What’s New

  • Newsletter May 2006
  • Environmental studies will begin in June 2006.

The environmental fieldwork for the project will begin in June and continue through the summer months. Teams of biologists will investigate and characterize information on wetlands, streams, woodlots, and potential habitats for threatened and endangered species. Historians will review buildings 50 years old or older that could be historically important. Environmental scientists will investigate possible locations of hazardous material sites and landuse within the study area. Property owners will be notified if field crews will need to access their property.

Public Involvement/Meetings

Public involvement is an important element of the Allen 75 Study. The Ohio Department of Transportation (ODOT) is committed to engaging citizens in the development of the highway improvements proposed in the I-75 corridor through Lima, Ohio. A Public Involvement Plan was developed in 2005 for the Allen 75 Study. This plan will be updated throughout the study process.

Public involvement goals for the Allen 75 Study include the following:

  • Apublic involvement plan that creates a clear understanding of the project needs, and identified conclusions, among the project team and stakeholders
  • Review and consideration of all public comments in regards to this project
  • Engagement of the stakeholders and the public
  • Consensus on alternatives identified for consideration
  • Inclusion of all people in the community, specifically environmental justice populations

Stakeholders

ODOT identified project stakeholders at the beginning of the Allen 75 Study in 2005. The stakeholders include city, township and county officials, emergency service providers, the Lima Allen County Regional Planning Commission(LACRPC), Ohio State University-Lima, neighborhood associations, senior homes and mobile home parks along the proposed alignment, the Ottawa River Coalition, utilities, local businesses, and representatives of CSX Transportation and Norfolk Southern Railroad. Three stakeholder meetings were held in 2005 at key points in the project development process on February 17, July 14, and August.4.

  • Summary of the Stakeholder Meeting on February 17, 2005
  • Summary of the Stakeholder Meeting on July 14, 2005
  • Summary of the Stakeholder Meeting on August 4, 2005

Public Meetings

Public meetings are an essential part of the Public Involvement Plan for the Allen 75 Study. They provide an organized opportunity for public participation and a forum for expressing public opinion and concern at key decision points in the study. Public meetings are announced through the local media, direct mailings, and on this website.

The first Allen 75 Study public meeting was held on March 29, 2006. Thepublic meeting was scheduled from 5:30 pm to 7:00 pm at the Holiday Inn located at 1920 Roschman Avenue in Lima, Ohio, near the SR 117/SR 309 exit of I75. The purpose of the meeting was to discuss the purpose and need; project goals and measures of success; and conceptual alternatives recommended for further study. The meeting was an open house format with a presentation at 5:30 pm. Displays of the purpose and need, red flag information, conceptual alternatives, and project documents were available for viewing. A total of 81 people attended the meeting.

  • Summary of the Public Meeting on March 29, 2006
  • Exhibits from the Public Meeting

Newsletters

May 2006

Press Releases

About the Project

Overview

The Ohio Department of Transportation (ODOT) in cooperation with the Federal Highway Administration (FHWA) is proposing to correct geometric deficiencies, improve pavement and bridge conditions, improve safety, and increase transportation efficiency within the Interstate 75 (I-75) corridor in Allen and Auglaize counties, Ohio.

I-75 is important for long-distance state and national travel, as well as being a major thoroughfare for local and regional mobility. I75 connects Lima with Toledo and Detroit to the north, and Cincinnati, Atlanta and Miami to the south. I75 within Ohio, and the railroads that run parallel to it, are among the nations busiest for the movement of people and goods. According to FHWA’s estimates, I75 is among the busiest trucking routes in North America, with truck traffic approaching six billion miles annually. More than 250 freight trains per day pass through or have destinations within Ohio’s I75 corridor (ODOT, 2004).

The Allen 75 Study is being proposed because I-75 has exhibited inadequate pavement performance between logpoints 0.21 and 10.00 in Allen County, Ohio. Within this section, the interstate also exhibits geometric conditions that do not meet current ODOT design standards. These two factors have lead to the identification of the Allen 75 Study on the regional Transportation Improvement Plan (TIP) and STIP.

