Ohio

[thenetwork]

Within the last 10 years or so, Delaware County extended Sawmill Road/Parkway all the way north to Delaware city at US-42. Mininum 2-lanes in each direction with mostly roundabouts north of Powell/SR-750. 

As of about 5 years ago, much of the newest section of Sawmill was still undeveloped.   That will change, but for now, you can call it a somewhat viable alternative for US-23 traffic to access I-270 and areas of Columbus WEST of SR-315.

US-42 is a somewhat decent alternative to reach far northwest Columbus, Marysville and I-70 West of I-270 -- compared to using US-23.

A lot of the US-23 from the north is headed toward Columbus proper, OSU and points east and southeast.  Routing a new freeway east to I-71 would make the most sense. 

But ODOT thinks things like she short northbound-only US-23 "Express Ditch" north of I-270 and RIRO's for 20-some miles will "save the day" for US-23 for decades to come.

[TempoNick]

Has ODOT done anything of note since TRAC came to pass. It seems that they've been playing small-ball, small-minded thinking.

If I remember correctly, they were all mad at Voinovich for building all that freeway from Easton to New Albany and that's how TRAC came to pass. If the people running ODOT today were doing that, I can only imagine what kind of monstrosity they would put in there. (Yeah, they finished the 161 freeway, but they can't even get the numbering right. They are too stubborn to fix the numbering. 😂)

What was the last big project you can look at and be proud of where they weren't playing small ball? Ohio 823 maybe?

[seicer]

TRAC is more than about building new freeways or establishing new corridors. The Transportation Review Advisory Council (TRAC) was established by the Ohio General Assembly in 1997. It oversees a selection process that prioritizes and approves funding projects that are part of the Major New Capacity Program. The program is defined as projects with an overall cost greater than $12 million that increase capacity or reduce congestion and are critical to mobility, economic development, and quality of life.

Generally, projects falling under TRAC will be built. They include a new interchange along SR 32 to eliminate two at-grade intersections, grade-separation projects along SR 32 near Cincinnati, new interchanges along US 33, the completion of the SR 7 Chesapeake bypass, another phase of the widening and rebuilding of Interstate 75 through the Cincinnati metro (itself a billion-dollar effort)...

Read:
2024: https://www.transportation.ohio.gov/wps/portal/gov/odot/programs/trac/construction-program-lists/a-final-major-project-list-2024-2027
2023: https://www.transportation.ohio.gov/wps/portal/gov/odot/programs/trac/construction-program-lists/b-final-major-project-list-2023-2026
2022: https://www.transportation.ohio.gov/programs/trac/construction-program-lists/c-final-major-project-list-2022-2025
2021: https://www.transportation.ohio.gov/wps/portal/gov/odot/programs/trac/construction-program-lists/e-final-major-project-list-2021-2024
2020: https://www.transportation.ohio.gov/wps/portal/gov/odot/programs/trac/construction-program-lists/f-final-major-project-list

In the 2024 TRAC list is the widening of the "super two" expressway and freeway segments of US 33 in Athens and Meigs counties to four lanes, interchange reconstruction projects, new interchanges, BRT projects, Innerbelt work, etc. Yeah, it looks like a lot of work is being done.

[The Ghostbuster]

Google Maps Satellite View show Glen Este-Withamsville Road has been completely removed between Eastgate S. Dr. and OH 32. I know an interchange is being constructed at this location, and Glen Este-Withamsville Road will pass over OH 32, as the latest Street View images will attest: https://www.google.com/maps/@39.0946815,-84.2632068,3a,75y,122.07h,84.22t/data=!3m7!1e1!3m5!1scbIy3fx1oYisPuOo5pkSYg!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fcb_client%3Dmaps_sv.tactile%26w%3D900%26h%3D600%26pitch%3D5.778663867853652%26panoid%3DcbIy3fx1oYisPuOo5pkSYg%26yaw%3D122.06913124947499!7i16384!8i8192?entry=ttu&g_ep=EgoyMDI1MDIxMi4wIKXMDSoASAFQAw%3D%3D.

[seicer]

Yeah. I think the point I made was that every TRAC project has committed funds, with the projects listed in various development or construction phrases.

[GCrites]

What was the last big project you can look at and be proud of where they weren't playing small ball? Ohio 823 maybe?

I suppose, but even that was through a sparsely-populated area and was a public/private partnership. And it's not like a bunch of restaurants and hotels opened up at the exits.

