Planning Study Report
APPENDIX C
EXISTING AND FUTURE CONDITIONS REPORT
Uptown Transportation Study URS Corporation November 2006
Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Prepared For:
Ohio Kentucky Indiana Regional Council of Governments
and the
Uptown Implementation Partners
Prepared By:
URS Corporation
July 12, 2006
Uptown Transportation Study i URS Corporation
July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Implementation Partners (IP):
Ohio Kentucky Indiana Regional Council of Governments (OKI)
City of Cincinnati
Southwest Ohio Regional Transit Authority
Ohio Department of Transportation
Amos Project
Tri-Health
Cincinnati Children’s Hospital Medical Center
Cincinnati Zoo & Botanical Garden
Health Alliance
University of Cincinnati
Uptown Transportation Study ii URS Corporation
July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Table of Contents
1. Introduction...... 1 1.1. Project Organization...... 1 1.2. Project History...... 2 1.3 Study Area Overview...... 2
2. Study Area...... 4 2.1. Interchange 03850, Gilbert Avenue/Reading Road /Liberty Street ...... 5 2.2. Interchange 03860 WH Taft Road /McMillan Street...... 5 2.3. Interchange 03870, Montgomery Road /Duck Creek Road ...... 5 2.4. Interchange 03880, Dana Avenue...... 6
3. Demographic Characteristics ...... 7 3.1. Population ...... 7 3.2. Employment ...... 7 3.3. Land Use...... 7 3.4. Environmental Justice ...... 8 3.5. Economic Development ...... 9 3.6. Regional Travel Patterns...... 10
4. Environmental Characteristics...... 11 4.1. Natural Environment...... 11 4.2. Cultural Resources...... 11 4.3. Community Facilities ...... 11 4.4. Geotechnical Characteristics...... 12 4.5. Highway Traffic Noise ...... 12 4.6. Air Quality...... 13 4.7. Hazardous Materials ...... 14
5. Existing Plans and Projects...... 15 5.1. OKI Plans and Projects ...... 15 5.1.1. OKI 2030 Long Range Transportation Plan ...... 15 5.1.2. OKI Transportation Improvement Plan...... 16 5.2. ODOT Plans and Projects ...... 17 5.2.1. HAM 75 2.30 Mill Creek Expressway ...... 17 5.2.2. HAM 71/75 0.000.22 Brent Spence Bridge ...... 18 5.2.3. Miscellaneous Maintenance Projects ...... 18 5.3. Community Plans and Projects ...... 18 5.3.1. Community Tax Increment Financing Districts...... 18 5.3.2. The Clifton Heights Urban Renewal Plan...... 18 5.3.3. Evanston 5-Points Urban Renewal Plan ...... 19 5.3.4. Corryville/University Village Urban Renewal Plan...... 19 5.3.5. Avondale Vision Plan 2005 ...... 19 5.3.6. Burnet Avenue Urban Renewal Plan...... 19 5.4. Institutional Plans ...... 20 5.4.1. Uptown Crossings ...... 20
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
5.4.2. Uptown Consortium Strategic Opportunity Plan...... 20 5.4.3. Uptown Consortium Research Park ...... 21 5.4.4. University of Cincinnati Campus Masterplan...... 21 5.4.5. SORTA MetroMoves Plan ...... 21 5.5. Private Plans and Projects ...... 22 5.5.1. Keystone Parke ...... 22
6. Roadway Network ...... 23 6.1. I-71 ...... 23 6.1.1. Geometric Design Exceptions ...... 23 6.1.2. Pavement Condition Ratings...... 26 6.1.3. Bridge Rating Reports ...... 26 6.1.4. Signage ...... 28 6.2. US-42 ...... 29 6.3. US-22/SR3 ...... 29 6.4. Local Roadway Network...... 30
7. Traffic Analysis...... 31 7.1. Traffic Volume Data...... 31 7.1.1. Field Counts ...... 31 7.1.2. Adjustment Methodology...... 33 7.2. 2005 Level of Service (LOS) ...... 35 7.2.1. Basic Freeway Segments...... 35 7.2.2. Ramp Junctions...... 36 7.2.3. Intersections ...... 37 7.3. 2030 LOS ...... 38 7.3.1. OKI Regional Travel Demand Model Forecasts...... 38 7.3.2. Basic Freeway Segments...... 39 7.3.3. Ramp Junctions...... 41 7.3.4. Intersections ...... 42
8. Accident Analysis ...... 43 8.1.1. ODOT Congestion Rankings...... 43 8.2. I-71 ...... 43 8.2.1. ODOT Highway Safety Program (HSP) ...... 44 8.2.2. Ohio Department of Public Safety Crash Data...... 45 8.2.3. ARTIMIS Incident Data...... 47 8.3. US-42 ...... 49 8.4. US-22 ...... 51 8.5. Other Streets...... 52
9. Multimodal Alternatives ...... 53 9.1. Bike and Pedestrian Network ...... 53 9.2. SORTA Metro Transit Service...... 53 9.2.1. SORTA Rail Right of Way ...... 53 9.3. Institutional Shuttles ...... 54
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
List of Tables
Table 1 OKI 2030 LRTP Fiscally Constrained Projects ...... 16 Table 2 OKI 2030 Transportation Plan (Appendix B) Additional Projects ...... 16 Table 3 OKI FY 2006-2009 TIP...... 17 Table 4 I-71 Design Exceptions ...... 25 Table 5 ODOT Pavement Condition Ratings ...... 26 Table 6 Bridge General Appraisal Ratings...... 27 Table 7 2005 LOS Northbound Basic Freeway Segments ...... 35 Table 8 2005 LOS Southbound Basic Freeway Segments...... 36 Table 9 2005 LOS Northbound Ramp Junctions ...... 37 Table 10 2005 LOS Southbound Ramp Junctions...... 37 Table 11 2005 LOS At Grade Intersections ...... 38 Table 12 2030 LOS Northbound Basic Freeway Segments ...... 40 Table 13 2030 LOS Southbound Basic Freeway Segments...... 40 Table 14 2030 LOS Northbound Ramp Junctions ...... 41 Table 15 2030 LOS Southbound Ramp Junctions...... 41 Table 16 I-71 Ramp Accidents 2002-2004...... 47 Table 17 US-42 Mid-block Accident Rates ...... 50 Table 18 US-42 Intersection Accident Rates ...... 51
List of Charts
Chart 1 2004 ARTIMIS Hourly Volumes ...... 34
Chart 2 I-71 SB Rear-End Crashes...... 45
Chart 3 I-71 SB Rear-End Crashes...... 46
Chart 4 ARTIMIS Incident Type 2001-2003...... 48
Chart 5 ARTIMIS Incident Duration by Type 2001-2003...... 49
Chart 6 US-22 Crashes by Block ...... 52
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
List of Figures
Figure 1 Project Study Area...... 4 Appendix A Figure 2 Part B Study Area ...... A-1 Figure 3 Part B Study Area Land Use 2005...... A-2 Figure 4 Part B Zoning Classifications 2005...... A-3 Figure 5 Environmental Justice Disabled Populations...... A-4 Figure 6 Environmental Justice Elderly Populations ...... A-5 Figure 7 Environmental Justice Minority Populations ...... A-6 Figure 8 Environmental Justice Poverty ...... A-7 Figure 9 Environmental Justice Zero Car Households...... A-8 Figure 10 Part B Community Tax Increment Financing Districts ...... A-9 Figure 11 Part B Soil Classifications...... A-10 Figure 12 Landslide Susceptibility...... A-11 Figure 13 ODOT I-71 Straight Line Diagram...... A-12 Figure 14 ODOT I-71 Pavement History...... A-13 Figure 15 ODOT I-71 Low Clearance Bridges (South) ...... A-14 Figure 16 ODOT I-71 Low Clearance Bridges (North) ...... A-15 Figure 17 Part B Traffic Volume Count Locations...... A-16 Figure 18 I-71 2005 LOS Map 1...... A-17 Figure 19 I-71 2005 LOS Map 2...... A-18 Figure 20 I-71 2005 LOS Map 3...... A-19 Figure 21 I-71 2030 LOS Map 1...... A-20 Figure 22 I-71 2030 LOS Map 2...... A-21 Figure 23 I-71 2030 LOS Map 3 ...... A-22 Figure 24 I-71Accidents 2002-2004 Map 1...... A-23 Figure 25 I-71Accidents 2002-2004 Map 2...... A-24 Figure 26 I-71Accidents 2002-2004 Map 3...... A-25
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
1. Introduction
1.1. Project Organization
The Uptown Transportation Study is being conducted to develop a comprehensive transportation plan for the Uptown area that serves the needs of the area’s diverse population and visitors, responds to transportation deficiencies, and supports continuing growth, development, and economic vitality. The Uptown study area includes the Cincinnati neighborhoods of Avondale, Clifton, Corryville, East Walnut Hills, Evanston, Mt. Auburn, North Avondale, Walnut Hills and Clifton Heights, University Heights and Fairview (CUF).. It includes a number of major institutions including the University of Cincinnati, the Cincinnati Zoo and Botanical Garden, Cincinnati Children’s Hospital, University Hospital, and Good Samaritan Hospital.
The Uptown Transportation Study is divided into two elements; Part A and Part B. Part A is a comprehensive review of all elements of the transportation system within the Uptown area including:
• Local street operations
• Internal and regional transit service
• On-street and off-street parking
• Pedestrian and bicycle circulation
• Signage and wayfinding.
Part B is specifically focused on evaluating access between the Uptown Area and I-71 and making recommendations for potential access improvements. Recommended alternatives for improved interstate access would serve as the basis for a formal Interchange Modification/Justification Study conducted in accordance with the Ohio Department of Transportation Location and Design Manual, Volume 1, Section 500, including, if applicable, submittal of an access point request document to the Federal Highway Administration (FHWA) in accordance with Federal Code 23 O.K. 111 and FHWA Policy -Additional Interchanges to the Interstate System (Federal Register: February 11, 1998, Volume 63, Number 28).
Both Part A and Part B elements are interrelated to some degree and are conducted concurrently and generally follow Steps 1 through 4 of the Ohio Department of Transportation’s (ODOT’s) Major Project Development Process. Distinct study areas have been established for the Part A and Part B elements of the study. The Part B Study area is oriented north-south to parallel I-71 and extends south to Liberty Street and North to Dana Avenue. See Section 2 for a complete description of the Part B Study area.
The recommendations for both Parts A and B will work in concert to address the project goals stated above. Part B recommendations for I-71 access improvements will build
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628 upon recommendations of the Part A elements that seek to maximize the utilization and efficiency of the existing street, pedestrian, and transit networks, as well as identify new or expanded facilities.
1.2. Project History
The initial planning process for the Northeast Expressway (I-71) included full interchanges at Victory Parkway and at WH Taft Road (planned as a limited access highway connecting Columbia Parkway [US-50] to the Western Hills Viaduct). Approximately 0.6 mile of the WH Taft Expressway was to be constructed concurrently with I-71. Neither interchange was fully implemented, thus WH Taft and McMillan Streets were converted to a one-way pair to serve the partial interchange on I-71. The segment of I-71 within the study area was opened to traffic during December 1974. The present configuration of I-71 and I-471 in the southern portion of the study area was fully opened to traffic in September of 1985.
Throughout the 1980s and 1990s, the City of Cincinnati recognized the lack of accessibility to the Uptown area and initiated a study of the feasibility of constructing a new full service interchange at Martin Luther King Drive (ML King).
I-71 within the study area was rehabilitated during 1995-1997 including repaving, safety upgrades to the barriers, and medians as well as replacement of pavement markings, signage, and roadway lighting. At this same time the Ohio-Kentucky-Indiana Regional Council of Governments (OKI) initiated a Major Investment Study of the I-71 Corridor from Florence, Kentucky to Mason, Ohio. The locally preferred alternative for addressing congestion and accessibility concerns from that study was a proposed light rail transit system generally paralleling I-71 from the Uptown Area to Blue, Ash Ohio.
The I-71 Corridor Transportation study resulted in a sub-corridor study that recommended the reconfiguration of I-71/US-50 (Fort Washington Way). During 1998- 2001, I-71 south of the study area was reconfigured and a new exit from southbound I-71 to Third Street in the central business district was created. During a public referendum in November 2002, Hamilton County voters defeated a proposed increase in the county sales tax that would have funded the local share for construction of light rail transit in the I-71 corridor.
During the past five years, the City of Cincinnati, along with other stakeholders, has sought funding to revisit the issues of accessibility to the Uptown Area of Cincinnati. In 2004, OKI initiated this project with the goal of addressing a myriad of long-term transportation issues in the Uptown area.
1.3 Study Area Overview
The Uptown Transportation Study is organized into two separate but related components; Parts A and B. Part B is focused on improving access on I-71 in the Uptown Area. The Part B Study area includes the portion of I-71 from Liberty Street (mile post 2.0) to Dana Avenue (mile post 6.0) and is bounded on the east and west by US-22 and US-42, respectively.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
The study area is highly urbanized with a broad mix of land uses. Nearly the entire area exceeds OKI’s thresholds for environmental justice populations. The study area is forecast to experience a moderate population loss and minor employment gain through the 2030 plan year. The overall Uptown area has experienced focused efforts at economic revitalization and mixed use/residential development. Institutions comprising the Uptown Consortium and others have invested significant funds in capital improvements over the past 10 years.
I-71 is 3 to 5 lanes in each direction with interchanges at Liberty, Reading/Gilbert, Taft/McMillan, Montgomery/Duck Creek, and Dana Avenue. All interchanges north of Reading Road are partial interchanges. There are several design exceptions within the study area including shoulder width, bridge vertical clearance, curve widening, and superelevation etc.
Traffic flow is rated on a scale of A through F with level of service (LOS) A representing free flow conditions and LOS F representing highly congested conditions. In most urbanized areas peak period operations at LOS D are considered acceptable.
