![]() ![]() ![]() Phase 5 is part of the I-70 Far East Freeway project, $433 million in construction started in Spring 2022. Reconstructs bridges on I-70 west over the Scioto River, SR 315 and Short Street. Reconstructs both roadways along I-70 between Front Street and Grant Avenue and I-70 east from I-71 to High Street. Phase 4B – $246 million, planned for Fall 2023 to Fall 2026. Phase 6R – West Interchange builds a new ramp from Mount Street to I-71 south and reconstructs the ramp from Mound Street to I-70 west among other improvements to Mound Street. Phase 4R – Front Street Gateway adds a ramp from I-70 east to Fulton Street and replaces bridges for Fulton Street over I-70 and I-70 over Short Street. Phase 4R/6R – $280 million, construction commenced in Spring 2022 and extends to Fall 2025. Phase 3B – $41 million, work from Spring 2020 to Summer 2022 expanded I-71 from Broad Street to Long Street and replaced the Broad Street overpass. Costing $82 million, Phase 2E work wrapped up in Summer 2022. It opened to traffic on December 20, 2019. A new ramp was also constructed from I-70 east at Parsons Avenue to replace the exit at 18th Street. Construction underway in Summer 2017 added an additional lane along both directions of I-70/71. Phase 2 entailed redesigning the eastern junction of I-70/71 to eliminate left exit ramps and ultimately split the two routes into separate roadways. The six phase project kicked off with a revamp of the I-71/670 interchange between 2011-2013. Rebranded as the I-70/I-71 Downtown Ramp Up, this $1.4 billion mega project addresses congestion along the I-70/71 overlap through central Columbus. According to the ODOT I-70/I-71 South Innerbelt Corridor Study, construction of one of three possible alternatives (involving the location and layout of the collector distributor lanes) would have begun in 2008 and ended in late 2010. ![]() The plan would eliminate highway lane changes by dedicating three lanes of traffic to I-70, two lanes to I-71 and creating collector distributor streets above the highway for motorists getting to and from two sets of Downtown ramps.Īs the study progressed between 20, various alternatives were considered, eliminated, or adopted for further consideration. 17Īnother option presented by ODOT in November 2003, proposed separating through traffic on I-70/71 from Downtown-bound traffic, possibly through the use of collector distributor lanes. In exchange, the former route of Interstate 70 between Exits 98 and 105 A, including the notorious interchange with I-71, would be replaced with a 35 MPH boulevard. 33 (Exit 105) linking the new route to the existing I-70. East from there, I-70 would overtake SR 104, and a new connection would be constructed in the vicinity of U.S. This plan would take I-70 onto a new alignment at Exit 98, connecting with Interstate 71 and SR 104 south of Downtown and continuing southeast of the former Cooper Stadium. One option considered was to reroute Interstate 70 south of its current alignment between Exit 98/U.S. Some of the options include converting portions of Interstate 70 into an at-grade boulevard, adding various collector distributor lanes parallel to the freeway, additional lanes, or doing nothing. Within Columbus, the Ohio Department of Transportation (ODOT) studied several options to deal with worsening congestion in Downtown in the early 2000s. However, once in Maryland, Interstate 70 again closely follows U.S. 40 parallel each other closely, with a deviation from Washington, Pennsylvania, to Hancock, Maryland. 40 out of Denver to Limon, where it combines with U.S. 40 meets Interstate 70 for the first time at Empire, and these two routes intertwine from there east to Baltimore. 50 splits south at Grand Junction, leaving I-70 to follow U.S. Between Green River and Grand Junction, Interstate 70 remains merged with U.S. 50, although prior to the construction of the freeway, U.S. From Cove Fort east to Green River, Interstate 70 largely follows U.S. ![]()
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