[seicer]

I would consider the Innerbelt rebuild, which is still in progress, to be one of the biggest accomplishments in terms of investment. This project has included the replacement of the Interstate 90 Cuyahoga River bridge and ongoing efforts to modernize the Interstate 90/77 corridor in downtown Cleveland. Additionally, the "Thru the Valley" rebuilding and widening project on Interstate 75 and the modernization of Interstate 70/71 through downtown Columbus are also significant achievements.

[sprjus4]

Pfft.  Benefits are notoriously overestimated (see I-86 in NY).  If it was based upon "flawed methodology," if anything, they exaggerated the benefits and the results would be even more against the new freeway alternatives if adjusted.

Right... I'm sure I-86 through rural New York is the same as a 100+ mile freeway corridor connecting Columbus (metro population 2 million), Toledo (metro population 600,000), and Detroit (metro population 4.5 million), having a gap outside of Columbus carrying long-haul interstate traffic and trucks through a 10 mile congested urban arterial with no access control.

Certainly a safe and sound situation that should be left in place. Why were interstates built outside of urban areas? Surely the old US highways can handle all that long haul traffic without issue. Who cares about connectivity and continuity in the freeway system? There's not that big of traffic issues, and it's just fine.

[seicer]

ODOT Completes Comprehensive Look at Ohio's Transportation System

• Report

COLUMBUS – Today, Governor Mike DeWine and the Ohio Department of Transportation (ODOT) released the results of an 18-month study looking at transportation investments to support economic growth and development in the state.

"The goal is to help us understand how Ohio's highways influence and support statewide economic growth and prioritize transportation projects, as funding is available," Governor DeWine said. "Ohio's economy is growing and to keep this momentum going, we must get people to work and deliver goods on time."

For more than a year, ODOT has worked with the Governor's Office of Workforce Transformation, the Ohio Department of Development, JobsOhio, and more than 500 elected officials, business leaders, and transportation and regional planning experts to identify needs, opportunities, and concerns. Staff from ODOT's 12 districts also shared their local expertise.

Ohio ranks 6th in the nation in terms of freight volume with nearly 1.4 billion tons of freight moving to, from, and through the state annually. Ohio-based businesses can access more than 60% of the U.S. and Canadian population within a one-day drive. The state's multimodal transportation system, which includes highways, rail corridors, airports, transit systems, and marine ports, lead the nation by many measures. This system supports the industries and the workforce that drive the state's economy.

"Overall, most of Ohio's major highway corridors are handling the needs of today and are expected to do so in the future, even if current population and economic growth trends accelerate," said ODOT Director Pamela Boratyn. "However, we have identified congestion risks that could hinder future economic development. This tool will assist ODOT and local leaders in ensuring transportation is never a roadblock to economic opportunity."

In just the past five years, Ohio has seen major investments from companies like Intel, Amazon, Google, Meta, Honda, PharmaVite, Anduril Industries, Joby, and many others. These companies are choosing Ohio due to workforce, location, and quality of life. However, each of these things rely on a strong transportation system.

In 2023, Ohio's gross domestic product (GDP) was $872.7 billion, the seventh highest in the nation. Six of Ohio's metropolitan statistical areas ranked in the top 100 in the nation for GDP. Cincinnati, Columbus, and Cleveland are in the top 40.

What the study found

The report identifies 72 congestion risk locations across the state, referred to as "hotspots." All were considered in the context of Ohio's economic goals and ODOT's broader mission to provide a transportation system that is safe, accessible, well-maintained, and positioned for the future.

Of the 72 congestion risk locations, all but 21 were already on ODOT's radar. The 51 projects already in the ODOT pipeline represent a total investment of $13 billion. However, $6.1 billion worth of the projects remain unfunded. There is no funding source identified for the other 21 projects the study recommends.

Six Corridor Focus

ODOT analyzed risks associated with congestion in seven geographic/economic regions and studied interregional connections along six focus corridors. These corridors included Toledo to Columbus and Sandusky to Columbus, as specified in Ohio House Bill 23. They specifically examined how these corridors will meet travel needs over the next 10, 20, and 30 years.

