Interstate 75 in Ohio
| I-75 | |||
| Get started | Cincinnati | ||
| End | Toledo | ||
| Length | 211 mi | ||
| Length | 340 km | ||
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Interstate 75 or I -75 is an Interstate Highway in the U.S. state of Ohio. The highway runs north-south through the west of the state, passing through several larger cities, first the city of Cincinnati, then Dayton, and north through Toledo. The road is important for through traffic from the southeastern United States to the Detroit area. The freeway is 340 kilometers long in Ohio.
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Travel directions
the double-deck Brent Spence Bridge (background) over the Ohio River in Cincinnati.
I-75 at I-70 in Dayton.
I-75 at Toledo.
Cincinnati
I-75 joins Interstate 71 from Kentucky via the double-deck Brent Spence Bridge over the Ohio River. From Kentucky, I-75 comes from Lexington, and I-71 from Louisville. Immediately after the bridge, both highways split at downtown Cincinnati, with I-71 exiting toward Columbus and Cleveland, and I-75 continuing straight toward Dayton, Toledo, and Detroit. The highway will then have 2×4 lanes. One passes through the older neighborhoods of Cincinnati and past a large shunting yard. After a few miles, Interstate 74. begins, which leads to Indianapolis. I-75 then has 2×3 lanes. In the suburb of St. Bernard, OH-562 branches off east, through the first row of suburbs north of downtown.
After that, 2×3 lanes are available, and Arlington Heights crosses OH-126, the east-west link through the northern suburbs. The I-75 then has a particularly wide median strip, with a residential area in between. You then pass through a large industrial area. At Glendale, a cloverleaf crosses Interstate 275, the ring road of the Cincinnati metropolitan area. Also outside the ring there are 2×3 lanes available, and you pass through the newer suburbs. At Wetherington, OH-129 turns off and leads to the city of Hamilton, about 10 miles west. After this, one more or less leaves the agglomeration of Cincinnati.
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Western Ohio
The area after that consists of the city of Middletown, which causes the cities of Cincinnati and Dayton to almost grow together. Middletown has a population of 52,000, and there are also 2×3 lanes available here. One then enters the conurbation of Dayton. Dayton itself has 159,000 inhabitants, but the urban area has 850,000 inhabitants. The first interchange is with Interstate 675, which runs along the east side of Dayton, providing a shorter connection toward I-70 to Columbus. Crossing the Great Miami River with 2×3 lanes, a four -tier stack junction leads to US 35which runs straight through Dayton to Chillicothe from Richmond, Indiana, and is mostly a highway.
After that, 2×4 lanes are available, and the highway runs right through the center. It crosses the Great Miami River four times. Further north, 2×3 lanes are available again. It passes through the northern suburbs, and at Vandalia crosses Interstate 70, the highway from Indianapolis to Columbus. One passes by the Dayton International Airport. The last commuter town is Troy. The highway will then have 2×2 lanes.
At Piqua one crosses US 36, the main road from Greenville to Urbana, two regional towns in western Ohio. The landscape is flat, with many meadows and the occasional small towns. In Wapakoneta you cross the US 33, which has been developed here as a highway. this road runs from Celina to Columbus. A somewhat larger town on the route is Lima, with 40,000 inhabitants. There you cross the US 30, a multi-lane main road, from Van Wert to Upper Sandusy, two regional towns in northwestern Ohio. At the town of Findlay you cross the US 224, which runs from Van Wert to Willard. Ohio is littered with small towns like this. The highway then has 2×3 lanes through the flat prairieleand. At Bowling Green, not to be confused with Bowling Green further south on I-75 in Kentucky, one crosses US 6, the main road from Napoleon to Fremont, more or less parallel to Interstate 80.
One then reaches the city of Toledo, the largest city in northwestern Ohio, with a population of 650,000. In the suburb of Perrysburg, Interstate 475 exits, which forms the western perimeter road of the metropolitan area. After this, 2×3 lanes will be available. A junction with a toll plaza in it crosses the Ohio Turnpike, over which Interstate 80 and Interstate 90 run, which go from Chicago to Cleveland. One then passes through the center of Toledo, and here again 2×3 lanes are available for traffic. In the north of the city, the I-475 merges again. In the northeast, Interstate 280. branchesoff, which is important for traffic from Detroit to Cleveland and vice versa. With 2×3 lanes you cross the border with Michigan, after which Interstate 75 in Michigan continues towards Detroit.
