Preferred Alternative

The project team has updated the design of the Recommended Alternative, established between September 2006 and April 2007, for the I-75 corridor from the Western Hills Viaduct to just north of Paddock Road.  This effort also includes alternative development for I-74 from the Colerain/Beekman exit to I-75.  The links to the design maps show the most up-to-date information (March 2008) regarding the Preferred Alternative for Mill Creek Expressway project.  More information will be available once the date for a public hearing has been determined (anticipated in May/June 2008).

EA Overview Map

This includes the overview map and a legend that addresses the elements in the maps.  The individual map sheets are listed below:

I-75 (Western Hills Viaduct to I-74/I-75 interchange)

EA map sheet 1

EA map sheet 2

EA map sheet 3

EA map sheet 4

EA map sheet 5

I-74 (I-74/I-75 interchange to Colerain/Beekman interchange)

EA map sheet 6

EA map sheet 7

EA map sheet 8

I-75 (I-74/I-75 interchange to Mitchell interchange)

EA map sheet 9

EA map sheet 10

EA map sheet 11

EA map sheet 12

I-75 (Mitchell interchange to Norwood Lateral interchange)

EA map sheet 13

EA map sheet 14

EA map sheet 15

EA map sheet 16

I-75 (Norwood Lateral interchange to north of Paddock interchange)

EA map sheet 17

EA map sheet 18

EA map sheet 19

EA map sheet 20

EA map sheet 21

Feasible Alternative

Following the preliminary studies (Purpose and Need, Existing and Future Conditions and Public Involvement Plan), the I-75 Mill Creek Expressway

Planning Study Report was drafted to look at all possible alternatives for improvement throughout the project area.  Once the alternatives were developed, a comparative analysis was conducted.  This comparative analysis identified the advantages and disadvantages of each alternative and associated impact.  In addition, the comparative analysis discussed public comment information and how the information was incorporated into the design of the conceptual alternatives.  From the analysis, a comparative matrix was developed to provide a quantitative basis for evaluating the alternatives.

The alternatives listed below were selected for further study based on agency comments (ODOT, FHWA and local communities and agencies), public input, and the summary of known resources within each conceptual alternative.  Alternatives were eliminated for a variety of reasons; such as, they do not address the stated Purpose and Need, they have greater potential for environmental impacts, they are object of substantial public or agency controversy, or they have design limitations. 

About the Ratings

The Alternatives Comparison Matrix shows opinions of comparative performance, impacts and cost of the alternatives.  The ratings are relative to other alternative solutions for a given location that would be considered feasible.  The ratings for mainline and interchange alternatives are separate and not comparable.  The ratings are based on experience with operational analysis. 

Click on the links to go directly to the desired alternative:

• I-75

• Hopple Street

• I-74/I-75

• Colerain/Beekman

• Mitchell Ave

• Norwood Lateral

• Towne

• Paddock

I-75 Mainline Concepts – Recommended for Further Work 

I-75-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

I-75-A – Four Lane Continuity with Auxiliary Lanes:  This concept would involve adding a fourth lane on the outside in each direction north of I-74.  Four lanes currently exist south of I-74.  This alternative was recommended by the North-South Transportation Initiative for further consideration.  This option provides the opportunity to improve safety and congestion to a limited degree while minimizing property impacts and costs.

I-75-B – Five Lane Continuity:  This concept would involve providing five continuous freeway lanes through the study area, adding one lane in each direction south of I-74 and two lanes in each direction north of I-74.  This option would provide additional capacity improvement, but at a higher cost and impacts.

I-75-C – Four Lane Continuity with Elevated Express Lanes:  This concept would involve providing four lanes at-grade through the study area, adding one through lane in each direction north of I-74, plus the construction of elevated express lanes.  This option has the potential to provide superior improved capacity and safety benefits; however, it would be expected to be extremely expensive and intrusive to the surrounding communities.  This option may be less problematic if implemented for only a portion of the study area and will be carried forward for further evaluation.

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Hopple Street – Recommended for Further Work 

HOP-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

HOP-A – Tight Urban Diamond Interchange (TUDI):  This concept would involve reconstructing the existing interchange as a tight diamond, narrowing the median of I-75, relocating Hopple Street to grade-separate the Central Parkway intersection, and constructing a connector road from Central Parkway to MLK Drive.  The Bates Avenue bridge and ramp would be closed.  This option would be expected to reduce congestion on the freeway and improve operation on the arterial with moderate property impacts and cost.  Some existing right-of-way could be reclaimed.

