Both lanes enter the roundabout, which has two lanes just on that side until the right lane splits off to 53 north. The rest of the roundabout is one lane.
Whatever paint they used for the white lines is already really badly faded and needs redone. Not sure what the deal is there, it was just installed sometime last year.
I was in Fremont today so I took a slight detour north to check out the new roundabout at OH 53 and the Turnpike.
As you approach it on 4 lane 53 going northbound, the left lane is signed for the Turnpike and the right lane is signed for 53 north. Both lanes enter the roundabout, which has two lanes just on that side until the right lane splits off to 53 north. The rest of the roundabout is one lane.
Whatever paint they used for the white lines is already really badly faded and needs redone. Not sure what the deal is there, it was just installed sometime last year.
(1) The first paint application seems to never stick very well to new pavement, anywhere.
(2) Same issue as with any roundabout I've driven, or any curve for that matter: Idiot drivers can't stay between the lines, thus wearing down the paint.