The Ohio Dept. of Transportation (ODOT) and the Federal Highway Administration announced in Jan. 2009 that plans have been finalized for upgrading the convergence of the 2 major interstate highways in the heart of Columbus, routes 70 and 71. The current configuration of these highways includes narrowing and merges that, with increased traffic, have led ODOT to rank the area fourth in the state in terms of crashes and congestion.

We note that this fourth-ranked area covers a good deal of ground. I-71 is scheduled for rebuilding from I-670 in the north to Greenlawn Ave. in the south. I-70 would be rebuilt from Sullivant Ave. in the Hilltop to Miller-Kelton in the east.

The plan for this update has been in the works for 7 years. ODOT has sought public input, and the final plan is the one preferred by the participating public.

Cost: The cost of the project is projected to be a whopping $1.69 billion, up from ODOT’s 2004 estimate of $434 million. One-quarter of this cost is allocated for inflation. Sounds like a lot, but consider that the original estimate quadrupled in the past 4 years.

The east leg of the project is slated to be finished in 2017. The final leg is not yet scheduled, but is not expected to be started until 2017. Increasing costs of energy and the extended time for completion can have a big impact on cost. Importantly, economics of the future are becoming unpredictable. The current financial crisis has shrunk government budgets. ODOT says they have $512 million now—enough they say to complete the first 2 phases. What will be the consequences if the project runs out of funds?

Terminal construction: Work on the east leg is expected to start in 2011 and end in 2017. One can imagine the accidents and congestion that will occur with construction happening for the better part of 7 years. The proposed final leg will not be started until at least 2017 and will depend on funding under a new highway bill. The Columbus Dispatch quoted an ODOT spokesperson as saying they don’t know when or if this leg will happen. How much will the project be affected if the last leg is not completed?

Global warming: We can’t fight global warming with more roads and sprawl and more vehicles on the road. Cement is hugely carbon intensive. Light rail in urban areas and high speed rail between cities is a better solution to congestion on the freeways, and to global warming as well. Buses work well to serve areas farther from rail lines. It is imperative that laws and rules be written so that mass transit is funded instead of more highways.

Sierra Club policy states that freight belongs on the rail (unless it can go by ship).

The American public is largely unaware that roads have been build through the lobbying efforts of the auto and trucking industries (among numerous others including the roadbuilding and petroleum industries and the US military) with essentially no public input. Existing streetcar lines in dozens of cities, including Columbus, were bought by the auto industry and dismantled.

Neighborhoods: The US interstate system took a toll on neighborhoods. The impact was greatest on the inner cities. Minority communities were severed; people were forced to move when homes were demolished, and community life was disrupted. Minority-owned businesses and services suffered.

The new freeway will have 10 lanes. Mound and Fulton Streets will be converted to one-way streets that will access the freeway. That’s a big corridor! People in the area are objecting to receiving more noise and pollution, and complain that their neighborhoods will be dissected even more and will be and less pedestrian- and bicycle-friendly. There are no dedicated bikeways in the plan. Neighbors say the plan will move people through the city faster, but will not help local traffic.

ODOT has talked about building caps, such as the one over I-670 in the short north, to help keep neighborhoods connected. However, funds would have to come from local or private sources.

Demolition: Over 130 properties will lose buildings and land.

The Scioto River: Bridges create some of the worst environmental impacts of highway construction. At an open house at the Mid Ohio Regional Planning Commission offices on Feb. 10, ODOT engineers said plans include expanding the current 7 lanes over the Scioto to 16 lanes. Two new bridges are planned, one on each side of the existing bridges, which will then be torn down and rebuilt. Piers in rivers create a huge footprint, and several are planned, though the number is not finalized. ODOT lists bridge construction as impacting 1000 linear feet of riverbank and 8 acres of river channel. That’s where the work will occur. The river is a living system that will be seriously impacted downstream. Visit www.7071study.org and check out the 140-page environmental assessment.

Conclusion: No rebuild of the I-70/71 “split” is the best option. The clear choice for relieving freeway congestion is public transit. The clear choice for safety is public transit. Building this freeway will divert money from sustainable solutions. Current economic conditions will make it difficult enough for society to afford maintenance on our current roads and bridges. The “good” news about the economic crunch it that it can increase opportunity for change. Pick up the phone and call your state and federal legislators and tell them to fund public transit, not new highways.