Based on project traffic counts, I-71 is currently operating at LOS C and D, with the exception of the WH Taft exit and the interchange of I-71 and I-471. The heaviest mainline volumes are located southbound between the Dana Avenue and WH Taft Road in the AM Peak. US-42, as well as other arterials in the study area, experience congestion in the peak periods. Volumes on I-71 are forecast to increase approximately 17% by the 2030 plan year. The LOS of I-71 generally degrades by one letter grade with the mainline segments between the Taft/McMillan Interchange and the adjacent interchange to the north dropping to LOS E. Ramps at Taft/McMillan, Reading Road NB exit, Duck Creek Road exit, and Dana SB entrance are predicted to have an LOS of E or F.
The overall 2002-2004 accident rate for I-71 is slightly lower than the ODOT average for an urbanized interstate. The accident rates on US-42 are slightly worse than City of Cincinnati averages with some segments twice the city average.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
2. Study Area
The Part B Study area is, by and large, a subset of the large Part A Study area with some extensions to the north and south to incorporate adjacent interchange areas.
Figure 1: Project Study Area
The project study area for Part B includes I-71 from Mile Post 2.0 to 6.0, lying wholly within the municipal corporation limits of the City of Cincinnati in Hamilton County. The Cincinnati neighborhoods of Walnut Hills, Avondale, and Evanston lie within the Part B study area. The project study area lies within the transportation planning responsibility of the Ohio-Kentucky-Indiana Regional Council of Governments.
The study area is generally bounded on the west by US-42 Reading Road and Dana Avenue, on the east by US-22/SR-3 (Gilbert Avenue) and Duck Creek Road.
Please See: Figure 2, for an aerial photo map with the Part B Study area.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
The I-71 mainline is generally comprised of a cross-section with 6 to 9 lanes and a concrete median barrier. There are four interchanges within the study area, (Interchange Identification Numbers 03850 through 03880), as follows:
2.1. Interchange 03850, Gilbert Avenue/Reading Road /Liberty Street
This interchange area is comprised of three separate, partial access connections located between Milepost 1.9 and 2.5 for the following movements:
• I-471 northbound to I-71 northbound
• Gilbert Avenue (US-22) northbound to I-71 northbound
• Reading Road (US-42) to I-71 northbound
• W. Liberty Street/Reading Road (US-42) to I-471 southbound
• I-471 northbound to W. Liberty Street at Reading Road (US-42)
• I-71 northbound to northbound Reading Road (US-42) or Dorchester Avenue
• Reading Road (US-42) to I-71 southbound
• I-71 southbound to Reading Road (US-42) and Gilbert Avenue (US-22)
2.2. Interchange 03860 WH Taft Road /McMillan Street
This partial interchange is comprised of two access connections generally located at Milepost 3.2 and 3.2 for the following movements:
• I-71 southbound to westbound WH Taft Road.
• McMillan Street eastbound to I-71 northbound
(WH Taft Road and McMillan Street currently function as a one-way pair.)
2.3. Interchange 03870, Montgomery Road /Duck Creek Road
This partial interchange is comprised of two access connections generally located at Milepost 5.2 for the following movements:
• Montgomery Road (US-22) to I-71 southbound
• I-71 northbound to Duck Creek Road (connects with Montgomery Road (US-22) and Dana Avenue)
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
2.4. Interchange 03880, Dana Avenue
This partial interchange is comprised of three access connections generally located at Milepost 3.2 and 3.4 for the following movements:
• Dana Avenue eastbound to I-71 southbound
• I-71 southbound to Dana Avenue
• Dana Avenue to I-71 northbound
See Figure 13 for a sketch of the respective interchanges included in the Ohio Department of Transportation’s Straight Line Diagram of I-71.
The study area is bounded by principal and/or minor urban arterials as follows:
On the west by: Reading Road (US-42) from Liberty Street (SLM1 2.00) to the intersection with Burnet Avenue and then Burnet Avenue north to ML King Drive and following ML King Drive east to rejoin Reading Road (US-42) and then north along Reading Road to Rockdale Avenue (SLM 5.00), Rockdale Avenue from Reading Road to Victory Parkway, Victory Parkway from Rockdale Avenue to Dana Avenue and Dana Avenue from Victory Parkway to I-71.
On the east by: Gilbert Avenue/Montgomery Road (US-22/SR-3) from the I-71 (SLM 1.45) to Duck Creek Road (SLM 4.45), Duck Creek Road from Montgomery Road to Dana Avenue at I-71.
The total Part B study area is approximately 2.2 square miles.
1 SLM = Straight Line Mileage
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
3. Demographic Characteristics
Demographic characteristics provided in this section include the entire Part A Study area unless otherwise noted.
3.1. Population
Census data indicates that the Part A study area includes 43,000 residents and more than 54,000 jobs. The balance of jobs and housing helps to maintain the vibrant nature of Uptown. Many of the study area Traffic Analysis Zones (TAZs) maintain a jobs/housing balance internally, while a couple of TAZs are predominantly oriented towards employment (University of Cincinnati and Hospitals). The population of the study area overall has been declining since reaching its peak in the mid 20th century. The population decline is expected to continue through the 2030 plan year with a forecast decline in overall population of approximately 12% between 2000 and 2030.
See Table 2-1 of the Part A Existing and Future Conditions Report for additional information.
3.2. Employment
Uptown is the largest concentration of employment within the metropolitan region outside of Cincinnati’s central business district. With over 50,000 jobs, the economic activity within the overall Part A study area is a major contributor to the City of Cincinnati’s economy and tax base. Employment is primarily attributable to several major intuitions including, but not limited to, the following:
The University of Cincinnati Environmental Protection Agency
The Health Alliance of Greater Cincinnati Cincinnati Public Schools
Tri-Health Xavier University
Children’s Hospital Medical Center The Department of Veterans Affairs
Deaconess Hospital
Employment is expected to modestly increase through the 2030 plan year. Much of this employment growth is attributable to the aforementioned institution and related ancillary support clusters of business in the medical and research fields. See the Part A Existing and Future Conditions Report for additional Information.
3.3. Land Use
The current land uses for the Part B study area have been ascertained from land use code designations assigned to individual parcels by the Hamilton County Auditors office along limited field observation. There is a diverse mix of land uses from north to south
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628 within the study area. There are enclaves of both single and multifamily residential uses as well as areas of commercial, office, and light industrial enterprises. Industrial businesses are clustered along the former Conrail railroad right of way that bisects the Part B study area. Some of these properties have been adapted to alternate uses over the 30 years since the railroad suspended operations.
There is also a significant proportion of vacant and under-utilized property. The home ownership rate within the overall Part A study area is well below national averages. The Uptown Consortium among other entities has embarked on efforts to provide new and rehabilitated housing stock for a variety of demographic sectors and prices.
At selected locations within the study area, existing rights of way exceed that needed to accommodate the mainline or interchange ramps that would comply with current roadway design standards. This is particularly evident in the vicinity of Victory Parkway where a full interchange was planned but not constructed. Ramp ME from Montgomery Road to SB I-71 is much longer and circuitous than necessary and could be potentially redesigned to allow for excess right of way to be returned to the private sector or public ownership for other uses
See Figure 3 for the distribution of land uses within the Part B Study Area.
All development must comply with the standards, criteria, and procedures of the Cincinnati Zoning Code. The zoning code, §CMC (1400-1451), was most recently revised in January 2004. This update was the first comprehensive update of the code since 1963 predating the construction of I-71. The update was intended, in part, to provide land use regulations that recognized the urbanized nature of the City with its mixed uses and smaller lot sizes.
The zoning classifications within the Part B Study area generally reflect the existing land uses with a mix of residential, commercial, and industrial zones. Over half of the study area is zoned for residential uses. It is expected that with new interstate access that a change to commercial/office zoning will occur to the residual parcels likely to be redeveloped.
See Figure 4 for Cincinnati Zoning Classifications within the Part B Study Area.
3.4. Environmental Justice
Executive Order 12898 (Federal Actions to Address Environmental Justice in Minority Populations and Low Income Populations), issued February 11, 1994 requires federal agencies to identify and address disproportionately high and adverse health and environmental effects including the interrelated social and economic effects of programs, policies, and activities on minority and low income populations. Low income is defined as household income at or below the Department of Health and Human Services poverty guidelines. The 2000 poverty level for an individual is $8,794. Minority is defined as a person who is Black, Hispanic, Asian American, American Indian, or Alaskan Native. As part of OKI’s efforts to address Environmental Justice, and in accordance with OKI’s Policy for Environmental Justice dated February 2003, consideration is also given to the
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Elderly Population, People with Disabilities, and Zero-Car Households. These five populations make up the Environmental Justice (EJ) Groups as defined in OKI’s policy.
The EJ data and maps developed for this project are based on 2000 census block data for the EJ population groups within the Uptown area, specifically where the concentration of the EJ Population exceeds the regional average. Throughout the Uptown area, the EJ populations exceed the threshold for at least one of the EJ groups and many areas exceed the threshold for all EJ groups. See Figures 5 through 9 for maps detailing the exact location where the threshold is exceeded in the Uptown area.
3.5. Economic Development
The Uptown study area, when taken as a whole, is economically depressed when compared with the City of Cincinnati or the metropolitan region. Most of the parcels adjacent to I-71 were former industrial enterprises that have declined during the latter half of the 20th century. They were largely dependent on the Pennsylvania Railroad for transportation at the time of their original development. The railroad was abandoned during the 1970s and much of the former industrial property is currently underutilized or vacant. Dislocation of residents and disruption of the neighborhoods due to the construction of I-71 had a detrimental effect on the vitality of the adjacent area.
Most of the Uptown area was federally designated as an enterprise zone for targeted community redevelopment efforts in 1997. The City of Cincinnati has established several district-wide Tax Increment Financing (TIF) Districts within the study area with the intent of funding infrastructure improvements to serve the potential redevelopment, (see Figure 10).
During the past 5 years, several community urban redevelopment corporations have been formed with support of major Uptown institutions to spur a variety of mixed-use redevelopment. This study has identified over 25 major economic development projects in the study area with new housing and employment opportunities. Cincinnati Children’s Hospital Medical Center and the University of Cincinnati have been designated as recipients of the Governor’s Third Frontier funding to promote research and technology transfer. These activities would be directly served by improvements to access with I-71. Additionally, vacant or under-utilized parcels located between Reading Road and Gilbert Avenue would become significantly more attractive to prospective developers for commercial and residential redevelopment.
The University of Cincinnati and the major healthcare institutions have established the Uptown Consortium to coordinate and foster a wide variety of economic development initiatives in the study area. The Consortium has recently begun a feasibility study for a major research campus to be located in the study area. The lack of direct full service interstate access to serve the desired high-density redevelopment of the study area is viewed as a limiting factor on the scale and desirability of potential development. The I-71 corridor has experienced significant redevelopment at its interchanges throughout its entire length in Hamilton County except those within the Uptown study area.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
There is a significant portion of the Uptown area’s driver population that is not comprised of regular commuters or residents. These drivers consist of visitors, customers, tourists, patients, and other transient populations that patronize the University of Cincinnati, the various hospitals, Cincinnati Zoo & Botanical Garden, and neighborhood business districts. For the institutions and neighborhood business districts to remain competitive on a regional level, interstate access must be perceived to be at least adequate when compared to suburban locations with higher visibility and more direct egress.
3.6. Regional Travel Patterns
The daytime population of the Uptown area is more than twice the permanent population. A basic screen line evaluation of 2005 Average Weekday Daily Traffic indicates that there are approximately 300,000 daily vehicle trips into and out of the study area. With six operating emergency rooms in the Uptown Area, there were over 13,000 trips to emergency facilities in 2003. Uptown is located on a rolling plateau at an elevation some two to four hundred feet higher than adjacent neighborhoods to the south, east, and west. The rolling topography inhibits connectivity to the surrounding neighborhoods and in particular with the central business district.
Regional access to the north and south is provided by Interstates I-71 and I-75 located at the east and west extents of the study area. There are no regional east-west facilities serving the study area. The lack of regional transportation facilities serving the heart of the study area results in the use of local street network by commuters to reach destinations noted above.
See Part A Existing and Future Conditions Report for additional information concerning regional travel patterns to and from the Uptown Area.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
4. Environmental Characteristics
4.1. Natural Environment
There are three federally listed endangered species in the study area: Indiana bat, bald eagle, and running buffalo clover. Although this is a heavily populated urban area, there still are numerous trees that could be designated as potential Indiana bat habitat. The extent of the habitat for this species and the others would be determined later in the project development process as alternates are selected. There are no aquatic species in the study area, as there are not any streams or lakes present to support them. Detailed information on other non-endangered or threatened terrestrial species will also be determined later in the project development process.
No blue line streams are within the study area, although groundwater may occur in unconsolidated sand and gravel within 50 feet of the ground surface. Locally, shallow groundwater flow direction likely follows topography, generally towards intermittent streams and the Ohio River. Although no principal or blue line streams are in the area, ephemeral steams do exist. It will be determined later in the project development process whether these streams are jurisdictional and whether impacts are likely to occur and a permit would be required. No federally inventoried wetlands are within the study area limits; however, a detailed determination of jurisdictional and isolated wetlands would be conducted later in the project development process.
4.2. Cultural Resources
Within the study area, there are seven historic structures and one historic district, Peebles Corner, listed in the National Register of Historic Places (NRHP). The locations of these resources are identified in Figure 5 of the Red Flag Summary. The historic resources are not limited to only those listed in the NRHP, as any resource considered to be “eligible” for the National Register is also protected under Section 106 of the National Historic Preservation Act. Most structures within the study area meet the first condition of eligibility being over 50 years old. Eligibility determinations will need to be done to determine, and avoid, impacts to eligible structures as alternates are developed. No known archaeological resources are within the limits of the study area. There are four cemeteries near the boundary of the study area and the locations of these are shown in Figure 5 of the Uptown Red Flag Summary Report.