Toledo – Columbus

This corridor includes I-75, US 68, State Route 31, and US 23. It connects Northwest Ohio, including Toledo, with Central Ohio's fast-growing Delaware and Union counties. It is also a critical link to Detroit and US-Canada border crossings from Central Ohio, including the Gordie Howe International Bridge, which is expected to open later this year. The study confirmed the need to make significant improvements to the throughfares that connect Columbus and Toledo.

Population is expected to grow south along I-75 in Toledo's suburbs and in Bowling Green and Findlay. Continued growth is also expected in Delaware, Marysville, and northern Columbus suburbs. There are significant, existing congestion issues in that area, particularly along US 23 in Delaware County, and other areas are nearing capacity. Future congestion risks are expected to expand unless addressed.

The corridor has a mix of full, partial, and no access control with almost 2,000 private driveways and over 400 at-grade intersections. These conflict points can lead to crashes and congestion, which degrade the safety and reliability of the travel route. This corridor contains 20% of the top segments identified in the state's Highway Safety Improvement Program (HSIP) which funds infrastructure improvements to prevent serious injuries and traffic deaths on Ohio roads.

The priority recommendation is to improve US 23 between Waldo and I-270. However, the study does not recommend construction of an alternative freeway due to the cost as well as minimal travel time reductions from such an alternative freeway.

Sandusky – Columbus

This corridor includes SR 4, US 250, I-71, and US 23. It connects Sandusky and resort areas along Lake Erie with communities in Delaware and Franklin counties. Sandusky's economy relies on tourism and manufacturing while the Delaware County economy is expected to continue to diversify.

Population growth along the corridor has been mixed. The Port of Sandusky and proximity to I-90 provide growth opportunities for logistics-related businesses. Population is forecasted to continue declining in rural areas between Sandusky and Marion. Delaware and northern Columbus suburbs will continue to grow and generate strong travel demand on the corridor. Several corridor segments are experiencing congestion while others are nearing capacity. US 23 and I-71 between US 36 and I-270 have the highest number of future congestion risks.

Approximately 50% of the mileage along the corridor has no access control and numerous driveways. These conflict points can lead to crashes and congestion, which degrade the safety and reliability of the travel route. The corridor includes over 20% of the state's top 100 highway safety improvement locations with priority segments along I-71.

The study recommended evaluating potential improvements to SR 4 and US 250 to address constraints through city and town centers such as Bucyrus and Norwalk. Improvements could include widening narrow shoulders and adding turn lanes in rural areas.

Columbus - Kentucky/West Virginia

This corridor includes US 23 and US 52 and connects Central Ohio with Southeast Ohio, Portsmouth, the Ohio River, West Virginia, and Kentucky. Grove City and the southeastern segments of I-270 have attracted a workforce searching for affordable housing. Bedroom communities are anticipated to continue to develop along US 23 south toward Circleville as well as in Grove City and the southeastern segment of the Columbus I-270 outer belt.

Rickenbacker International Airport has spurred strong logistics-related businesses nearby, resulting in significant growth in employment and truck trips. Ross County and areas further south are expected to decline in population but there are pockets of development and manufacturing opportunities north of Chillicothe. Portsmouth has experienced population and employment declines, but increases in development are expected.

There are multiple roadway segments nearing capacity. Access control varies significantly along US 23 and US 52. Dense commercial driveway spacing and numerous residential driveways can lead to crashes and congestion risks, which degrade the safety and reliability of the travel route.

The priority recommendation is to initiate a feasibility analysis and initial project development activities that will position ODOT to increase capacity and manage access on US 23 from I-270 to south of Circleville.

Columbus-West Virginia

The US 33 corridor connects Central Ohio with Southeast Ohio, the Ohio River, and West Virginia. It also connects Columbus and its southeast suburbs of Groveport and Canal Winchester and travels along the south edge of Pickerington. This segment of US 33 is a four-lane highway with partial access control.

Strong economic growth in Columbus and the southeast suburbs of Franklin County is expected to continue. Groveport, Canal Winchester, and Pickerington have experienced strong population and employment growth over the last 20 years. Rickenbacker International Airport, which can be accessed from US 33, is a major employer and truck trip generator.

Athens has experienced modest population growth over the last 20 to 30 years. US 33 is a key gateway for tourism destinations, while population and employment in Ohio River communities have declined over the last several decades.

Congestion is concentrated at the northern end of the corridor on US 33 from the I-270 interchange to SR 317. US 33 is nearing capacity almost entirely from SR 317 through Groveport and Canal Winchester to the US 33 Business Route branch in Fairfield County. Access varies between partial and full control, which can lead to crashes and congestion and degrade the safety and reliability of the travel route. The corridor has 29 safety improvement locations.

