The I-70/71 Split

From my MySpace blog- dated February 17, 2006-

Two days ago, I attended an information session that the Ohio Department of Transportation had to address the I-70/71 Split...
The 70-71 Split
By Bryan A. Curtiss

It was built over 40 years ago. As a local newscaster Anne Allred put it while covering this story for WSYX-TV in Columbus, "There are a lot of accidents." And truly there were. When it was built in 1963, it was designed for 125,000 cars a day. Now, there are 175,000, which is more than what it was designed to hold, causing for a lot of accidents on the downtown stretch that it covers. Most of the accidents from 2002 to 2004 on that stretch, according to a graph, occur in the eastbound to northbound lanes, followed by the southbound to westbound lanes. Of course, we're talking about the I-70/71 Split.

On February 15, 2006, the Ohio Department of Transportation (ODOT) met with local citizens affected by the split at the Columbus Health Department to discuss the alternatives of alleviating the congestion caused on the split. This was just the next step in a long process.

The study that was conducted by ODOT, began almost four years ago in May 2002. In February 2003, 6 concepts were chosen:
1. Upgrade SR 104 with I-71 (west) and US 33 (east)
2. Connect from I-70 (near Cooper Stadium) to SR 104 and I-71
3. Reroute I-71 to I-670 and SR 315
4. Add capacity and improve the 70/71 South Innerbelt
5. Thru-truck only land west of I-70/71/SR 315 to the east of the 70/71 split
6. Improve traffic/transit operation
a. Carpool
b. Alternate work schedules
c. Expansion of public transit
d. Vehicle restriction (thru trucks in 70/71 overlap)
e. Expansion of Intelligent Transit System (ITS)

In August of 2003, it was the fourth choice (adding capacity to the south innerbelt) that was chosen. In January of 2004, these seven alternatives were chosen:
a. One-Way Pair
b. Tunnel Below the Existing Lanes
c. Collection-Distribution Freeway System
d. Urbanize Freeway System
e. Arterial Boulevard
f. 2-Way Collection/Distribution Avenue Decked Over Freeway
g. 2-Way Collection/Distribution Avenue Using Local Street System

In August of 2004, the seven alternatives was trimmed down to three: One Way Pair, Urbanizing the Freeway, and the 2-Way C/D Avenue Using the Local Street System. At the February ODOT meeting, the three alternatives, would become two, and in August, the final alternative will be chosen.

At the meeting, there were maps of three areas, that would be impacted by the split, and used as alternative roads:
· Mound/Fulton (connect Mound Street from 5th to Grant; Fulton would go eastbound, and Mound west)
· Livingston/Fulton (Livingston traffic would go eastbound, and Fulton traffic would go westbound)
· Parsons/Lester (connect Lester Drive and Willow Alley from Spring Street to Main Street)

At the ODOT meeting, the Project Manager of the 70/71 Project, Tom Slack, talked about the recommendations that ODOT made, the information of the Grand Boulevard, the vision of the enhancement opportunities, and the next steps in the project. The projects don't come in cheap. The Mound/Fulton project would cost $ 660 Million, the Fulton/Livingston $675 Million, and the considered Grand Boulevard would be $ 850 Million. The new streets would be one-way within the existing footprint, 25-35 miles per hour, with wider sidewalks, bump cuts, and speed trees.

The meeting didn't come without some concern from the community. For example, the proposed Parsons/Lester alternative, would have the Parsons alternative road veer off from Parsons Avenue and Bryden Road, which is a residential street. A couple of residents were concerned that traffic would increase along Bryden, and preferred that the road split off at Parsons and Main Street, which is commercial. A German Village resident feared that the South Side community would be cut off by the new streets. Those were just a couple of the concerns. Property impacts to the following places were also mentioned at the meeting:
· Whittier Place
· Dodge Park
· The Africentric School
· Grant Hospital and their Fire & EMS concerns and access
· East side access to Jefferson Place and St. Paul A.M.E. Church
· Town/Franklin (Discovery District), Old Oaks, King-Lincoln, Olde Towne East
· Miranova, Waterford, and Americana

The impact of this project is huge. I-670 is designed to hold 52,000 vehicles on a daily basis. Paled in comparison to that, the two and a half mile stretch of 70/71 carries more than three times the congestion. According to Slack, during the meeting, he stated that ODOT's budget for the 70/71 project "is only $ 425 million, and that ODOT does not have the money for the alternatives." He also stated that "the crystal ball is real fuzzy right now", meaning that the direction of the project is not clear, and that "we should wait until we have the money and do it right."

Construction on the 70/71 project is slated to begin in 2010.


FACTS:
There are 17 exits in the 70/71 corridor alone.
The following myth was addressed at the meeting- ODOT can provide more funding, but the reality was, they can't, because
· ODOT's workforce was cut from 7800 to 5800
· After Hurricane Katrina, the federal bill was cut to 13 percent
· Construction costs are up by 8 percent
· Operating costs went up to a 2 percent growth
· ODOT raised the gas tax to 4th in the Nation
2-17-2006