Specific goals of the Allen 75 Study are:

1.Improve pavement and bridge conditions on I-75

2.Improve safety by upgrading to current state and federal design standards

3.Provide sufficient capacity for future traffic

4.Minimize impacts to social, economic and environmental resources

Project History

I-75 in AllenCounty (from logpoints 0.00 to 17.80) was one of the early interstate construction projects in the state of Ohio. It was constructed between 1952 and 1955, in accordance with design standards of that time. Traffic volumes, truck sizes, and roadway design standards have changed over the past 50 years, leaving I-75 with narrow shoulders, low bridge heights and clearances, and other design deficiencies.

The section of I-75 between logpoints 0.00 and 9.05 in AllenCounty has historically demonstrated poor pavement performance. The I-75 corridor in AllenCounty was originally constructed with a nine-inch reinforced concrete pavement and a six-inch aggregate sub-base. It was first overlaid in 1973, 16 years after the original construction was complete. It has been overlaid or repaved five times between 1973 and 2004. The most recent pavement improvements to this section were completed in 2004, when it was milled to a two-inch depth and resurfaced. The resurfacing projects since 1973 have resulted in an average service life of just less than eight years, while the design life was expected to be 12 years.

The section of I-75 between logpoints 0.00 and 9.05 was submitted as a case study for an ODOT report published in 2000, Ohio’s Interstate System: 50 Years of Service (1945-2005). The study was initiated as an analysis of existing conditions on the interstate system, to assess the need for improvements and rehabilitation on the system’s aging infrastructure. The 2000 interstatestudy concluded that, “The 1950s base design, coupled with the increased loads, and costs involved in maintaining this section of roadway has made this section of interstate a suitable candidate for major rehabilitation efforts.”

The Allen 75 Study is included in Access Ohio, ODOT’s long-range transportation plan, and in the four-year State Transportation Improvement Program (STIP). It is also in the Lima-Allen County Regional Planning Commission’s(LACRPC)2025 Long RangeFiscally Constrained Transportation Plan Update, (October 2000). In addition, ODOT’s review of the Ohio interstate system stated that, “The 1950s base design, coupled with the increased loads, and costs involved in maintaining this section of roadway has made this section of interstate a suitable candidate for major rehabilitation efforts.” (ODOT, 2000)

ODOT initiated the Allen 75 Study in 2004. The study process is following ODOT’s Major Project Development Process (PDP).

Study Area

The Allen 75 project study area covers approximately 14.4 square milesalong a 12-mile segment of I-75, beginning just south of the Auglaize County line at the National Road interchange (exit 118), and ending at the Bluelick Road interchange (exit 130). Five additional interchanges are within this section of I75. They are: Breese Road (exit 120), State Route 65 (exit 122), Fourth Street (exit 124), State Route 309/117 (exit 125), and State Route 81 (exit 127). The study area also includes six roads that pass over the interstate, including McClain Road, Hanthorn Road, Reservoir Road, Stewart Road, Bible Road, and Slabtown Road.

The eastern and western limits of the study area generally follow the existing alignment of I75. The study area borders encompass a 2,000-foot wide strip along either side of the interstate between the National Road andBluelick Road interchanges. Additional areas extend to the east and west of I75. The area on the east side of I75 includes sections of Fourth Street and SR117. The area on the west of I75 includes segments of SR81, SR117, and SR65. These additional areas use a 500 to 1,500-foot strip on either side of these roads, and were added to allow for interchange improvements or other modifications that could enhance traffic flow between I75 and the local road network.

  • Study Area Exhibit

Purpose and Need

The purpose and need of the Allen 75 Study is based on five transportation issues:

  • Pavement performance
  • Roadway deficiencies
  • Safety
  • Inclusion in statewide or local plans
  • Capacity

Pavement Performance and Roadway Deficiencies – Deteriorating bridge and pavement conditions, narrow shoulders, and other design deficiencies have been identified on I-75 in the study area. These deficiencies lead to problems including increased maintenance costs; increased risk of crashes; and increased delay during crashes, breakdowns, or scheduled construction.

Safety – Within AllenCounty, some of the areas with the highest number or rate of crashes during the 2001 to 2003 period were located in and around the SR117/309 interchange with I75. This area has numerous access points (driveways) and poor geometrics. Portions of I75 within the study area have a higher crash rate than similar urban interstates in Ohio.