History
The predecessor to I-75 was US 25. Parts of I-75 were built directly over US 25, before that US 25 was built in 1946 in the south of Dayton and from the north side of Dayton to Vandalia as a 2×2 divided highway. These parts were probably upgraded to full freeway in the 1960s.
Fairly large portions of I-75 were built in the 1950s, and it was Ohio’s second longer highway to open larger portions of it outside of urban areas, after the Ohio Turnpike. By 1960, 175 kilometers of I-75 was already in use. The first longer section outside the major cities was a 27 km stretch in the Lima region in 1957. During the 1960s the remaining sections opened in phases, the last section outside a city was in 1969 between Cygnet and Dunbridge, at south of Toledo. The last one built in the city of Toledo, here the last parts opened to traffic in 1971-1972.
Cincinnati
The first section of the highway opened in 1941 in the Lockland suburb of Cincinnati, and was then called the Mill Creek Expressway. In the late 1940s this was extended south to Elmwood Place. On December 28, 1958, 4 miles opened up between the Central Parkway and Mitchell Avenue in northern Cincinnati. In 1959, the last link between Mitchell Avenue and Elmwood Place was opened. Finally, in the early 1960s, the route along the center of Cincinnati had to be built, in 1962 and 1963 these parts opened. In November 1963, the Brent Spence Bridge over the Ohio River in Cincinnati was opened to traffic, completing I-75 through Cincinnati.
Dayton
As early as 1946, US 25 between Dayton and Vandalia was opened with 2×2 lanes. It is unknown whether this was already a freeway at the time, but I-75 was later upgraded over the same route. Also on the south side of Dayton, a stretch of US 25 with 2×2 lanes opened in 1946, over which I-75 was later routed.
In the early 1960s, the I-75 between Cincinnati and Dayton was ready. The route through Dayton is marked by five bridges spanning the Great Miami River, encircling downtown Dayton. This route was probably completed in the early 1960s.
In 2010, the widening of I-75 between Cincinnati and Dayton was completed. The highway has been widened to at least 2×3 lanes along the entire route.
Since then, I-75 along downtown Dayton has been completely rebuilt, with all bridges replaced and most of the connections and interchanges reconstructed. In 2012, part of the widening of I-75 in Dayton itself was completed. Various connections have been renovated here and extra capacity has been added. The complete modernization of I-75 through Dayton took 10 years, cost $300 million and was completed on September 22, 2016.
Dayton – Toledo
Between 2014 and 2016, 51 miles of I-75 between Findlay and I-475 at Perrysburg south of Toledo was widened to 2×3 lanes. This project was easy to complete due to the wide median strip and cost $200 million. The project was largely completed by November 2016.
Between 2017 and 2020, the portion of I-75 through the city of Findlay was widened to 2×3 lanes. This part was originally constructed on a narrow profile, all viaducts and bridges have been replaced here. Work started in March 2017 and was largely completed in August 2020.
Toledo
By 1958, I-75 in northern Toledo to the Michigan border was completed, as was the route between Findlay and Toledo. The bridge over the Maumee probably opened in the 1960s. The entire I-75 was completed in the late 1960s. Between 2015 and 2018, I-75 in northern Toledo was widened to 2×3 lanes between I-475 and I-280.