HOP-B – Offset Roundabout Diamond Interchange:  This concept would involve reconstructing the Hopple Street interchange as an offset roundabout diamond.  A modern roundabout intersection would be constructed on the west side of I-75, which would accommodate all ramps.  The I-75 northbound ramps would be constructed as flyovers over I-75.  The Bates Avenue bridge and entrance ramp would be closed.  This option would provide improved operational and safety performance at a moderate cost with low property impacts.

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I-74/I-75 – Recommended for Further Work

I-74-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

I-74-A – Fully Directional Interchange with Local Access:  This concept would reconstruct the I-74/I-75 interchange to provide higher speed directional ramps to and from I-75 north, closing the existing ramps at Dreman and Colerain Avenues, and improving access to Colerain Avenue and Central Parkway.  This option would provide only moderate safety improvements with moderate operational improvements, but would improve local access.  This option has the potential to be costly.

I-74-B – Fully Directional Interchange with No Local Access:  This option would reconstruct the I-74/I-75 interchange to bring this system-to-system interchange up to current standards.  All service ramps would be closed, with new higher speed ramps to serve I-75 north.  This concept would have superior operational performance and improved safety, but with impacts to local access.   

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Colerain/Beekman – Recommended for Further Work 

COL-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

COL-A – Low Impact Improvement/Full Movement Interchange:  This option would involve minor changes to the existing interchange to provide for full movements to I-74.  This option would provide moderate operational improvements with low impacts and costs.

COL-B – Double Roundabout Diamond Interchange (DRDI):  This concept would involve reconstruction of the existing system interchange as a double roundabout diamond.  This option would include providing full movements to I-74.  This concept would have very good operational and safety performance and the potential for positive community impacts at a relatively low cost. 

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Mitchell Avenue – Recommended for Further Work 

MIT-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

MIT-A – Tight Urban Diamond Interchange (TUDI):  This option would involve reconstruction of the current intersection as a tight diamond.  If traffic volumes do not exceed the limits of this design, the tight urban diamond concept would provide improved operational and safety performance with little or no property impacts and at a moderate cost.  

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Norwood Lateral – Recommended for Further Work 

NOR-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

NOR-A – Modified Interchange with Additional Ramp Lanes:  This concept would involve construction of an additional ramp lane to and from the north on I-75.  This would improve operational performance and increase safety at a moderate cost and minimal property impacts, particularly in conjunction with TOW-A below. 

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Towne – Recommended for Further Work 

TOW-NB – No Build:  This concept would involve no improvements other than routine maintenance.  The interchange would remain open.  This option would fail to meet the Purpose and Need of the project, as it would allow the continued operational and safety problems with the adjacent Norwood Lateral interchange.  However, this option will be carried forward for comparison in future steps.

TOW-A – Interchange Closed:  This concept would involve closing the Towne interchange and removal of the ramps.  The existing partial interchange serves a low traffic volume and interferes with the effective, safe operation of the Norwood Lateral interchange.  The closure of Towne will be necessary under any improvement scenario for Norwood Lateral.  This safety improvement also was recommended by the North-South Transportation Initiative study. 

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Paddock Road – Recommended for Further Work 

PAD-NB – No Build:  This concept would involve no improvements other than routine maintenance.  No capacity improvements would be made.  This option would fail to meet the Purpose and Need of the project, but will be carried forward for comparison in future steps.

PAD-A – Low Impact Spot Improvements:  This concept would involve minor improvements to the ramp intersections with Paddock Road to improve turn lane lengths and signal timing.  This would provide some operational benefits at a relatively low cost.

PAD-B – Double Roundabout Diamond Interchange (DRDI):  This option would involve realigning the ramps and reconstructing the intersections with Paddock Road as modern roundabouts.  This option would have the benefit of improving connection with the nearby Summit Road and would be expected to provide safety and operational benefits without impacts to the existing bridge.  The adjacent intersection of Paddock and Seymour Road would also be converted to a roundabout intersection to improve capacity and reduce conflicts with the adjacent ramp intersection.  This option would have moderate property impacts and costs.

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What’s next?

The Conceptual Alternatives will be further analyzed based on the same criteria used to narrow down the original alternatives; such as, they do not address the stated Purpose and Need, they have greater potential for environmental impacts, they are object of substantial public or agency controversy, or they have design limitations.  In addition, public comments will help determine what alternatives eventually become the preferred choices for I-75 and the associated interchanges.