Inclusion in Statewide or Local Plans (Transportation Demand) – The Allen 75 Study is included in ODOT’s long-range transportation plan and in the STIP. It is also in LACRPC’s 2025 Long Range Fiscally Constrained Transportation Plan Update (October 2000). In addition, research done for the 2000 ODOT report, Ohio’s Interstate System 50 Years of Service (1945 – 2005), indicated that this section of I-75 is “a suitable candidate for major rehabilitation efforts.”

Capacity – Traffic levels have grown substantially over the past decade on this section of I75 and are expected to continue to grow. Projections indicate that the level of service (LOS) will be at or below D in the design year if no improvements are made to I-75. Level of Service designations range from A to F, with A being the best level of service, and F representing a roadway operating at or beyond its capacity, with frequent slowing or stopping of traffic.

In summary, potential benefits of the Allen 75 Study include an improved level of service, reduced potential for crashes and delays, and increased efficiency for the many trucks and other commercial vehicles using this segment of I75. These benefits will enhance the quality of life for residents of the Lima/Allen County region and the commuters who work in the area, while promoting economic growth within the region. Interstate commerce will also benefit, as long-distance trips along I75 through AllenCounty become more reliable with the reduction in travel delays.

Project Approach

The Ohio Department of Transportation (ODOT) has developed and implemented a Project Development Process (PDP) that includes regular communication among technical disciplines, results in quality plans, and minimizes cost overruns during right-of-way acquisition and project construction. Depending on project size, complexity, and/or potential impact to the environment, ODOT transportation projects are categorized as Minimal, Minor, or Major. The PDP consists of a number of steps depending on the project category. The Allen 75 Study is categorized a Major project. The PDP for Major projects has 14 steps. ODOT’s Major PDP

ThePDP transportation decision-making approach provides a seamless process from planning through construction and encourages open communication for making informed decisions during all stages of project development. By involving all disciplines in the earliest stages of the process, issues affecting project type, scope, preliminary development, and cost are identified early.

Conceptual Alternatives

A broad range of conceptual alternatives were developed for the Allen 75 Study. These conceptual alternatives include ideas developed through stakeholder input. They range from no build, low-cost alternatives to modal options and highway build alternatives. These conceptual alternatives are:

  • No Build
  • Freight Rail
  • Mass Transit
  • Transportation Systems Management (TSM)
  • Transportation Demand Management (TDM)
  • Highway Build

The conceptual alternatives and their analysis are described in detail in the Conceptual Alternatives (December 2005) document.

Highway Build Alternatives

Six Highway Build alternatives were developed, which consist of combinations of various roadway and interchange improvements.

  • Alternative 1 is the No Build alternative, which maintains the current four-lane configuration of I-75. The No Build alternative consists of minor, short-term safety and maintenance improvements to I-75, which would maintain its continuing operation.
  • Alternatives 2 and 3 propose bypasses around the city of Lima.
  • Alternative 4 maintains the current four-lane configuration of I-75 while adding improvements to bring I-75 up to current ODOT standards.
  • Alternatives 5, 6, and 7 propose six travel lanes on I-75, with different combinations of interchange and local roadway improvements.

The following table summarizes the components of each Highway Build alternative.

Components of the No Build and Highway Build Alternatives

Components of Alternatives / Alternative 1 (No Build) / Alternative 2 / Alternative 3 / Alternative 4 / Alternative 5 / Alternative 6 / Alternative 7
Implement minor, short-term safety and maintenance improvements to I75 / X
Construct a bypass around the eastern side of Lima / X
Construct a bypass around the western side of Lima / X
Reconstruct I-75 as a four-lane facility to current design standards / X / X / X
Reconstruct I-75 as a six-lane facility to current design standards / X / X / X
Remove Yoder Road from the I-75 northbound on-ramp of SR 65 interchange / X / X / X / X
Remove Dean Avenue from the I-75 northbound on-ramp of SR 309/117 interchange / X / X / X / X
Re-route SR 117 to run concurrent with Fourth Street / X
Road improvements to Fourth Street east of I75 / X
Construct a new interchange at abandoned railroad corridor / X
Remove SR 309 interchange and re-route SR117 to run along abandoned railroad corridor east of I75 / X
Remove Fourth Street interchange / X
Re-route SR 117 to follow abandoned railroad corridor west of I-75 to SR65 / X
Reconstruct SR 81 in the vicinity of the I75 interchange as an undivided highway / X / X / X / X
Road improvements to Greely Chapel Road / X
North-South Connector Options:
Construct a two-way service road between
SR117 and SR81 / OPT / OPT / OPT / OPT
Construct a two-way service road between Fourth Street and SR117 / OPT / OPT / OPT
Construct two one-way service roads between SR117 and SR81 / OPT / OPT / OPT / OPT
Construct two one-way service roads between Fourth Street and SR117 / OPT / OPT / X / OPT
Construct collector-distributor roads between SR117 and SR81 / OPT / OPT / OPT / OPT
Construct collector-distributor roads between Fourth Street and SR117 / OPT / OPT / OPT
Construct bike lanes / OPT / OPT / OPT / OPT
Local Road Improvement Options:
Sugar Street extension / OPT
Leonard Avenue extension / OPT
Improve SR 65 between I75 and relocated SR117 / OPT / OPT / OPT / OPT
Improve SR 65 north of relocated SR117 to Elm Street (SR309) / OPT / OPT / OPT / OPT
Improve Fourth Street (SR117) from SR 65 to I-75 / OPT
Continue Relocation of SR117 along railroad west of I-75 / OPT