4.3. Community Facilities
There are ten public recreational facilities within the study area. They are Eden Park, Evanston Playground, Fechheimer Park, Hauck Botanic Gardens, Highland Avenue Open Space, Hoyles Park, Ida Street Viaduct, Losantiville Triangle, Stowe Park, and Victory Park. The locations of these facilities are noted on Figure 4 of the Red Flag Summary.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Two high schools, Dohn Community High School and Walnut Hills High School, are located within the Study Area. The Union Institute, a privately operated post-secondary educational institution is located within the study area as well. There are no elementary schools located within the study area.
Numerous places of worship are located with the study area. Please refer to Figure 6 of the project Red Flag Summary Report for the specific location of these places of worship.
4.4. Geotechnical Characteristics
The study area lies within the Till Plains section of the Central Lowland Physiographic Province. The area is characterized by rolling glacial uplands with steep hillsides along current or former streams. Surface features along the subject corridor have been greatly influenced by Illinoisan-age glacial activity. Subsoils in the study area generally consist of glacial till and outwash material comprised primarily of clay. The thickness of the glacial till in the study area is generally less than 50 feet. The glacial till is underlain by shale and limestone of Middle- and Late-Ordovician-age. The U.S. Geological Survey (USGS) topographic map of the Cincinnati East, Ohio quadrangle indicates that elevation ranges between approximately 600 to 750 feet above mean sea level along the I-71 corridor in the study area, with higher elevations occurring towards the north (USGS, 1961). See Figure 11 for Soil Classifications in the Part B Study Area.
The most prominent geotechnical concern in the Part B Study Area is landslide susceptibility. See Figure 12 for a map of potential landslide susceptibility provided by the City of Cincinnati. Two minor slides were repaired south of the Duck Creek Rd. exit during 1995 by applying shotcrete to the affected cut slope along northbound I-71.
Topography in the area is generally hilly, with the steepest slopes occurring along each side of I-71 and near intermittent streams. The I-71 corridor between Liberty (south) and Dana (north) Avenues is generally sloped in the southbound direction of traffic. The most significant slopes occur from Liberty Avenue to approximately 1.5 miles north towards Taft Avenue, where gradient is expected to be highest (USGS, 1961). The southern portion of the study area is located in area of uncontrolled man made fills. Most of the bridge and retaining wall structures within the study area are founded on steel H piles driven to rock at a depth of 20 to 40 ft.
4.5. Highway Traffic Noise
During April 2006, the FHWA published a paper describing the current three-part approach utilized in an effort to abate highway traffic noise in the United States. The three parts are: Noise-compatible development through effective land use planning and control (responsibility of local jurisdictions), control of noise emissions from the vehicles themselves (responsibility of private industry), and source control (responsibility of Federal, State, and local governments). The FHWA has established noise standards for different types of land use activities adjacent to highways. These standards require that for certain types of federally aided highway projects, states must conduct noise analyses to identify potential highway traffic noise impacts. If impacts are identified, noise
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Measurement of existing ambient noise levels in the study area has not been performed as part of this project. The land uses in the study area include several sensitive noise receptors that could warrant possible abatement measures. If access improvement projects are recommended for further development, analysis of traffic and construction noise impacts will be undertaken during future steps of the Project Development process.
4.6. Air Quality
In 1990, Congress amended the National Clean Air Act (CAA) to address the Nations air pollution problems and to require coordination of federal transportation funding with efforts to meet the provisions of the act to improve air quality. The CAA established National Ambient Air Quality Standards for five pollutants: ozone, particulate matter, sulfur dioxide, nitrous oxides, and carbon monoxide. These pollutants are components of vehicle or “mobile source” emissions thus transportation projects increasing the capacity of the region’s roadway networks are required to conform to meet the standards for these pollutants.
Subsequent amendments to the CAA revised how the United States Environmental Protection Agency (USEPA) designates non-attainment areas for ozone, carbon monoxide, and fine particulate matter (PM2.5) and how areas are to be classified depending on the severity of their respective failure to meet these standards.
The USEPA designated Hamilton County, Ohio, as part of the overall metropolitan region, as a non-attainment area for annual fine particulate matter (PM2.5) and ozone in 2004. Plans and programs required to meet new interim conformity requirements of 8- hour standard will to be finalized by 2007.
OKI, as the regional Metropolitan Planning Organization (MPO), is responsible for the air quality conformity determination for the region’s Long Range Transportation Plan and Transportation Improvement Program.
Potential access improvement projects providing additional capacity to the roadway network will require analysis by OKI to determine the effect of the respective project’s mobile source emissions on the region's conformity with the provisions of the CAA. It should be noted that a new full service interchange located at I-71 and East ML King Drive is included in the OKI Long Range Transportation Plan and has been incorporated into prior air quality conformity analysis.
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4.7. Hazardous Materials
Approximately 56 potential hazardous materials sites exist in the study area including registered UST/LUST sites, RCRA-SQG sites, and unregistered sites such as back yard auto repair facilities. Also, offices and manufacturing facilities using regulated testing and monitoring equipment are present in the study area. See Figure 3 of the project Red Flag Summary Report for more information on the location and names of these potential hazardous materials sites within the study area.
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5. Existing Plans and Projects
5.1. OKI Plans and Projects
5.1.1. OKI 2030 Long Range Transportation Plan
OKI, as the regional MPO, is responsible for maintaining and updating the region’s long range transportation plan. The current long range transportation plan, most recently updated in 2004, serves as a guide documenting the transportation needs of the metropolitan region through the year 2030.
Goals of the plan are as follows:
• Improve travel safety
• Improve accessibility and mobility options for people and goods
• Protect and enhance the environment
• Enhance the integration and connectivity of the transportation system
• Promote efficient system management and operation
• Emphasize the preservation of the existing transportation system
• Support economic vitality
The plan identifies both general and specific needs for mitigating congestion and improving air quality while meeting fiscal constraints of expected funding.
The following are recommended projects to add capacity to the roadway network within the study area that are incorporated into the fiscally constrained long-range plan.
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Table 1 OKI 2030 LRTP Fiscally Constrained Projects
Cost No. Location Description Millions $
Restrict I-471 NB from Reading Rd. 631 IR 71 I-471 to Reading Rd exit; evaluate freeway mgmt system & 2.0 eliminate left entrance/exits. IR 75 Interchanges at 636 Hopple, I-74, and Upgrade interchanges 101.0 Mitchell Ave. 692 IR 71 ML King Blvd. New interchange 35.0 Western Hills Viaduct Access 698 Western Hills Viaduct 13.3 modification
The following projects have been identified as long range needs within the study area but are not incorporated into the fiscally constrained long range plan. In addition to the projects in table 2, implementation of light rail transit service is recommended in corridors within the study area.
Table 2 OKI 2030 Transportation Plan (Appendix B) Additional Projects
Cost Facility Location Description Millions $ Cincinnati Zoo Vine St. Parking & Transit 2.0 Dana Avenue Victory Parkway to IR-71 Add 2 lanes 19.0 Street Car as Uptown/Downtown TBD defined in Regional 61.0 Connector Rail Plan Nixon St. to Vine Street Add 1 lane 4.0 Erkenbrecher Ave.
5.1.2. OKI Transportation Improvement Plan
The OKI Transportation Improvement Plan (TIP) is a short range (4 years) plan revised on a 3-year cycle with ongoing amendments as needed. It provides a listing, by county, of all federally assisted highway and transit improvements that are contemplated by municipal, county, or state governments or transit authorities and is fiscally constrained to meet expected sources of transportation funding.
The OKI FY 2006-2009 TIP is a compilation of highway and transit projects in the Ohio, Kentucky, and Indiana portions of the OKI region that are scheduled to receive state
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628 and/or federal funding. The document was adopted by the OKI Executive Committee on April 14, 2005. There are six roadway projects included in the OKI FY 2006-2009 TIP.
Table 3 OKI FY 2006-2009 TIP
Estimated No. Facility Location Description Cost ($) Between Eden Park Gilbert 78010 Drive and E. Streetscape $844,000 Ave McMillan St. Reconstruction/Rehabilitation M.L. Woodside Place to 24485 and Intersection $6,240,000 King Vine St. Improvement Bridge over Vine Street from 77706 Vine St. Pedestrian Bridge $1,100,000 Erkenbrecher to the Zoo's parking lot. From 0.1 mile N of Study the corridor for access Harrison Ave. to 0.1 improvements. Work includes 76257 IR-75 $159,460,000 miles S of Paddock major rehabilitation of Rd. pavement. I-71 over Eden Park Paint Structural Steel 24954 IR-71 $1,428,000 Drive Bridge No. HAM71-0243
5.2. ODOT Plans and Projects
5.2.1. HAM 75 2.30 Mill Creek Expressway
This preliminary engineering project is evaluating capacity enhancements to the I-75 mainline from the Western Hills Viaduct to Paddock Road at the western border of the Uptown Area. The project also includes the development of recommended alternatives for the reconstruction of the I-75 Interchanges serving Uptown located at Hopple Street, I-74/Central Parkway, and Mitchell Avenue.
Two significant issues regarding I-75 access remain to be resolved as of June 2006.
The intersection of Hopple/ML King Drive/Central Parkway may or may not be grade separated as part of this project.
Local access to Central Parkway (US-27/127) from I-74 may not be maintained in the future, thus redirecting this traffic flow north to Mitchell Avenue or south to Hopple Street.
The project is currently in Step 6 of the ODOT Major Project Development Process. The current phase of the project is scheduled for completion in late 2006 when preferred alternatives are advanced for the mainline and interchanges.
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5.2.2. HAM 71/75 0.000.22 Brent Spence Bridge
This project is evaluating capacity and safety enhancements to I-71/75 from the Western Hills Viaduct (Harrison Avenue) south to Kyles Lane in Kenton County, Kentucky. This includes the potential replacement or rehabilitation of the Brent Spence Bridge carrying I-71/75 over the Ohio River.
Alternatives for modification of the I-75 interchange serving Harrison Avenue would provide new direct access from I-75 to Central Parkway and McMillan Street. If such access is provided in the future, it may alter the current distribution of traffic flow in the Uptown Study area south of ML King Drive. The project is currently in Step 4 of the ODOT Major Project Development Process; it is anticipated that a preferred alternative for the interchange will be determined in late 2007.
5.2.3. Miscellaneous Maintenance Projects
Besides the two major preliminary engineering studies for I-75 in the Uptown Area, there are a number of smaller maintenance projects included in the ODOT District 8 work plan including the re-paving of US 42 (Reading Road) and US-22 (Gilbert Avenue) within the City of Cincinnati.
Additionally the superstructure of Bridge HAM 71-0243 which carries I-71 over Eden Park Drive and Florence Avenue will be painted at an estimated cost of $1.5 Million.
5.3. Community Plans and Projects
5.3.1. Community Tax Increment Financing Districts
TIF provides local governments with a way to fund public infrastructure improvements (such as roadways, bridges, ditches, water, and sewer lines) that are associated with new development. Municipalities in Ohio are provided authority to redirect funds for such improvements through Ohio Revised Code (ORC) 5709.40-5709.43. The legislation enabling the use of this tool in Ohio provides for a sunset date of June 30, 2007.
The City of Cincinnati has established several community-wide TIF Districts within the study area including, Walnut Hills, Evanston, Over the Rhine, Corryville, and Avondale.
Please see Figure 10 for more information on the boundaries of the TIF districts.
5.3.2. The Clifton Heights Urban Renewal Plan
The Clifton Heights urban renewal plan encompasses a 20-block area from Vine Street to Ravine Street (east/west) and from Calhoun Street to Lyon Street (north/south). The study is divided into two parts: Part I establishes guidelines for redevelopment, and Part II establishes guidelines for streetscape improvements. Demolition and construction of new commercial and residential uses has begun in the western end of
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5.3.3. Evanston 5-Points Urban Renewal Plan
The Evanston Community Council completed a neighborhood business district urban renewal plan in 1998. This plan centered on the adaptive reuse of vacant or underutilized properties in the vicinity of the intersection of Dana Avenue and Montgomery Road. The limits of the Urban Renewal Area were amended in 2006 to include a new private office development, see Section 6.5.1 below. The City of Cincinnati has allocated $2.0 Million towards revitalization of the Evanston Neighborhood Business District in its approved 2005-2006 biannual budget.
5.3.4. Corryville/University Village Urban Renewal Plan
This urban renewal plan was conducted by the Corryville Community Council to address deteriorating condition of the University Village Business district centered on Vine Street between WH Taft Road and ML King Drive. It was adopted by the City of Cincinnati in March 2005. The plan makes several recommendations including implementation of mixed-use commercial and residential development. It also includes recommendations for improvements in accessibility to the area by reconnecting Vine Street from its terminus at Calhoun to McMillan Streets and for an improved bus transfer facility in the area to serve the Business District and the University of Cincinnati.
5.3.5. Avondale Vision Plan 2005
This community vision plan addresses strategic goals to address housing, economic development, land use, human services, public facilities, and public safety. It was developed under the auspices of the Avondale Community Council in 2005.
5.3.6. Burnet Avenue Urban Renewal Plan
This plan has been developed under the auspices of the Uptown Consortium and the Avondale Community Council. The proposed study area is bounded approximately by Forest Avenue to the north; Harvey Avenue to the east; Erkenbrecher Avenue to the south; and Wilson Avenue to the west, as shown on the attached map.
The City of Cincinnati conducted an eligibility study (blight study) for the area which concludes that the number, degree, and distribution of factors documented in the report warrant the designation of the area along Burnet Avenue bounded by Forest, Harvey, Erkenbrecher, and Wilson Avenues as a “Blighted Area” pursuant to Chapter 725 of the CMC.
Overall, the revitalization strategy addresses the desire for new retail, new infill housing, new office space, new public spaces, additional parking, and the need to address safety concerns.