It also recommended seeking construction funding for existing ODOT projects on US 33 in Franklin and Fairfield counties.

Cincinnati-Dayton

The I-75 corridor connects Dayton and Cincinnati. The north end of the corridor is near Dayton International Airport and Union Global Logistics Airpark at Dayton Airport, with many logistics-related businesses located nearby. To the east of the corridor, with access from I-675, Wright-Patterson Air Force Base is a major military installation focusing on logistics. The corridor includes large, fast-growing suburbs as well as large manufacturing employers.

Major employers and logistics-related businesses are located in downtown Cincinnati and at the Port of Cincinnati-Northern Kentucky, which recently expanded and is now the largest inland port in the country.

I-75 currently is experiencing congestion on several segments. In the future, the highest congestion risks are on I-75 near the I-275 interchange north of Cincinnati and from SR 73 north through downtown Dayton.

Interchanges are adequately spaced and have signalized intersections, except the northbound entrance ramp from Stewart Street. The segments with the most safety concerns are primarily near system interchanges and in downtown Dayton.

The corridor has 12 priority segments and nine priority intersections in the highway safety program's top 100 locations.

The study recommended continuing to develop projects associated with the I-75/I-275 interchange and work with regional planning organizations to improve Cincinnati to Dayton corridor connections.

Canton/Youngstown-West Virginia/Pennsylvania

This corridor includes US 30 and SR 11 and connects Northeast Ohio with West Virginia and the Pittsburgh metropolitan area in Pennsylvania.

Canton and Youngstown have experienced population and employment declines in their urban cores. However, Canton has recorded population growth in some northern areas, while Youngstown has observed growth in its southwestern suburbs.

Employment trends have fluctuated, with significant job losses in higher-paying manufacturing industries. In East Canton, US 30 features rural areas with existing warehousing and logistics businesses. Austintown Township has shown population and employment growth trends. US 224 provides connectivity to SR 11 and I-680, facilitating regional movement. I-680 and I-76 enhance network connectivity and access to logistics and warehousing industries.

The corridor includes a mix of roadway types. The western portion lacks access control, consisting primarily of a two-lane roadway with sections that expand to three lanes near villages or for truck climbing lanes. The eastern portion is a four-lane, fully access-controlled interstate highway with 10 interchanges.

No corridor segments are experiencing congestion currently, and traffic volumes are generally well below roadway capacity. Safety concerns have been identified along US 30 between East Canton and Minerva and on SR 11 from the I-80 interchange to the US 224 interchange, which records the highest crash frequency on the corridor.

The study recommended addressing local safety concerns and updating interchanges on US 30 in Stark and Columbiana counties.

The full report, including appendices, and a digital interactive mapping tool can be found at transportation.ohio.gov/statewidestudy

[seicer]

KYOVA to host public meeting on Ohio River bridge study

• Project details: https://ohioriverbridgecrossing.com/

"A project that proposes a bridge over the Ohio River northeast of Huntington, a concept first introduced in the 1960s, continues to make progress today.

Chris Chiles, executive director of the KYOVA Interstate Planning Commission, said the project is still in the early stages with the final report for its planning and environmental linkages (PEL) study to be submitted this summer. Before it is finalized, the public will have the chance to learn what the study found, hear more about the proposed bridge crossing and provide comments.

KYOVA will host the public informational meeting for the Ohio River Bridge PEL study from 4:30-6 p.m. March 18, at 400 3rd Ave. in Huntington. The meeting will be in an open format, with a brief presentation at 5:15 p.m.

Chiles said the project is to provide a cross-river system linkage connecting W.Va. 2 to Ohio 7 with connections to major U.S. highways and Interstate 64 and provide improved access for economic development and growth in the region.

It would be constructed at the end of the Merritts Creek connector, also known as the Big Ben Bowen Highway and W.Va. 193, and would connect on the Ohio side with the Chesapeake bypass, Chiles said.

[...]

In September 2020, KYOVA issued its first feasibility study on the proposed bridge. The study evaluated the corridor's ability to meet future traffic needs, enhance regional connectivity, support future economic development and create more pedestrian use while minimizing impacts to the community and environment.