Opening history
| From | Unpleasant | Length | Date |
| Exit 9 Elmwood Place | Exit 13 Lockland | 6 km | 00-00-1941 |
| Exit 50A Dayton | Exit 51 Dayton | 2 km | about 1946 |
| Exit 57 Dayton | Exit 63 Vandalia | 10 km | about 1946 |
| Exit 7 St. Bernard | Exit 9 Elmwood Place | 3 km | circa 1949 |
| Exit 63 Vandalia | Exit 69 Troy | 10 km | circa 1957 |
| Exit 118 Cridersville | Exit 135 Beaverdam | 27 km | circa 1957 |
| Exit 156 Findlay | Exit 159 Findlay | 5 km | circa 1957 |
| Exit 210 Toledo (OH-184) | Michigan state line | 1 km | circa 1957 |
| Exit 69 Troy | Exit 83 Piqua | 23 km | circa 1958 |
| Exit 159 Findlay | Exit 167 North Baltimore | 13 km | circa 1958 |
| Exit 1F Cincinnati | Exit 6 St. Bernard | 8 km | 28-12-1958 |
| Exit 6 St. Bernard | Exit 7 St. Bernard | 1 km | 00-00-1959 |
| Exit 111 Wapakoneta | Exit 118 Cridersville | 11 km | circa 1959 |
| Exit 13 Lockland | Exit 47 West Carrollton | 55 km | about 1961 |
| Exit 83 Piqua | Exit 94 Sydney | 18 km | about 1961 |
| Exit 208 | Exit 210 Toledo (OH-184) | 3 km | about 1961 |
| Exit 94 Sydney | Exit 111 Wapakoneta | 27 km | circa 1962 |
| Exit 167 North Baltimore | Exit 171 Cygnet | 6 km | circa 1962 |
| Exit 54B Dayton | Exit 57 Dayton | 5 km | about 1964 |
| Exit 140 Bluffton | Exit 156 Findlay | 26 km | about 1964 |
| Exit 199 Toledo (OH-65) | Exit 201 Toledo | 3 km | about 1964 |
| Exit 47 West Carrollton | Exit 50A Dayton | 5 km | about 1966 |
| Exit 51 Dayton | Exit 54B Dayton | 5 km | circa 1967 |
| Exit 135 Beaverdam | Exit 140 Bluffton | 8 km | circa 1967 |
| Exit 187 Dunbridge | Exit 195 | 13 km | circa 1967 |
| Exit 206 Toledo (US 24) | Exit 208 | 3 km | circa 1967 |
| Exit 171 Cygnet | Exit 187 Dunbridge | 26 km | about 1969 |
| Exit 195 | Exit 199 Toledo (OH-65) | 6 km | about 1969 |
| Exit 201 Toledo | Exit 204 | 5 km | about 1971 |
| Exit 204 | Exit 206 Toledo (US 24) | 3 km | about 1972 |
Future
Cincinnati
It is planned to build a second bridge over the Ohio River, the second Brent Spence Bridge. This is one of the largest bridge projects in the United States. The total river crossing capacity will then be increased from 8 to 15 lanes. In addition, the traffic flows are untangled and local traffic is separated from through traffic. The new bridge will become a toll road.
Lane Configuration
I-75 north of Dayton with 2×3 lanes.
| From | Unpleasant | Lanes | length |
| Exit 0 Kentucky state line | Exit 4 I-74 Cincinnati | 2×4 | 6 km |
| Exit 4 I-74 Cincinnati | Exit 16 I-275 Cincinnati | 2×3 | 19 km |
| Exit 16 I-275 Cincinnati | Exit 43 I-675 Dayton | 2×4 | 43 km |
| Exit 43 I-675 Dayton | Exit 58 Dayton | 2×3 | 24 km |
| Exit 58 Dayton | Exit 61 I-70 Dayton | 2×4 | 5 km |
| Exit 61 I-70 Dayton | Exit 74 Troy | 2×3 | 21 km |
| Exit 74 Troy | Exit 161 Findlay | 2×2 | 140 km |
| Exit 156 Findlay | Exit 211 Michigan state line | 2×3 | 88 km |
Traffic intensities
The stretch through Cincinnati is quite busy, with 170,000 vehicles between I-71 and I-74 daily. In the north of the city, this barely drops to 139,000 vehicles at the ring road. After the SR-129, this drops to 97,000 vehicles. In Dayton, the busiest part is near the center with 139,000 vehicles per day. Further north, 38,000 vehicles drive per day, fairly standard for inter-city connections. In the south of the Toledo conurbation, the traffic is not too bad, with 78,000 vehicles, but 105,000 vehicles drive Toledo, which does not make the road very busy. 64,000 vehicles cross the Michigan border every day.