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5.4. Institutional Plans
5.4.1. Uptown Crossings
Uptown Crossings (an Urban Community Redevelopment Corporation) has completed a land use Masterplan for the area bounded by Vine Street, Jefferson Avenue, and Ruther Avenue. Revitalization of the Uptown Crossings area is envisioned to provide new housing, office, service, and retail spaces catering to the university and institutional communities. A centerpiece of this development will be a new visitor parking facility and pedestrian bridge over Vine Street to serve as the primary gateway to the Cincinnati Zoo and Botanical Garden. It will also feature an off-street bus loading and transfer location. The project has been awarded approximately $2.0 Million in Federal Transit Administration (FTA) funding to assist with multimodal infrastructure.
5.4.2. Uptown Consortium Strategic Opportunity Plan
The Uptown Consortium produced a strategic Opportunity Plan in December 2004 that provides a comprehensive set of issues and opportunities to improve the Uptown Area. This study focused on the following areas:
• Neighborhood Definition/Identification • Transportation • Public Safety • Housing • Retail • Economic Inclusion
Of particular importance to the Uptown Transportation Study is the Transportation and Urban Design Portion of the study which identifies the following “strategic opportunities” for addressing Uptown’s transportation needs.
• Strengthen and reinforce the existing urban grid
• As part of institutional planning, create better access to and through large institutional campuses, superblocks and parks
• Explore the feasibility of reconnecting Short Vine with Vine Street
• Extend Calhoun/Clifton Heights momentum to the Short Vine corridor and create continuous “walkable zones”.
• Establish the southern end of Short Vine at Calhoun as a key gateway to Uptown.
• Make ML King intersections a safe and legible urban place for pedestrians and cars
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• Improve regional access to Uptown through a reevaluation of the proposed ML King 1-71 Interchange and improved wayfinding for I-75 access.
• Establish the opportunity for a balanced, multi-modal transportation system that unifies Uptown.
The Uptown Consortium is one of the Implementation Partners (IP) and is exploring these opportunities further through more detailed study in Parts A and B of this project.
5.4.3. Uptown Consortium Research Park
The Uptown Consortium has retained consultants to prepare a feasibility study of the potential for developing a major research and related commercial ventures park in Uptown.
The study will focus on:
• Assessing market demand for the research capabilities in Cincinnati particularly among the members of the Uptown Consortium, Inc.;
• Evaluating the financial viability of developing and sustaining a research and related commercial ventures park in Uptown;
• Identifying suitable organizational and management models; and
• Specifying physical infrastructure requirements.
Recommendations for potential access improvements on I-71 will need to address the impacts of such a major research park if it were planned for implementation. The Uptown Consortium anticipates that its findings will be made public in late 2006.
5.4.4. University of Cincinnati Campus Masterplan
The University of Cincinnati embarked on a major effort to unify its campus environment during the early 1990s by developing a comprehensive campus master plan for both the West Academic Campus and East Medical Campus. Since the plan has been implemented, over 15 major building projects with an investment over $1 billion have brought world renowned architects together to create a dynamic academic and residential environment. This effort is focused on making the campuses pedestrian friendly with extensive landscape architectural features, to tie individual facilities together, and to increase the quality of life for students living on or near campus.
5.4.5. SORTA MetroMoves Plan
The Southwestern Ohio Regional Transit Authority (SORTA) undertook a planning study for the major expansion of bus transit service throughout southwest Ohio as well as long range implementation of a regional rail transit system in 2002. A ballot issue to raise
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Hamilton County’s sales tax to fund a portion of the recommendations was defeated in November 2002.
The plan proposed several new cross-town bus routes and the development of a network of interconnected transit hubs. SORTA introduced direct Uptown Service on its Routes 24, 39, and 75 in 2004 following completion of this study, and has begun development of suburban transit hub facilities in Anderson Township and Union Township, Clermont County.
The MetroMoves plan recommended development of transit hubs at Peebles Corner in Walnut Hills, in Avondale along Reading Road north of Dana Avenue, at Dana Avenue between Ledgewood and Montgomery Road, and at a non-specific location in Uptown near the University of Cincinnati.
The MetroMoves plan also provides recommendations for a “Value Engineered” alignment for implementation of light rail transit service in the I-71 Corridor and for additional light rail transit service to serve eastern and western portions of the region that would converge at a rail transit hub near Xavier University at the Dana Avenue and Ledgewood Street Intersection. The combined LRT services would use tracks along SORTA-owned former Conrail rights of way along I-71 to the Central Business District. This rail right of way is located within the project Part B Study area and would likely be impacted by proposed interstate access improvements.
An Uptown/Downtown Streetcar alignment is also recommended that would connect Government Square with the University of Cincinnati, the Cincinnati Zoo, and the medical center complex before terminating in the vicinity of I-71 and ML King Drive to facilitate a connection to the proposed light rail transit service described above.
5.5. Private Plans and Projects
5.5.1. Keystone Parke
A private developer (Neyer Properties) with cooperation of the Evanston Community Council is planning a major office development “Keystone Parke” to be located west of I-71 between Dana and Realistic Avenues. The project would comprise three mid-rise office structures totaling 460,000 SF. Also included in the project would be the renovation and reconstruction of the adjacent Evanston Playfield. This project will have a significant impact on traffic volumes in the immediate vicinity of the Dana Avenue Interchange. The developer has initiated contact with the Ohio Department of Transportation to conduct an Interchange Modification Study of the Dana Avenue Interchange in order to allow direct access from the development to the entrance ramp to southbound I-71.
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6. Roadway Network
6.1. I-71
I-71 within the study area extends from SLM 2.0 (Liberty Street) to 6.0 (Dana Avenue).
The number of travel lanes on I-71 varies from three to five with numerous entrance and exit ramps. There is a center median barrier wall throughout the entire study area. Roadway lighting is provided throughout the study area.
The typical cross sections for the northbound and southbound directions are more fully described below:
Northbound:
At the southern end of the study area, I-71 is three lanes in both directions. There are three successive entrance ramps on the right: I-471, Gilbert Avenue, and Reading Road. Between the I-471 entrance and the Gilbert Avenue entrance, a left hand exit provided for I-71 NB access to Reading Road NB, or Dorchester Avenue. At the Gilbert Avenue entrance ramp, a fourth lane is added and at the Reading Road entrance ramp, a fifth lane is added and continues up hill to a location north of WH Taft Road where the section begins to taper back to a four lane section. A single lane entrance ramp from a partial interchange at McMillan Street enters on the right between WH Taft Road and Oak Street, which continues the fifth lane as an acceleration lane to a point south of ML King Drive. A single lane exit is located at Duck Creek Road with the fifth lane added again as a deceleration lane at a point north of Victory Parkway. North of this exit, the section remains 4 lanes to the north end of the study area.
Southbound:
At Dana Avenue, I-71 is four lanes wide and remains so throughout the study area until reaching the two lane exit ramp to Reading Road and Gilbert Avenue where there is a lane drop to three lanes which are maintained south of the I-471 exit. There are two single lane entrance ramps from Dana Avenue and Montgomery Road; the latter entrance ramp is approximately 4,300 feet in length and follows a circuitous route originally intended to allow for braiding of a southbound exit ramp to Victory Parkway, which was not constructed. The other ramps include a single lane exit to WH Taft where a fifth lane for deceleration is added beginning at ML King Drive and an entrance from Reading Road/Florence Avenue.
6.1.1. Geometric Design Exceptions
Geometric design exceptions on I-71 are minor and reflect changes in the AASHTO geometric design standards over the last 30 years, which have increased shoulder widths as well as horizontal and vertical clearances.
The ramps at most of the interchanges do not meet design criteria for several features including reduced vertical and horizontal curve lengths with associated reduced stopping
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Table 4 I-71 Design Exceptions
All Design Exceptions are in Reference to the ODOT Location and Design Manual Volume 1, January 2005
Curve Widening Sect. 301.1.3; Fig. 301-5a, -5b, -5c Milepoint Length (mi) Required Widening (ft) Existing Widening (ft) 1.93 0.14 2.00 0.00 2.27 0.14 2.00 0.00 2.61 0.02 2.00 0.00 3.15 0.09 2.00 0.00 3.70 0.28 2.50 0.00 4.70 0.16 4.00 0.00 5.77 0.31 2.00 0.00
Shoulder Width Sect. 301.2.3, 303.1; Fig. 301-3, 301-4, 303-1 Milepoint Required width (ft) Existing width (ft) Right Shoulder Entire Project 12' 10' or less Median Shoulder Entire Project 12' 10' or less
Stopping Sight Distance Sect. 201.2; Fig. 201-1, 203-3, -4, -6, -7 Milepoint Length (mi) Required SSD Existing SSD 4.70 Northbound 0.08 495' 454'
Spiral Requirement for Horizontal Curves Sect. 202.5 Milepoint Length (mi) 1.93 0.15 Indicates locations where spiral curve is 2.19 0.18 required, but is not present. Requirement 2.54 0.13 is for new alignment or substantial 2.93 0.12 modification to existing alignment. 3.69 0.28
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6.1.2. Pavement Condition Ratings
The pavement of I-71 within the study area was originally placed in the early 1970s with a portland cement concrete and overlaid with asphalt during a1995-1996 general rehabilitation project.
The pavement conditions on I-71 within the study area are good to very good. Pavement Condition Ratings (PCR) for I-71 have been provided by the Ohio Department of Transportation as shown in Table 5 ODOT Pavement Condition Ratings
According to ODOT Pavement Standards, a PCR below 65 is deficient, a rating between 75 and 90 is good and a rating above 90 is very good. See Figure 14 for the pavement history of I-71.
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Table 5 ODOT Pavement Condition Ratings
Nlf_ID Log Begin Log End Length Direction No Lanes PCR PCR Date SHAMIR00071**C 1.51 1.99 0.48 DOWN 6 95 12/17/03 SHAMIR00071**C 1.99 2.19 0.2 DOWN 6 95 12/17/03 SHAMIR00071**C 2.19 2.33 0.14 DOWN 6 95 12/17/03 SHAMIR00071**C 2.33 2.75 0.42 DOWN 8 95 12/17/03 SHAMIR00071**C 2.75 2.93 0.18 DOWN 9 95 12/17/03 SHAMIR00071**C 2.93 3.2 0.27 DOWN 9 95 12/17/03 SHAMIR00071**C 3.2 3.33 0.13 DOWN 9 95 12/17/03 SHAMIR00071**C 3.33 3.39 0.06 DOWN 9 95 12/17/03 SHAMIR00071**C 3.39 3.81 0.42 DOWN 8 95 12/17/03 SHAMIR00071**C 3.81 5.27 1.46 DOWN 8 95 12/17/03 SHAMIR00071**C 5.27 6.18 0.91 DOWN 8 96 12/17/03 SHAMIR00071**C 1.51 1.99 0.48 UP 6 93 12/17/03 SHAMIR00071**C 1.99 2.19 0.2 UP 6 93 12/17/03 SHAMIR00071**C 2.19 2.33 0.14 UP 6 93 12/17/03 SHAMIR00071**C 2.33 2.75 0.42 UP 8 93 12/17/03 SHAMIR00071**C 2.75 2.93 0.18 UP 9 90 12/17/03 SHAMIR00071**C 2.93 3.2 0.27 UP 9 90 12/17/03 SHAMIR00071**C 3.2 3.33 0.13 UP 9 90 12/17/03 SHAMIR00071**C 3.33 3.39 0.06 UP 9 90 12/17/03 SHAMIR00071**C 3.39 3.81 0.42 UP 8 90 12/17/03 SHAMIR00071**C 3.81 5.27 1.46 UP 8 91 12/17/03 SHAMIR00071**C 5.27 6.18 0.91 UP 8 96 12/17/03
As of October 22, 2004 from the Ohio Department of Transporation Directions: Up = Northbound Down = Southbound
6.1.3. Bridge Rating Reports
All I-71 bridges are regularly inspected by ODOT in accordance with Section ORC 5501.47, and with the Code of Federal Regulations, Part 650.307. These state and federal requirements provide for regular and systematic inspection of bridges on, under, or over public highways and streets in the interest of public safety and protection of the public investment in such structures.
These requirements establish the areas of responsibility of various authorities regarding inventory requirements, frequency of inspection, qualifications of inspectors, and recording of inspections. ODOT has provided bridge inspection reports for the I-71 bridge structures between Liberty Street and Dana Avenue. The bridges are generally steel rolled beams or plate girders on reinforced concrete substructures. Most bridges are supported on steel H pile foundations.
The mainline bridges carrying I-71 over Eden Park Drive, Florence Avenue, and Reading Road are scheduled to have the steel superstructure repainted in the next 4 years. The general appraisal bridge ratings for the study area are provided below in. The general
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appraisal ratings are an overall indicator of the bridge’s condition on a scale from 1 to10 with 10 being best.