OPT = Optional improvements that can be added to the alternative.

Optional improvements were developed for Alternatives 4, 5, 6, and 7 to better integrate I-75 with the local traffic network. The first three options, collectively referred to as service roads or as north-south connectors, were designed to serve the local traffic, which currently uses I-75 for north-south travel, due to the lack of north-south thoroughfares on the east side and west side of Lima. Improvements to Sugar Street, Leonard Avenue, and Greely Chapel Road would serve a similar purpose, but would not be located in the I-75 right-of-way. The remaining options, proposing improvements to SR65 and SR117 on the west side of I-75, were designed to improve connections to downtown Lima from the SR65 exit and the (proposed) relocated SR117 exit. These improved connections could divert traffic that is currently using the SR309 interchange to access central Lima from I-75.

North-South Connector Options:

  • One-way Service Roads – These are local roads that would run parallel to the highway for the local traffic to use instead of the interstate. The service roads would be one-way, located on both sides of the interstate.
  • Two-way Service Road – A single, two-way local road could be constructed parallel to the highway for the local traffic to use instead of the highway. This service road could be located on either side of the interstate.
  • Collector-Distributor (C-D) Roads – These are two-lane roads that would run parallel to I75 within the limited access right-of-way. Traffic on these roads would be separated from mainline vehicles by a concrete barrier. These roads are intended to minimize the weaving action and reduce the conflict points between merging and exiting vehicles on the mainline.

Local Road Improvement Options:

  • Sugar Street Extension – Sugar Street is a local road which runs north-south intermittently between the Ottawa River and Fourth Street. If the Indiana & Ohio Railroad and the CSX railroad were to agree to relocate the Indiana & Ohio line that parallels Sugar Street to run alongside the CSX rail corridor (further west within Lima), Sugar Street could be widened and extended north to provide a continuous four-lane, two-way, north-south connector between SR81 and Fourth Street.
  • Leonard Avenue Extension – Leonard Avenue is a local road that runs north-south on the west side of I75 between Kibby Street (SR309/SR117) and Reservoir Road. By improving and extending this road north to SR81, Leonard Avenue could provide a north-south connector, serving traffic in a manner similar to a service road between SR81 and Kibby Street.
  • Greely Chapel Road – This is a local road which runs north-south parallel to I75, approximately ¼-mile east of the interstate. This road could be improved to enhance north-south access along the east side of I75 between Fourth Street and SR 309.
  • State Route 65 – Within the city of Lima, SR65 follows St. Johns Road and Pine Street north, before turning west on Elm Street. SR65 could be improved from I75 north through Lima to SR117 (Elm Street) to provide improved access to downtown Lima from the SR65 exit of I75.
  • Extension of relocated SR 117 – Alternatives 6 and 7 propose relocating SR117 east of I75 on to an abandoned railroad corridor or on to Fourth Street, respectively. An option for these two alternatives would be to continue the relocation west of I75 to intersect with SR65. Both SR65 and SR117 would continue north along Pine Street to Elm Street. This option would improve access to downtown Lima from the SR117 exit of I75, and for SR117 through-traffic.

Evaluation of Conceptual Alternatives