The new bridge, if built, would complete the Tri-State Outer Belt project that began in the 1950s and 1960s with Interstate 64 and the West 17th Street bridge and continued into the 1980s with the Chesapeake, Ohio, bypass and later with construction of the new Ohio 7 in Rome Township. The bridge would give Ohio residents better access to the eastern end of Cabell County."

[sprjus4]

Toledo – Columbus

This corridor includes I-75, US 68, State Route 31, and US 23. It connects Northwest Ohio, including Toledo, with Central Ohio's fast-growing Delaware and Union counties. It is also a critical link to Detroit and US-Canada border crossings from Central Ohio, including the Gordie Howe International Bridge, which is expected to open later this year. The study confirmed the need to make significant improvements to the throughfares that connect Columbus and Toledo.

Population is expected to grow south along I-75 in Toledo's suburbs and in Bowling Green and Findlay. Continued growth is also expected in Delaware, Marysville, and northern Columbus suburbs. There are significant, existing congestion issues in that area, particularly along US 23 in Delaware County, and other areas are nearing capacity. Future congestion risks are expected to expand unless addressed.

The corridor has a mix of full, partial, and no access control with almost 2,000 private driveways and over 400 at-grade intersections. These conflict points can lead to crashes and congestion, which degrade the safety and reliability of the travel route. This corridor contains 20% of the top segments identified in the state's Highway Safety Improvement Program (HSIP) which funds infrastructure improvements to prevent serious injuries and traffic deaths on Ohio roads.

The priority recommendation is to improve US 23 between Waldo and I-270. However, the study does not recommend construction of an alternative freeway due to the cost as well as minimal travel time reductions from such an alternative freeway.

If travel time reductions is the sole purpose of a freeway, why have any rural interstate highways or freeways through the suburbs? Four lane highways with 45 mph speed limits, tons of traffic signals and zero access control can handle heavy traffic just fine. Regional connectivity? Mobility? Freight movement? Safety? Pffftttt... who cares? Why would we have a system of freeways and limited access roads connecting metropolitan areas and suburban areas? Surface roads do that just fine.

Paragraphs 2 and 3 are beautiful selling points for any typical freeway proposal. The no brainer option. Then Paragraph 4 says scrap any of that, no freeway or access controlled roadway is proposed. Just spot intersection improvements will fix it. Yeah, right.

And the "minimal travel time reductions" point is, at the very least, interesting... between I-270 and Delaware, it currently is 15 miles and Google estimates around 18 minutes of travel time, at my current time of writing this at midnight. At 70 mph, that trip would be done in a mere 12 minutes.

That is a 6 minute reduction in travel time, a 33% reduction. Now, do that 15 mile trip on the current US-23 at rush hour, through numerous traffic signals, bottlenecks, etc. You might be at 20-30 minutes. Compared to 12 minutes on a limited access 70 mph freeway...

But sure, we're supposed to believe "minimal reduction in travel travel"... on top of significantly less traffic on US-23, significantly safer travel conditions, splitting local and high speed through traffic, increasing mobility, enhancing regional connectivity, completing a gap on an otherwise 65 mph expressway all the way to Toledo, etc.

[thenetwork]

I'm starting to think the number 23, as in US-23, is an evil number that prevents traffic planners and government officials from making sane, logical decisions on creating and maintaining free-flowing limited-access travel -- at least north of the Ohio River!!!

[GCrites]

It has just a ton of economic activity on it -- even in the depressed Appalachian parts. Entire towns's economies rely on its traffic (S. Bloomfield) and even when that's not the case (Waverly) it gives the town a massive boost. Reduce the volume, say like once you get south of I-64, and things chill out significantly. There aren't even any rest areas on 23 in Kentucky and Virginia.

[vtk]

Yeah I also noticed that the statewide report seemed careful not to recommend any improvements more significant than the half-ass plan ODOT has limited themselves to for that corridor. There's some kind of politics at play there.

[PColumbus73]

Yeah I also noticed that the statewide report seemed careful not to recommend any improvements more significant than the half-ass plan ODOT has limited themselves to for that corridor. There's some kind of politics at play there.

I was thinking ODOT just doesn't want, or like, to acquire new right-of-way.

[Rothman]

It has just a ton of economic activity on it -- even in the depressed Appalachian parts. Entire towns's economies rely on its traffic (S. Bloomfield) and even when that's not the case (Waverly) it gives the town a massive boost. Reduce the volume, say like once you get south of I-64, and things chill out significantly. There aren't even any rest areas on 23 in Kentucky and Virginia.