Table 6 Bridge General Appraisal Ratings y (Feet) Year Built Year Inspected Date Inspected General Appraisal Feature Intersected Feature Special Designation Special Overal Length (Feet) Length Overal Straight LineMileage TotalNumber of Spans Maximum Length Span Deck Area (Square Feet) Inspection Responsibilit Inspection Structure File NumberStructure File County Route 3106659 HAM 71 1.97 W US 22 to I-71 1976 8 11/26/2003 14,280 3 118 280 State 3106667 HAM 71 1.97 US 22 to I-71 NB 1969 8 11/26/2003 22,800 3 118 285 State 3106683 HAM 71 2.07 NB I-471 to Liberty Street 1976 8 11/26/2003 26,320 3 119 329 State 3106721 HAM 71 2.26 Elsinore Place 1970 7 11/19/2003 17,143 3 89 217 State 3106756 HAM 71 2.33 US 42 to I-71 NB 1970 7 11/19/2003 13,140 3 141 365 State US 42; Eden Park 3106780 HAM 71 2.48 L Entrance 1970 7 11/17/2003 37,750 7 143 755 State Eden Park Entrance; 3106802 HAM 71 2.48 R Florence Avenue 1970 5 11/17/2003 94,956 13 134 1158 State 3114236 HAM 71 2.94 McGregor Avenue 1972 7 11/17/2003 15,650 3 106 313 State 3114260 HAM 71 3.20 McMillan Street 1972 8 11/13/2003 12,648 3 90 204 State 3114295 HAM 71 3.22 E Relief 1972 8 11/13/2003 4,640 3 60 160 State 3114325 HAM 71 3.32 William Howard Taft Road 1972 7 11/13/2003 19,372 4 123 334 State 3114368 HAM 71 3.44 Oak Street 1972 7 11/13/2003 16,306 3 110 263 State 3114392 HAM 71 3.67 Lincoln Avenue 1972 8 11/13/2003 14,580 3 91 243 State 3114422 HAM 71 3.81 Martin Luther King Jr. Dr. 1972 7 11/12/2003 57,974 8 104 707 State 3114481 HAM 71 4.03 Fredonia Avenue 1972 7 11/12/2003 15,138 2 131 261 State 3114538 HAM 71 4.27 Blair Avenue 1972 7 12/8/2003 46,980 10 119 810 State 3114562 HAM 71 4.50 Victory Parkway 1972 5 11/10/2003 32,708 2 111 221 State 3114600 HAM 71 5.05 Woodburn Avenue 1972 7 11/10/2003 18,560 4 99 320 State 3114643 HAM 71 5.51 Trimble Avenue 1972 7 11/10/2003 10,962 2 92 189 State
This list does not include abandoned railroad bridge structures nor Lincolne Ave. or McMillan Street Structures inspected by the City of Cincinnati
See Figures 15 and 16 for maps illustrating the locations of bridges with vertical clearance less than the current 16’ X 6” standard.
Two city bridges in the study area, McMillan Street over Reading Road and Lincoln Avenue over the former railroad right of way both received a general appraisal rating of 7 during 2004-2005.
The Lincoln Avenue bridge is scheduled for a new concrete deck overlay during the next 4 years.
6.1.4. Signage
A comprehensive review of existing signage and wayfinding has been undertaken for the entire Part A study area. See the Part A Existing and Future Conditions Report for more information.
Uptown is bounded on the west by I-75 and the east by I-71. Both interstates serve primarily as north-south transportation corridors with several partial-access interchanges serving Uptown. Additionally, I-74, which terminates at I-75 and Central Parkway at the western edge of Uptown, provides a transportation corridor to Western Hamilton County.
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Terminating at I-71 south of Uptown, I-471 provides the primary access to Uptown from Campbell County and Eastern Hamilton County.
Currently, there is no directional signage on either I-74 or I-471 for Uptown or specific Uptown destinations. Advance information should be provided to motorists so they can plan their route. For example, the Zoo would prefer that motorists coming in from the West, on I-74, take I-75 north to the Mitchell exit. This information must be posted on I-74 with enough advance notice to allow drivers to position themselves in the correct lane.
There is some directional signage on Interstates 75 and 71 but some adjustments to the existing signage could improve current conditions. There is no directional signage for northbound I-75 between the Ohio River and the Hopple Street Interchange or for northbound I-71 between the Ohio River and the Montgomery Road/Duck Creek Interchange.
During field review of the existing signage on I-71, it was noted that there are several signs in the southbound direction between Montgomery Road and Dorchester Street that are out of sequential order. Some of the current signage was erected after the last general rehabilitation of this portion of I-71 in 1995/96. This was primarily done to assist motorist with ongoing work during the reconstruction of Fort Washington Way during 1999-2001.
Signs on the southbound exit to US-42 Reading Road/Gilbert Avenue refer to the Stadium/Coliseum on the riverfront and are outdated at this time. New directional signage for the riverfront and central business district appear to be needed.
Hospital trailblazing signs “D9-2” are inadequate to direct motorists to their respective designations given that six major hospitals are located within the study area. Members of the IP have expressed concern over the adequacy of the hospital guide signs at the I-71 exits and on the arterial network. Signing for hospitals is regulated by the Ohio Manual of Uniform Traffic Control Devices (OMUTCD) Section 2D.44 for surface streets, and OMUTCD Section 2E.51 for freeways and expressways. Section 200 of the ODOT Traffic Engineering Manual does not allow for the name of the individual hospitals to be included with trailblazing sign, but it does appear that consideration should be given to the unique concentration of hospitals in the study area.
Similarly, the interstate trail blazing signage directing motorists to and from interstate access points appears to be incomplete and misleading.
6.1.4.1. Lytle Tunnel Hazardous Cargo Ban
There are two regulator warning signs located along I-71 SB in the study area that say the following "Tunnel Ahead - Hazardous Cargo Laws Enforced" This signage was erected in response to a City of Cincinnati request following a tanker truck fire in the Lytle Tunnel in 1992. However there are no portions of I-71 in Hamilton County that are included in the National Hazardous Materials Route Registry and no formal
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This is an issue of regional impact beyond the Uptown Transportation Study but three items have relevance to the Uptown Study.
• Should the current signage be maintained, eliminated, or replaced with signage in accordance with the current MUTCD?
• If hazardous cargo is prohibited in the Lytle Tunnel will it have any significant impact on the classification of traffic volumes on I-71 within the study area?
• Should signage for alternative routes be established assuming hazardous cargo is prohibited in Lytle Tunnel and what effect might this diverted truck traffic have on current and future traffic patterns?
6.2. US-42
US-42/Reading Road is the primary arterial road within the Part B Study area. Reading Road has a typical cross-section of 4 to 6 lanes with a directional bifurcation between Elsinore Place and Dorchester Avenue. It generally parallels I-71 from Liberty Street to Victory Parkway where it makes a turn to the north-west. Within the Study area, US-42 starts at Milepost 2 near Liberty Street and ends at Milepost 5 near Rockdale Avenue. The average daily traffic (ADT) on US-42 varies from 18,000 to 36,000 with the heaviest volumes being between Liberty Street northward to its intersection with Burnet Avenue. This segment of US-42 experiences congestion in the peak hours. Intersections at Liberty, WH Taft, and ML King Drive are also operating at capacity with an LOS of D or worse. Reading Road is home to Avondale’s neighborhood commercial district and serves as the primary gateway to the Uptown area for travelers to and from the south, including I-471.
6.3. US-22/SR3
US-22/Gilbert Avenue/Montgomery Road is a four-lane arterial road with a pavement width of 56 to 70 feet. Within the study area, US-22 begins at Mile Post 1.7 where Gilbert Avenue crosses under I-71 to the east and proceeds to Mile Post 4.50 where Montgomery Road passes back over I-71 to the west. It serves as a primary north south arterial paralleling I-71 throughout most of its length. The City of Cincinnati is currently in the design phase for a major streetscape project for the portion of Gilbert Avenue from Eden Park Drive to McMillan Street.
The ADT on US-22 ranges from 10,000 to 15,000 a day (about half of US-42). It is also home to Peebles Corner Historic District and Walnut Hills’ historic neighborhood commercial district.
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6.4. Local Roadway Network
Please refer to the Part A Existing and Future Conditions report for additional information concerning the arterial network within the overall Part A study area. Significant arterials include ML King Drive, WH Taft Road, Burnet Avenue, McMillan Street, Dana Avenue, Vine Street, and Clifton Avenue. These arterials serve as the primary distributors of traffic to and from I-71. Each one of them experiences congestion in the peak periods at selected locations.
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7. Traffic Analysis
Traffic analysis was conducted for I-71 and local street intersections within the Part B study area. I-71 has been divided into mainline segments (both north and southbound) and interchange ramp merge and diverge points (both north and southbound). The analysis determined AM and PM design hour volumes and LOS for existing (2005) and future conditions (2030 E+C).
The arterial network in the overall Part A Uptown study area has been evaluated as well. A total of 67 signalized intersections are located within the overall Part A atudy area. The City of Cincinnati owns and maintains all traffic signals within the study area. Synchro LOS analysis was conducted for each of the signalized intersections within the Part A study area. Please refer to the Part A Existing and Future Conditions Report for additional information on the Part A Traffic Analysis conducted.
7.1. Traffic Volume Data
Field counts were undertaken in 2005 to obtain current traffic volume information for the I-71 mainline, interchange ramps, cross streets, and adjacent arterials.
7.1.1. Field Counts
Existing traffic volume data was obtained from a variety of sources to insure adequate and current coverage for the project study area. OKI, ODOT, and the project consulting team conducted traffic counts during the period from May to July 2005.
Please see Figure 17 for the locations of the field traffic counts. The counting program for each of the respective parties is described as follows:
7.1.1.1. Consultant Counts
The project consulting team conducted 7 day, 24-hour volume counts at 33 locations during November 2004. These field counts were concentrated on the urban arterial network between I-75 and I-71 but also include Reading Road (US-42) and cross streets immediately west of I-71.
The consulting team subsequently conducted 24-hour counts at approximately 28 locations concentrated at the I-71 interchanges and along parallel arterials and cross streets during May 2005. These counts were conducted at locations where neither ODOT nor OKI had scheduled any counts. Included in this counting program were the Reading Road/Gilbert Ave interchange ramps where relevant data was not available. This counting program did not include vehicle classification data.
7.1.1.2. OKI
During the spring of 2005, OKI initiated a comprehensive program to update its traffic count database. OKI retained a consultant to collect 24-hour vehicle counts (by 15- minute Intervals and by direction) for a variety of locations throughout Hamilton County.
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This program included approximately 25 locations within the Uptown Transportation study area to provide data at locations where current information was not available and where counts are not conducted regularly by ODOT or local agencies. These counts also include vehicle classification data. Please see Figure 17 for OKI Count Locations. Of particular importance are 24-hour volume counts for the I-71 mainline conducted at three locations within the project study area.
7.1.1.3. Ohio Department of Transportation
The ODOT Office of Technical Services as part of its annual statewide Traffic Survey Report was requested to conduct its planned 48-hour vehicle counts within the Uptown Study area to coincide with the other field counting being undertaken by OKI and the project consultant team and to complete the field work prior to the end of the University of Cincinnati’s academic year.
ODOT conducted 48-hour volume counts at approximately 21 locations within the Uptown Transportation Study area including six at selected interchange ramps on I-71. The majority of the counts were done during May-August 2005. Some of the counts particularly on the arterials may not account for any seasonal influence due to the University of Cincinnati or Xavier University.
7.1.1.4. ARTIMIS
In an effort to obtain long term I-71 count information to identify the seasonal variation in volumes that may be attributed to the University of Cincinnati and Xavier University within the study area, the consultant team requested traffic volume data from the automatic traffic recorder stations along I-71 within the study area that are managed by the Advanced Regional Traffic Interactive Management and Information System (ARTIMIS), jointly operated by ODOT and Kentucky Transportation Cabinet (KYTC). This data also allowed for the determination of typical free flow speeds on I-71 throughout the study area for use in the Highway Capacity Software (HCS) analysis of basic freeway segment level of service.
Specifically, the data that was provided to the consultant team came from Cambridge Systematics, Inc. who has been retained by the Texas Transportation Institute to produce the FHWA sponsored annual Mobility Monitoring Report. The data sets utilized include ARTIMIS automatic traffic recorder (ATR) information from 2002 and 2004.
7.1.1.5. Intersection Turning Movement Counts
Project turning movement traffic counts were conducted at 15 intersections within the Part B study area during October 2005 while the University of Cincinnati and Xavier University (as well as other educational institutions) were in session. This information was needed as input into the existing level of service for ramp terminals at grade intersections as well as other major intersections within the Part B Study area.
Please see Table 11 for the locations of these counts.
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7.1.2. Adjustment Methodology
7.1.2.1. Day of the week
Project specific traffic volume counts were conducted on Tuesdays through Thursdays. Day of the week adjustment factors were not applied due to the influence of the major institutions in the study area and the varying work shifts and class schedules.
7.1.2.2. Monthly
Monthly seasonal adjustment factors were not applied to any of the volume counts due to the influence of the major institutions in the study area (i.e., University of Cincinnati, Cincinnati Public Schools, and Xavier University). Review of monthly average daily volumes taken from the ARTIMIS ATR stations within the Part B study area during May, July, and October of 2004 did not exhibit significant variation from month to month overall. Additionally, evaluation of ARTIMIS stations 62 and 63 used to derive a design hourly volume factor shows a slight peaking of volumes in the spring and fall coinciding with the University of Cincinnati’s Academic year. See Chart 1 for additional details. This variation of volumes on I-71 does not follow the typical summer peak pattern in statewide adjustment factors. The highest volumes occur during the University of Cincinnati’s fall quarter in October.
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Chart 1 2004 ARTIMIS Hourly Volumes
PEAK HOUR VOLUME ARTIMIS STATIONS 07162-07163
15,000
14,000
13,000
12,000
11,000
10,000
9,000 PEAK HOUR VOLUME HOUR PEAK
8,000
7,000
6,000
5,000 01/01/04 01/15/04 01/29/04 02/12/04 02/26/04 03/11/04 03/25/04 04/08/04 04/22/04 05/06/04 05/20/04 06/03/04 06/17/04 07/01/04 07/15/04 07/29/04 08/12/04 08/26/04 09/09/04 09/23/04 10/07/04 10/21/04 11/04/04 11/18/04 12/02/04 12/16/04 12/30/04 DATE Peak Hour Volume Peak Hour Volume Trendline 6th Order Polynomial 7.1.2.3. Design Hour Factor
A 30th highest hour factor was developed for I-71 volumes within the Part B Study area using hourly count data for the entire 2004 calendar year from a pair of directional ARTIMIS ATR stations located just north of Blair Avenue at SLM 4.20. These stations were chosen since they are in the same highway segments as a 48-hour field count conducted by OKI's traffic counting consultant during July 2005.
The peak hour volumes were balanced north and south based on the adjusted peak hour volumes from this OKI field count. From the 2004 data, the peak hour volume for each weekday, excluding holidays, was identified and the average weekday peak hour volume for the entire year was calculated for that location. The ARTIMIS count data was also used to determine the 30th highest hour volume at this location on I-71. The 30th highest hour adjustment factor was calculated for the ATR pair. This factor is simply the 120th highest hourly volume (by 15-minute increments) divided by the average weekday volume. This factor was determined to be 1.112. This methodology was reviewed and approved by the ODOT Office of Technical Services in December 2005.
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7.2. 2005 Level of Service (LOS)
As described above, the raw traffic volume count information was used to balance the segment and ramp daily totals in the north and south bound directions. These balanced totals were crosschecked with the respective project counts, historic count information, and ARTIMIS ATR volume averages by the respective station location.
Levels of service were determined for freeway segments, interchange ramp merge and diverge points, and signalized intersections within the study area using Highway Capacity Software (HCS) version, HCS2000TM, Version 4.1d. While new versions of this software have become available for use during the course of the study, this version has been used throughout to maintain consistency in the methodology so comparisons of conceptual access improvements can be made on an equitable basis.
7.2.1. Basic Freeway Segments
The following tables present the results of the 2005 existing condition analyses performed on the mainline segments of I-71. The interstate is generally operating at a satisfactory level of service overall. Southbound I-71 from Dana Avenue to the WH Taft exit is nearing its capacity in the AM Peak Hour. See Figures 18 to 20 for maps illustrating the 2005 LOS for I-71. Segments with unacceptable LOS are shown in grey in the table.
Table 7 2005 LOS Northbound Basic Freeway Segments
Basic Freeway Segments Length Design Hourly Density LOS AM/PM From To mi Volume pc/mi/ln South of I-471 NB NA NA 2,996 17,6 B AM Entrance SLM 1.90
I-471 NB Entrance SLM Ramp GD US-22 NB 0.3 4,598 27.2 D AM 1.90 (Gilbert Ave.) Ent.
Ramp GD US-22 NB Ramp RC US 42 NB 0.2 4,800 21.4 C AM (Gilbert Ave.) Ent. (Reading Rd.) Exit
Ramp RC US 42 NB Ramp RD US 42 NB 0.2 3,778 18.6 C PM (Reading Rd.) Exit (Reading Rd.) Ent.
Ramp RD US 42 NB Ramp TC McMillan St. 1.0 4,676 18.6 C PM (Reading Rd.) Ent. Entrance
Ramp TC McMillan St. Ramp MF Duck Creek 1.1 5,980 27.5 D PM Entrance Rd. Exit
Ramp MF Duck Creek Ramp DC Dana Ave. 1.5 5,016 22.3 C PM Rd. Exit Ent.
Ramp DC Dana Ave. NA 0.3 5,805 21.4 C PM Ent.
Source: Adjusted 2005 Field Traffic Counts: (Ohio Department of Transportation, Ohio-Kentucky-Indiana Regional Council of Governments, Edwards & Kelcey Inc.), Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
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Table 8 2005 LOS Southbound Basic Freeway Segments
Basic Freeway Segments Length Design Hourly Density LOS AM/PM From To mi Volume pc/mi/ln I-71 SB North of Ramp Ramp DE Dana Ave. NA 6,468 29.4 D AM DE Dana Ave. Exit
Ramp DE Dana Ave. Ramp DB WB Dana Ave. 0.3 5,584 27.2 D AM Exit Entrance Ramp ME US-22 Ramp DB WB Dana Ave. Montgomery Rd. 1.0 6,018 27 D AM Entrance Entrance Ramp ME US-22 Ramp TH WH Taft Rd. Montgomery Rd. 1.5 6,413 31.4 D AM Exit Entrance Ramp TH WH Taft Rd. Ramp RA SB US-42 0.9 4,596 20.3 C AM Exit Reading Rd. Exit
Ramp RA SB US-42 Ramp RF US-42 1.1 3,695 23.8 C AM Reading Rd. Exit Reading Rd. Entrance
Ramp RF US-42 I-471 SB Exit 0.5 3,866 26.4 D AM Reading Rd. Entrance
South of I-471 Exit NA NA 2,971 19.4 C AM
Source: Adjusted 2005 Field Traffic Counts: (Ohio Department of Transportation, Ohio-Kentucky-Indiana Regional Council of Governments, Edwards & Kelcey Inc.), Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
LOS = Level of Service mi = miles Density is measured in passenger cars per mile per lane
7.2.2. Ramp Junctions
The following tables illustrate the 2005 Level of Service for the ramp merge or diverge movements within the study area. North and south bound are summarized separately. The exit ramp at WH Taft is currently operating at a failing level of service. Likewise, the exit ramp to I-471 SB from I-71 SB is also failing. It should be noted that the volumes from the north are heaviest at the Taft/McMillan interchange and from the south at the Reading Road interchange. These two sets of ramps are the primary gateways to the Uptown area. The inbound traffic (approaching Uptown) is highest in the AM peak and outbound (leaving Uptown) in the PM peak as would be expected.
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Table 9 2005 LOS Northbound Ramp Junctions
Junction Design Hourly Density Ramp Location LOS AM/PM type Volume pc/mi/ln I-471 NB Entrance SLM 1.90 Merge 1,632 27.7 C AM Ramp GD US-22 NB (Gilbert Ave.) Entrance Merge 674 30.0 D PM Ramp RC US 42 NB (Reading Rd.) Exit Diverge 1,750 30.1 D AM Ramp RD US 42 NB (Reading Rd.) Entrance Merge 898 24.9 C PM Ramp TC McMillan St. Entrance Merge 1,303 28.4 D PM Ramp MF Duck Creek Rd. Exit Diverge 964 31.7 D PM Ramp DC Dana Ave. Entrance Merge 1,053 21.5 C AM
Source: Adjusted 2005 Field Traffic Counts: (Ohio Department of Transportation, Ohio-Kentucky-Indiana Regional Council of Governments, Edwards & Kelcey Inc.), Level of Service Analysis: Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
Table 10 2005 LOS Southbound Ramp Junctions
Junction Design Hourly Ramp Location Density LOS AM/PM Type Volume Ramp DE Dana Ave. Exit Diverge 960 27.9 C PM Ramp DB WB Dana Ave. Entrance Merge 434 33 D AM Ramp ME US-22 Montgomery Rd. Entrance Merge 437 23.5 C PM Ramp TH WH Taft Rd. Exit Diverge 1,817 35.4 F AM Ramp RA SB US-42 Reading Rd. Exit Diverge 900 20.1 C AM Ramp RF US-42 Reading Rd. Entrance Merge 316 27.8 C PM I-471 Exit Diverge 1,769 35.2 F PM
Source: Adjusted 2005 Field Traffic Counts: (Ohio Department of Transportation, Ohio-Kentucky-Indiana Regional Council of Governments, Edwards & Kelcey Inc.), Level of Service Analysis: Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
LOS = Level of Service mi = miles Density is measured in passenger cars per mile per lane
7.2.3. Intersections
The following table illustrates the level of service for at-grade local intersections within the Part B Study area. Additional signalized intersections were analyzed for the overall Part A Study Area; please refer to the Part A Existing and Future Conditions Report for additional information. Most intersections are currently operating at an acceptable overall level of service. It does appear that the intersection of Liberty Street and Reading Road (which also includes the terminal for ramps to and from I-471) is operating under constrained conditions and is operating at LOS of D overall. This has been validated by observations of congestion and queuing in the left turn lanes in the PM peak hours. The intersection of Reading Road and WH Taft and Reading Road and
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ML King Drive are also failing overall. Analysis of these two intersections is documented in the Part A Existing and Future Conditions report.
Table 11 2005 LOS At Grade Intersections
7.3. 2030 LOS
7.3.1. OKI Regional Travel Demand Model Forecasts
OKI currently utilizes a nested-logic 4-step travel demand model that is run with Citilabs Tranplan software. Version 6.3 of the OKI Regional Travel Demand Model was run with the 2000 Existing and Committed network in the 2005 plan year to derive 2005 daily volume assignments for the network links representing I-71 and its interchanges.
This same network was then run in the 2030 plan year to derive forecasted 2030 daily volume assignments for the network links representing I-71 and its interchanges. The respective links were then adjusted as described in Section 7.1.2 to arrive at an adjusted 2030 ADT assignment.
A review of OKI’s social-economic database for the TAZ’s in the Uptown area, forecast an overall reduction in population and minimal employment growth in the Uptown area
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628 during the project design year time horizon. The IP expressed the desire to propose alternative social-economic input values for certain TAZ’s based upon current and planned commercial, institutional, and residential development as described in Section 3.5. In response, OKI revised its socio-economic input files to more closely match the population and employment forecasted for the specific TAZ’s. Overall, this revision has not reversed the forecast population decline but has lessened the loss and has increased the overall level of employment gain in the 2030 plan year.
The travel demand model forecast used in the 2030 LOS below reflects these revised socio-economic inputs.
7.3.1.1. Travel Demand Model Volume Adjustment
The balanced 2005 base year hourly volumes for the respective mainline segments and ramps were adjusted as follows to arrive at an hourly ADT which then could be used to arrive at a design hourly volume (DHV) for the appropriate HCS analysis for the 2030 plan year.
The base counts are adjusted using the mean of the Ratio and Difference methods described in NCHRP 255 Chapter 4. This method adjusts the 2030 model assignment by adding the mean of the difference between the 2005 model assignment and its respective field volume count and the ratio of the 2005 model assignment and its respective field volume count. The difference and ratio are added to, and multiplied against, the 2030 model assignment and averaged to arrive at an adjusted 2030 hourly volume.
7.3.2. Basic Freeway Segments
The following tables present the results of the 2030 forecast LOS analysis performed on the mainline segments of I-71. The interstate volumes are expected to increase approximately 17% overall between 2005 and 2030. The level of service generally degrades from C to D or D to E due to the expected increase in mainline volumes in the plan year. The heaviest northbound volumes are entering Uptown between I-471 and the Reading Road exit in the AM peak and leaving Uptown between the McMillan Street entrance and Dana Avenue in the PM peak. Similarly, in the southbound direction, the heaviest volumes are entering Uptown between Dana Avenue and the WH Taft Exit in the AM peak and leaving Uptown between the Reading Road entrance and I-471 in the PM peak.
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Table 12 2030 LOS Northbound Basic Freeway Segments
Basic Freeway Segments Length Design Hourly Density LOS AM/PM From To mi Volume pc/mi/ln South of I-471 NB NA NA 3,693 21.7 C AM Entrance SLM 1.90
I-471 NB Entrance SLM Ramp GD US-22 NB 0.3 5,664 36.6 E AM 1.90 (Gilbert Ave.) Ent.
Ramp GD US-22 NB Ramp RC US 42 NB 0.2 5,879 26.3 D AM (Gilbert Ave.) Ent. (Reading Rd.) Exit
Ramp RC US 42 NB Ramp RD US 42 NB 0.2 4,465 22.0 C PM (Reading Rd.) Exit (Reading Rd.) Ent.
Ramp RD US 42 NB Ramp TC McMillan St. 1.0 5,677 22.6 C PM (Reading Rd.) Ent. Entrance
Ramp TC McMillan St. Ramp MF Duck Creek 1.1 7,044 35.6 E PM Entrance Rd. Exit
Ramp MF Duck Creek Ramp DC Dana Ave. 1.5 6,137 27.6 D PM Rd. Exit Ent.
Ramp DC Dana Ave. North of Ramp DC Dana 0.3 7,183 26.5 D PM Ent. Ave. Ent.
Source: Adjusted 2030 Peak Hour Volumes Ohio-Kentucky-Indiana Regional Council of Governments Regional Travel Demand Model Version 6.3. Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
Table 13 2030 LOS Southbound Basic Freeway Segments
Basic Freeway Segments Length Design Hourly Density LOS AM/PM From To mi Volume pc/mi/ln I-71 SB North of Ramp Ramp DE Dana Ave. NA 7,675 38.5 E AM DE Dana Ave. Exit
Ramp DE Dana Ave. Ramp DB WB Dana Ave. 0.3 6,639 30.4 D AM Exit Entrance Ramp ME US-22 Ramp DB WB Dana Ave. Montgomery Rd. 1.0 7,079 33.4 D AM Entrance Entrance Ramp ME US-22 Ramp TH WH Taft Rd. Montgomery Rd. 1.5 7,419 38.4 E AM Exit Entrance Ramp TH WH Taft Rd. Ramp RA SB US-42 0.9 5,406 23.8 C AM Exit Reading Rd. Exit
Ramp RA SB US-42 Ramp RF US-42 1.1 4,379 28.2 D AM Reading Rd. Exit Reading Rd. Entrance
Ramp RF US-42 I-471 SB Exit 0.5 4,911 33.6 D PM Reading Rd. Entrance
South of I-471 Exit NA NA 3,612 23.5 C AM
Source: Adjusted 2030 Peak Hour Volumes Ohio-Kentucky-Indiana Regional Council of Governments Regional Travel Demand Model Version 6.3. Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
LOS = Level of Service mi = miles Density is measured in passenger cars per mile per lane
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7.3.3. Ramp Junctions
The following tables illustrate the 2030 Level of Service for the ramp merge or diverge movements within the study area. North and south bound are summarized separately. In 2030, both ramps at the Taft/McMillan interchanges will be operating at a failing level of service as will the I-471 entrance/exit. The Reading Road exit from I-71 NB and the Dana Avenue entrance from I-71 SB will also degrade to a failing LOS. The latter may be attributed in part to the impact of the planned office development in the vicinity and is based on the current ramp geometry. The Dana Avenue Interchange may be modified prior to the 2030 plan year. The other ramps with LOS E and F indicate that access to and from Uptown will experience increasingly higher levels of congestion.