*Coal industry in Floyd County, KY enters the chat*

Below I-64, in the land of Crystal Gayle, Conway Twitty and Loretta Lynn, they call US 23 (and whatever concurrencies) the "Four Lane."  Although AADT is lower, its importance to eastern KY as almost the only way in and out of it cannot be understated.  Although coal operations are automated and less labor-intensive, the coal is still moving out of there, as other improvements (KY 680 and the KY 122 Mead Hill bypass) show.

[GCrites]

I was mainly referring to customer-facing businesses I suppose.

[TempoNick]

Yeah I also noticed that the statewide report seemed careful not to recommend any improvements more significant than the half-ass plan ODOT has limited themselves to for that corridor. There's some kind of politics at play there.

It's not only a half-assed plan, it's a waste of money to get half-assed results. Maybe Trump can send DOGE out to clear out all the dead weight at ODOT.

I'll repeat myself. These people can't do something simple like give us consistent route numbers. (I don't know if they're too lazy or just too stubborn to do it.) Nevertheless, when a state agency can't even get the shields on its signs correct, it doesn't inspire a lot of confidence in their planning abilities for a large project like this.

[Plutonic Panda]

This article describes various projects(Some of the individual projects have threads) on I-75 Throughout Ohio, but it's mainly focusing on the Cincinnati area.

https://www.cincinnati.com/story/news/politics/2025/03/03/where-are-i-75-projects/79426911007/

[The Ghostbuster]

Interstate 75 is at least six lanes from Cincinnati to just north of Exit 74 in Troy. Are there any plans to expand 75 to six lanes between Troy and Findlay?

[vtk]

Interstate 75 is at least six lanes from Cincinnati to just north of Exit 74 in Troy. Are there any plans to expand 75 to six lanes between Troy and Findlay?

Last I heard the traffic on I-75 between Lima and Findlay was light enough that additional lanes aren't being considered.

[seicer]

This article describes various projects(Some of the individual projects have threads) on I-75 Throughout Ohio, but it's mainly focusing on the Cincinnati area.

https://www.cincinnati.com/story/news/politics/2025/03/03/where-are-i-75-projects/79426911007/

A $62.2 million project set to begin in 2027 will widen I-75 from three lanes to four between the Pennyroyal Lane Bridge in Warren County and just beyond Interstate 675 in Montgomery County. This three-year project aims to ease congestion and address deteriorating pavement. All funding for the project is secured.

Additionally, a $61.5 million project is scheduled to start in 2028 to construct a new interchange at Millikin Road and I-75. Butler County is leading this initiative, which is focused on fostering economic development in Liberty Township. The county commission recently approved the final $10 million necessary for this project.

Another planned project involves a new interchange at I-75 and I-275, which will include a flyover ramp that allows southbound traffic on I-75 to access eastbound I-275 without weaving between lanes. It will also create an auxiliary lane for northbound traffic from I-75 to Union Centre Boulevard. Currently, only $7 million of the $71 million budget for this project is secured.

[seicer]

The US 23 corridor should be upgraded to a freeway between Delaware and Columbus, though the latest proposal does not include this. Between Circleville and Columbus, only incremental improvements are planned. However, a full interstate corridor—Interstate 73—may be back on the table.

 Study to examine proposed Interstate 73 in Ohio 
On February 25, 2025, the Ohio Legislature introduced House Bill 54, a measure designed to improve the state's transportation infrastructure and services. The bill allocates up to $2 million in Fiscal Year 2026 for a feasibility study on developing an Interstate Route 73 corridor to Toledo. The study will evaluate the potential for a new transportation route and its impact on regional development and economic growth.

[The Ghostbuster]

Be that as it may, I don't think Interstate 73 will be built in Ohio anytime soon, if ever. I'm sure my fellow Forum posters would agree with that. This is probably a waste of a study; it's better they stick to incremental upgrades to the previously proposed corridor.

[PColumbus73]

I've long understood I-73 to be effectively dead north of I-81, it's interesting that there's a little bit of talk about it in Ohio.

For a Columbus-Toledo freeway, would US 33 a better choice? US 33 is already a freeway in the Columbus suburbs. There would need to be about 25-30 of new freeway to get it to I-75 in Lima.