Table 14 2030 LOS Northbound Ramp Junctions
Junction Design Hourly Density Ramp Location LOS AM/PM type Volume pc/mi/ln I-471 NB Entrance SLM 1.90 Merge 1,971 34.3 F AM Ramp GD US-22 NB (Gilbert Ave.) Entrance Merge 709 30.0 D PM Ramp RC US 42 NB (Reading Rd.) Exit Diverge 1,896 35.7 F AM Ramp RD US 42 NB (Reading Rd.) Entrance Merge 1,001 25.2 C PM Ramp TC McMillan St. Entrance Merge 1,366 33.0 F PM Ramp MF Duck Creek Rd. Exit Diverge 907 36.0 E PM Ramp DC Dana Ave. Entrance Merge 1,046 31.3 D PM
Source: Adjusted 2030 Peak Hour Volumes Ohio-Kentucky-Indiana Regional Council of Governments Regional Travel Demand Model Version 6.3. Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
Table 15 2030 LOS Southbound Ramp Junctions
Junction Design Hourly Ramp Location Density LOS AM/PM Type Volume Ramp DE Dana Ave. Exit Diverge 1,037 30.4 D PM Ramp DB WB Dana Ave. Entrance Merge 441 38.7 F AM Ramp ME US-22 Montgomery Rd. Entrance Merge 346 25.4 C PM Ramp TH WH Taft Rd. Exit Diverge 2,013 40.6 F AM Ramp RA SB US-42 Reading Rd. Exit Diverge 1,027 8.1 A AM Ramp RF US-42 Reading Rd. Entrance Merge 772 35.2 E PM I-471 Exit Diverge 1,949 41 F PM
Source: Adjusted 2030 Peak Hour Volumes Ohio-Kentucky-Indiana Regional Council of Governments Regional Travel Demand Model Version 6.3. Level of Service Analysis:Highway Capacity Software (HCS™) Version 4.1d by URS Corp.
LOS = Level of Service mi = miles Density is measured in passenger cars per mile per lane
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7.3.4. Intersections
The 2030 level of service for at grade local intersections within the Part B Study area has not been analyzed to date. Additional signalized intersections were analyzed for the overall Part A Study Area; please refer to the Part A Existing and Future Conditions Report for additional information. With the exception of Reading Road’s intersections with Liberty Street, WH Taft, and ML King Drive, the at grade intersections are currently operating at an acceptable overall LOS with sufficient capacity for additional volume growth. It is felt that the intersections will generally operate satisfactory in the 2030 plan year. The aforementioned intersections on Reading Road have been analyzed as part of the analysis of signal operations for the overall Part A Study area. Additional analysis of the intersections will be required for future evaluation of potential I-71 access improvement alternatives.
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8. Accident Analysis
Crash data has been obtained for the years 2001-2004 from ODOT’s Office of System Analysis for I-71, US-22 Gilbert Avenue, and US-42 Reading Road. Additionally, a database query of 2001-2004 crash data from the Ohio Department of Public Safety for locations within the City of Cincinnati provided crash data for those accidents coded by street house number that were not captured in the ODOT records. This includes the interstate, state routes, and local street network within the study area. For additional information concerning the crash data analysis in the Part A Study area see the Part A Existing and Future Conditions Report.
The incident database from the Greater Cincinnati ARTIMIS was also obtained for I-71 within the Part B Study area. This latter database includes all incidents on I-71 for the years 2001-2003 and includes accidents and other incidents which may have impacted traffic operations.
8.1.1. ODOT Congestion Rankings
Each year, ODOT studies and addresses Congested Locations, which are identified by calculating a roadway's volume to capacity ratio (V/C). This calculation compares the volume of traffic with the capacity (number of lanes) of the roadway to handle it. Roadway sections with V/C ratios greater than 1.0 are considered congested and added to the work plan and sections with V/C ratios between 0.9 and 1.0 are added if they are outside of Columbus, Cincinnati, and Cleveland. None of the segments within the study area are included in the top 200 listing within the State of Ohio. It should be noted that the analysis done for this program is more general than the site specific analysis described in Section 7.2.
ODOT’s Congestion Management System data from 2004 indicates that I-71 within the study area will operate at an LOS of D/E in 2030. The V/C ratio indicates that the highest density on I-71 will occur in the vicinity of the Reading Road Interchange and north of the Taft/McMillan interchange. This agrees with the 2005 LOS analysis in Section 7.2.
8.2. I-71
A total of 528 accidents were recorded on I-71 during 2002-2004 within the study area. Of all accidents on I-71 during this period, 124 of the 528 occurred on the access ramps with the highest number located on the exit ramp from SB I-71 to WH Taft Road. A total of 302 accidents occurred northbound and 226 southbound.
The overall composite crash rate for I-71 is 0.75 per million vehicle miles which is slightly lower than the ODOT average for an urban interstate at 1.36. Based upon the review of available accident data, it appears that I-71, in general, is not a significant concern in terms of highway safety.
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8.2.1. ODOT Highway Safety Program (HSP)
High Crash Locations
ODOT identifies and studies the top 200 non-freeway locations and the top 50 freeway locations statewide for crashes on an annual basis. These locations are chosen based on crash rate (crashes per volume of traffic), frequency (number of crashes), density (crashes per length of road), severity, and other analytical factors. There are no segments located entirely within the study area that are included in the 2005 freeway listing. However, there is one segment included in the 2004 freeway listing (2002-2004 Accident Data). This location is between mile post 4.5 and 5.0. (between Montgomery Road and Victory Parkway) and ranked 26th on a statewide basis. However, the total number of crashes within this half mile segment included on the HSP list is 81 and an in-depth project review of crash data reduced this number to 61.
Hotspots
The following description of the ODOT Hot Spot Listing is taken from the ODOT Office of Systems Analysis and Program Management.
“Hot Spot locations are based on total number of crashes in an area regardless of traffic volume or other factors. Hot Spot locations are determined by dividing the roadways of the state into two mile sections and summing the number of crashes in each section over a three year period. The total number of crashes in each two mile section is then compared to predetermined crash thresholds to determine whether a Safety Hot Spot exists. Currently to be a Safety Hot Spot, the thresholds are defined as any freeway or non freeway section with 250 or more crashes.”
There is one segment from mile post 4.0 to 6.0 (Victory Parkway to Dana Avenue) included in the ODOT Hot Spot List for 2004 and 2005. For 2005, this segment was ranked 84th in the state with a total of 345 crashes (2003-2005). The adjusted total for this segment based on review of the individual OH-1 Reports is 238 for the 2002-2004 period
The higher total of accidents in this segment appears to be attributable to some degree to the ramp merge/diverge at Montgomery and Duck Creek Roads combined with a reverse curve in the mainline at this location. This portion of the interstate does not generally experience a high level of congestion.
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8.2.2. Ohio Department of Public Safety Crash Data
As can be seen in Chart 2 and 3, the accidents are typically clustered near the merge/diverge points of the respective interchange access ramps. There is a higher total in the curving section of the mainline in both directions north of Victory Parkway and in the vicinity of the Reading Road Interchange. See Figures 24 through 26 for a map illustrating the distribution of accidents within the study area.
Approximately 40% of all mainline crashes are rear-end type accidents and following too closely is the highest contributing factor towards all accidents. These accidents are an indicator of congestion within the study area. As congestion is forecast to increase by 2030, the total numbers of accidents would also be expected to increase.
Chart 3 I-71 SB Rear-End Crashes
I-71 N.B. Mainline Rear-End Accidents 2002-2004
8 Reading Taft Rd Montgomery Dana Ave Rd Rd 7
6
5
4
No. of Accidents 3
2
1
0 1.9 2 2.1 2.22.3 2.4 2.52.6 2.7 2.82.9 3 3.13.23.3 3.43.5 3.6 3.73.83.9 4 4.1 4.2 4.34.44.54.64.7 4.8 4.9 5 5.15.25.3 5.4 5.55.65.75.85.9 6 6.16.2 Mile Marker
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Chart 3 I-71 SB Rear-End Crashes
I-71 S.B. Mainline Rear-End Accidents 2002-2004
8 Reading Rd Taft Rd Montgomery Dana Ave Rd 7
6
5
4
No. of Accidents 3
2
1
0 1.9 2 2.12.22.32.42.52.62.72.82.9 3 3.13.23.33.43.53.63.73.83.9 4 4.14.24.34.44.54.64.74.84.9 5 5.15.25.35.45.55.65.75.85.9 6 6.16.2 Mile Marker F or the distribution of accidents on the respective ramps please see the following table.
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Table 16 I-71 Ramp Accidents 2002-2004
NORTHBOUND LOCATION NUMBER RAMP GG EXIT TO LIBERTY ST. 2 ENTRANCE FROM I-471 7 ENTRANCE US-22 GILBERT AVE. 2 RAMP RC EXIT TO READING RD. 9 ENTRANCE FROM US-42 READING RD 14 ENTRANCE FROM RAMP TC MCMILLAN ST. 3 EXIT TO DUCK CREEK RD. 11 TOTAL 48
SOUTHBOUND LOCATION NUMBER RAMP GH I-471 ENTRANCE FROM LIBERTY ST. 0 EXIT TO I-471 4 ENTRANCE FROM US-42 READING RD 10 EXIT READING/GILBERT 13 EXIT TO WH TAFT 19 ENTRANCE FROM RAMP TC MONTGOMERY RD. 8 ENTRANCE FROM DANA AVE. 1 TOTAL 55
TOTAL BOTH DIRECTIONS 103
8.2.3. ARTIMIS Incident Data
The Greater Cincinnati ARTIMIS system includes closed circuit television cameras, loop detectors, and microwave automatic traffic recorders. These facilities allow the roadway to be remotely monitored allowing emergency responder and law enforcement agencies to quickly respond to any incidents which may have an adverse impact on traffic flow.
A summary of the ARTIMIS incident information for the years 2001-2003 is shown in the following figures. A total of 1,525 incidents were recorded during the three year period. The majority of incidents were related to disabled or abandoned vehicles.
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Chart 4 ARTIMIS Incident Type 2001-2003
Incident Type
18, 1% 16, 1% 4, 0% Disabled Vehicle
28, 2% Accidents
Abandoned Vehicle
Freeway Maintenance
Vehicle Fire 348, 23% Debris Removal
Medical Emergency
760, 50%
351, 23%
The average duration by incident type is shown in Chart 5 with the abandoned vehicle time the longest. Generally, abandoned or disabled vehicles did not block any traffic lanes and did not significantly impair traffic flow.
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Chart 5 ARTIMIS Incident Duration by Type 2001-2003
Mean Duration of Incident
45
40
35
30
25
Time (Min.) 20
15
10
5
0 Disabled Vehicle Accidents Abandoned Freeway Vehicle Fire Debris Removal Medical Vehicle Maintenance Emergency Incident Type .
8.3. US-42
A total of 1,023 accidents were recorded for US-42 Reading Road within the study area between mile post 1.8 and 5.8 (Liberty Street to Rockdale Avenue). This included 4 fatalities and 223 injuries The majority of accidents are located at three locations (near ML King Drive, WH Taft Road, and north of McGregor Street), see Table 17.
US-42 is not included on ODOT’s high crash location list or its hotspot safety list. Based on the numbers of accidents, it appears that it should be included on both lists although a formal analysis of the segment in accordance with ODOT’s HSP methodology was not undertaken. Again this issue is related to the fact that most crash reports for US-42 are coded by house number and not milepost, which ODOT has historically not included in its HSP databases.
Accidents were segregated by mid-block and intersection locations and the accident rates compared with City of Cincinnati average crash rates. Overall, accident rates for US-42 are on par with City averages with an 8.5 vs. City average of 7.0 crashes per million vehicle miles traveled per mile although some segments operate with an accident rate up to twice the City averages at Liberty, ML King and near Rockdale Avenue.
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See Table 17 US-42 Mid-block Accident Rates
and
Table 18 US-42 Intersection Accident Rates
, for the details of the accident rates on US-42.
Table 17 US-42 Mid-block Accident Rates
Number of Average Daily Section Mid Block City Wide Reading Road (US-42) Number of Traffic Count Years in Traffic In Study Length Calculated Average Intersection With: Crashes Station Study Section (Miles) Accident Rate Accident Rates Liberty Street 79 4 29,474 16831 0.16 11.7 7.0 Elsinore Place 32 4 21,124 9 0.37 2.8 7.0 Dorchester Avenue/Eden Park Drive 109 4 24,173 70 0.33 9.5 7.0 McGregor Avenue 23 4 24,173 70 0.17 3.8 7.0 Morgan Street/Kinsey Avenue 14 4 18,330 32 0.11 4.9 7.0 Burnet Avenue 26 4 18,330 32 0.19 5.2 7.0 William Howard Taft Road 37 4 22,000 23 0.14 8.0 7.0 Oak Street 18 4 22,000 23 0.18 3.0 7.0 University Avenue/Lincoln Avenue 50 4 22,000 23 0.13 11.7 7.0 Martin Luther King Drive 46 4 25,020 27 0.19 6.7 7.0 Hickman Avenue 19 4 25,020 27 0.08 6.6 7.0 Ridgeway Avenue 35 4 25,020 27 0.23 4.3 7.0 Blair Avenue 47 4 25,020 27 0.13 10.1 7.0 Prospect Place 24 4 25,020 27 0.13 5.3 7.0 Rockdale Avenue/Forest Avenue Totals 559
Source: Query of Ohio Department of Public Safety Accident Records 2001-2004 within City of Cincinnati and coded as an a non-intersection accident. ADT taken from project specific traffic counts within segment or adjacent segments.
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Table 18 US-42 Intersection Accident Rates
Reading Road (US-42) Number of Number of Years Intersection Calculated City Wide Average Intersection ADT Intersection With: Crashes in Study Accident Rate Accident Rates Liberty Street 32 4 41,440 0.5 2.0
Elsinore Place 66 4 32,050 1.4 2.0
Dorchester Avenue/Eden Park Drive 41 4 33,960 0.8 2.0
McGregor Avenue 24 4 28,951 0.6 1.5
Morgan Street/Kinsey Avenue 18 4 26,060 0.5 1.5
Burnet Avenue 24 4 13,180 1.2 2.0
William Howard Taft Road 69 4 33,660 1.4 2.0
Oak Street 14 4 17,480 0.5 2.0
University Avenue/Lincoln Avenue 44 4 23,500 1.3 1.5
Martin Luther King Drive 88 4 40,560 1.5 2.0
Hickman Avenue 20 4 26,114 0.5 1.0
Ridgeway Avenue 2 4 27,429 0.0 1.5
Blair Avenue 31 4 20,560 1.0 1.5
Prospect Place 2 4 26,020 0.1 1.5
Rockdale Avenue/Forest Avenue 72 4 26,400 1.9 2.0 Total 547
Source: Query of Ohio Department of Public Safety Accident Records 2001-2004 within City of Cincinnati and coded as an intersection accident. ADT taken from adjacent roadway segments or project specific intersection turning movement counts. Peak hour intersection totals were factored by 10.0 to arrive at estimated ADT for intersection.
8.4. US-22
A total of 483 accidents were recorded on US-22 Montgomery Road between Elsinore Place and Dana Avenue during 2002-2004. Approximately 20% of those accidents caused injuries. No fatalities were recorded. See Chart 6 for the distribution of accidents by block. The accident rates on US-22 are less than city wide averages for arterials.
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628
Chart 6 US-22 Crashes by Block
U.S. 22 - Crashes by Block
60
50
40
30 No. of Crashes No.
20
10
0 l u k e ln ry n r r re rk a p w e te o Taft Oa co to rrell n a n King Blair u Ruth Blair an ws Morris r D u Creek Nass Ch Li e Vic odla D k re Elsi Windsor Florence McMillan th B Eden Pa u Wo uc D in L
Mart Block
8.5. Other Streets
Please refer to the Part A Existing and Future Conditions report for accident information on the remaining arterial network in the Part A Study area. There are several arterial segments with crash rate exceeding the City of Cincinnati’s average.
Dana Avenue:
A total of 491 accidents were recorded on Dana Avenue between Victory Parkway and Duck Creek Road during 2002-2004. This includes the segment at the Dana Avenue Interchange with I-71. Nearly a quarter of the recorded accidents occurred in the vicinity of the ramp terminal intersections on Dana Avenue. An in-depth analysis of the crashes in this vicinity was not undertaken. As noted in Section 5.5.1, a major new office development in planned in this area along with potential modifications to the Dana Avenue Interchange.
Duck Creek Road
A total of 87 accidents were recorded on Duck Creek Road between Montgomery Road and Dana Avenue. Of these, 16 were coded as intersection accidents. The largest concentration of accidents was located between Crane Avenue and Dana Avenue at the northern portion of the segment. It does not appear that a significant concentration of accidents is attributable to the exit ramp from northbound I-71.
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9. Multimodal Alternatives
9.1. Bike and Pedestrian Network
Sidewalks are provided on both sides of all arterial and local streets within the study area. Most signalized intersections include protected pedestrian phasing and crosswalks.
Responsibility for constructing and maintaining sidewalk space is shared by property owners and the City in accordance with CMC §721. Abutting property owners are responsible for maintaining the sidewalk space and keeping it free from nuisance. The City Engineer is responsible for supervising sidewalk construction, reconstruction, or repair.
City capital funding is used to repair walks at intersections, bus stops, and abutting property controlled by general fund City agencies. Capital funding is also used to construct curb ramps to improve accessibility.
There is a single signed bicycle route running east-west in the Part B Study Area along Lincoln Avenue. Preferred bicycle routes also include Gilbert Avenue (US-22), ML King Drive, Oak Street, Reading Road, and WH Taft Road. These routes generally have multiple lanes and less severe vertical grades to accommodate bicycle travel but are not explicitly signed as such.
See Part A Existing and Future Conditions report for additional information.
9.2. SORTA Metro Transit Service
The Southwest Ohio Regional Transit Authority provides regional public transit service, Metro, in the Uptown Study area. Both Gilbert Avenue (US-22) and Reading Road (US- 42) are major bus corridors serving multiple routes. Additionally, several limited stop express routes utilize I-71 for travel to and from the Central Business District and suburban destinations.
East-west bus routes also make use of McMillan Street, WH Taft Road, Lincoln Avenue, Montgomery Road, Trimble Avenue, and ML King Drive.
Peebles Corner (Gilbert Avenue and McMillan Street) at the eastern edge of the Part B Study Area is a major bus transfer location.
See Part A Existing and Future Conditions Report for additional information concerning SORTA Metro Service.
9.2.1. SORTA Rail Right of Way
The Southwest Ohio Regional Transit Authority purchased several parcels of abandoned former Conrail railroad rights of way within the study area during 1995 with the intent that it could be utilized for potential light rail transit service. Subsequent studies
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July 2006 Existing and Future Conditions Report Part B: I-71 Access Improvement Study, PID 77628 recommended use of portions of the right of way for light rail transit service. It should be noted that the SORTA owned parcels are discontinuous over the length of the study area.
The former railroad alignment also utilized two railroad structures over I-71, bridges HAM 71-0231 and HAM-71-0392, respectively. While both of these structures are owned by ODOT and maintained by the City of Cincinnati, their use for future light rail transit services is a consideration for their future disposition.
The former railroad alignment also includes two masonry railroad tunnels located east of I-71 at Oak and McMillan Streets. The tunnels are owned and maintained by the City of Cincinnati.
No railroad activity is present at this time within the study area.
9.3. Institutional Shuttles
Local shuttle bus services are currently operated by the University of Cincinnati (UC) and Cincinnati Children’s Hospital Medical Center (CHMC) within the Part B Study Area.
The UC shuttle links the East and West Main Campuses with the College of Applied Science located off of Victory Parkway east of I-71.
The CHMC Shuttle operates between the main hospital campus (located off Burnet Avenue north of Albert Sabin Way) and the CHMC Oak Campus along Winslow Avenue as well as to other remote office locations at the 660 Lincoln Building east of I-71, to offices on Vernon Place, and several surface lots in the vicinity. Their use is designed to transport employees from remote parking locations to/from office and medical locations.
The shuttles themselves are parked in a surface lot located east of Winslow Avenue.
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July 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 2: Part B Study Area
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June 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 3: Part B Study Area Land Use 2005
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June 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 4: Part B Zoning Classifications 2005
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June 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 5: Part B Environmental Justice Disabled Population
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Figure 6: Part B Environmental Justice Elderly Population
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Figure 7: Part B Environmental Justice Minority Populations
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Figure 8: Part B Environmental Justice Poverty
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Figure 9: Part B Environmental Justice Zero Car Households
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June 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 10: Part B Community Tax Increment Financing Districts
D
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Figure 13: ODOT I-71 Straight Line Diagram
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June 2006 Existing and Future Condtions Report Figure 14: ODOT I-71 Pavment History
Hamilton County - Interstate 71 General Pavement History
Ramp Areas: US-22 ? Edanpark Oak St. Dana Av SR-562 CR-27 S Redbank Silverton Kenwood US-22 Cross Co Pfeiffer IR-275 GRADES: + 5.0% 4.20% 4.35% 3.00% +3.8% Sections: 0.41 0.52 0.64 1.14 1.27 1.68 2.7 2.96 6.34 7.02 7.64 8.4 9.03 9.52 10.44 11.09 11.2 11.59 11.68 12.24 12.57 13.05 13.2 14.3 16.08 16.69 17.17 17.24 18.18 18.23 19.17 19.86 1960 Old USR-52 ?? T-71 & structures T-71 & structures 1961 1962 T-71 & structures 9" of reinforced concrete T-71 J/D to county line 1963 1964 T-71? J/D J/D 6-ln T-71 & structures 4-lanes ltd 1965 T-451 T-71 T-71 T-71 & Structures 4-lane ltd T-71 ? J/D tie-in to IR-275 1966 = bridges? T-451 J/D & structres reinforced Portland cement 6-lanes ltd 1967 R / W only " Z " 1968 1969 T-451 T-451 J/D 8-lanes T-451 J/D 8-lanes T-409 Shoulders & ramps -no perp sheets- so ?? 1970 1971 T-404 1972 1973 1974 1975 T-409 Berm Sealing -no perp sheets- 1976 1977 T-848 I/G/P 1978 1979 special - JOINT REPAIRS ONLY - no perp sheets 1980 1981 1982 T-848 I/G/P & safety upgrading T-848 I/G/P & safety 1983 1984 1985 1986 1987 T-846 on 301 I/G/H *note says: cracking + seating from 11.09 to 17.17 also? 1988 Crack Sealing 1989 1990 T-448 resurfcing 1991 1992 1993 special 1994 Special - Spot Pavement Repairs - Various locations -no perp sheets- 1995 T-448 I/G/P 4-lane T-448? I/G/P 4-lane resrfcng T-446 4-lane resurfcing = = existing widths matched and reinforced concrete pavment overlayed 1996 -resurfacing T-446 I/G/P 4-lane resurfacing HPMS matt 1997 T-807 surface course to fill ruts. 1998
LEGEND:
= T-71 Portland Cement 9" reinforced concrete = T-451 Portland Cement = T-848 = T-448 I/G/P = T-409 = T-404 on 301 = T-846 = T-807
= T-special spot pvmt repairs = T-446 = crack sealing = T-special joint repairs = T-special I/G/P + put in extra lane N+S bound not yet opened at this time w/ bridge replacement.
Note: This chart is not to scale and should be used only for visual representation. This chart does not depict maintenance activity. Prepared by ODOT, Office of Urban & Corridor Planning 1/00 HAM71PH.qpw
URS Uptown Transporation Study A-13 June 2006 Existing and Future Conditions Report Part B: Interstate 71 Access Improvement Study, PID 77628
Figure 15: ODOT I-71 Low Clearance Bridges (South)
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Figure 16: ODOT I-71 Low Clearance Bridges (North)
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79031 78931
82231 82331
28 111 12725 4 Existing and Future Conditons Report Figure 17: Part B Traffic Volume Counts
3
5 52 Station Number Legend12253 10331 15134 ADT Mile Post ODOT Traffic Count Loaction, Summer 2005
11 0 750 1,500 3,000 Pavement EK Traffic Count Location, Fall 2004 9 PID 77628 Feet EK Traffic Count Location, Spring 2005 OKI 2005 Traffic Count Location I-71 Access Improvement Study 6 29 ARTIMIS Station Location 24-hr. Traffic Volume Count Locations 13 8331 10 16
154 Sources: Hamilton County 2005 Traffic Count Station, OKI, May 2005 7225 ARTIMIS ATR Station Inventory by Northrup Grumman, October 2004 ODOT, District 8, Planning30 Section May 2005 21 Edwards & Kelcey, Uptown Transportation Study 24-hour project counts, May 2005 F O 19 22 R 8 12 E S 7 14 17 T A E V R M E A A R 16931 D T ING IN RD
18,568 D 13531 L U READING RD A T ROCKDALE AV N
H A T E S 31 E R A N V VI K EUCLID AV IN G E 27 U J N R IV D 24 31031 15 E R RS 13,825 20 IT 149 E MCMILLAN ST 18 Y 26 81 A 21 29931 V 17,977 36531 11,488 49 1,961 173 V 9,300 BURNET AV Not Done 3,801 A 215 O71064 VICTORY PKWY N 22 4,327 R 55 76931 1,795 13431 U O71060 25 B MCGREGOR AV 18,276 23 2,160 U 32 15,960 4 40 A 218 19,649 18 9,465 4,275 Y 10931 I-71 EXW 44631 13331 2,379 76831 91431 185 D O71062 4,097 28731 O 15 16 25 36631 O71065 10831 3,241 R C 3,931 Not Done 23 13231 H 13 24B O71063 162 E D 12,640 O71061 10731 E LIBERTY ST S 10,652 R T Y 5,536 E G O71066 5 R IN W 15231 A D K 120 163 7 BURNET AV O71068 P V A O71067 O71058 6,949 3,428 11,677 E 24A Y 35531 10631 83731 70 R 77031 10431 R 14,684 1253115131 16631 3 O 8,903 28 28631 13131 O71072 9,997 T 24,173 15,541 C 10531 16531 17 I 15,337 MONTGOMERY RD 12431 8 20 V 27 35031 16831 11,148 6,332 7,524 12 14,273 9,981 29,474 O71069 10331 9831 16431 6,885 WILLIAM H TAFT RD 149 9 12,044 90431 29 9931 O71074 LINCOLN11,488 AV 21,124 14 MONTGOMERY RD 5,995 DANA AV 16,622 12331 19 3 3,338 26 5 Not Done O71059 D 5,796 12,573 U 7817 11 C 16731 GILBERT AV K 12231 2 C 10031 3,186 R E O71056 31 9,113 23331 E 76731 10 V K 28531 A 10,612 4 N R 2,661 37131 3,409 R D 10231 U 36431 B 14,650 37431 D Not Done 19,606 O 76631 O 82 Not Done O71071 W 30 9,809 10131 8,858 6 6,645 O71054 2 37231 E MCMILLAN ST 7,098 4138 O71055 M O71057 6 213 A D 5,579 IS O 23231 27931 N 37331 R 77231 76531 1 D Not Done 64 10,205 9,748 14 O71073 17,170 104,989 19831 66631 6643119631 66831 19731 55731 85731 66731 32031 K:\O\OKI\UPTOWN TRANSPORTATION MASTERPLAN\Basemapping\ODOT\ODOT GIS\I-71-2005proposedtrafficcounts.mxd 19931 URS Corporation Uptown Transporation Study A-16 June 2006
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Figure 18: I-71 2005 LOS Map 1
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Figure 19: I-71 2005 LOS Map 2
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Figure 20: I-71 2005 LOS Map 3
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Figure 21: I-71 2030 LOS Map 1
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Figure 22: I-71 2030 LOS Map 2
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Figure 23: I-71 2030 LOS Map 3
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Figure 24: I-71 Accidents 2002-2004 Map 1
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Figure 25: I-71 Accidents 2002-2004 Map 2
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Figure 26: I-71 Accidents 2002-2004 Map 3
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