ODOT Recommends 18-Mile Route for US 23 to I-71 Connector as Study Faces Funding Hurdles and Local Pushback
A proposed $857 million to $1.2 billion highway promises morning peak travel savings but faces agricultural opposition and lacks construction funding.
State transportation planners have formally recommended an 18.2-mile freeway corridor linking U.S. Route 23 to Interstate 71 north of Columbus, publishing a long-awaited final feasibility study that highlights substantial commute reductions alongside steep construction costs and widespread local skepticism.
The evaluation was delivered to the Ohio Legislature on Sept. 30, 2026, by the Ohio Department of Transportation (ODOT) in partnership with the Ohio Turnpike and Infrastructure Commission. ODOT announced the report as the conclusion of a two-phase planning mandate established under state budget legislation to examine freeway connections across Delaware, Marion, and Morrow counties.
While the study concludes that regional economic and mobility gains justify the corridor, ODOT officials stressed that the document is strictly an engineering evaluation. The project currently has no secured construction funding and remains unprogrammed, with no timetable for groundbreaking.
Recommended alignment and route map specifics
State planners reviewed 16 preliminary routes before narrowing the focus to an 18.2-mile alignment that begins on U.S. Route 23 north of Waldo in Marion County and terminates at Interstate 71 south of State Route 521 in Delaware County.
Under the recommended design, the freeway would cross rural countryside and include an intermediate interchange at U.S. Route 42 just north of the village of Ashley. The route was selected after earlier proposals running south of Ashley were eliminated because of higher environmental constraints and community disruptions.
The evaluation stems from directives in House Bill 54 and House Bill 96, which ordered ODOT and the turnpike commission to jointly examine options ranging from upgrading existing state highways to constructing a newly built tolled or untolled expressway.
"This report represents a robust evaluation of different alternatives for a connection between U.S. 23 and I-71," ODOT Director Pamela Boratyn said. "ODOT heard a lot of feedback throughout this process, including both the benefits and concerns of a potential alignment. Our expert team worked diligently with OTIC to deliver a report reflective of the most feasible alignment."
Travel time benefits vs. construction costs
The corridor's primary objective is bypassing the heavily congested stretch of U.S. 23 between Waldo and Interstate 270, an arterial corridor burdened by dozens of traffic signals and suburban commercial access points.
According to ODOT's modeling, motorists traveling between Interstate 475 in the Toledo area and Interstate 270 in northern Franklin County would see travel times drop by six minutes under free-flow traffic conditions and by 22 minutes during morning peak travel hours. State analysts noted that these time savings and broader safety improvements would yield long-term economic returns.
However, realizing those benefits requires substantial capital. If construction were to begin in 2035, the estimated project cost would range between $857 million and $1.2 billion. Despite the multi-million-dollar price tag, the agency determined that anticipated safety gains and travel efficiencies outweigh estimated construction expenses.
The stark tolling tradeoff
To assess financing alternatives, planners modeled traffic demand under both untolled and tolled operating scenarios. The projections revealed a sharp disparity in projected driver adoption.
By 2055, an untolled four-lane freeway would carry an estimated 21,900 vehicles per day. By contrast, if state leaders implement tolls to help finance construction and debt service, projected traffic volume drops by more than 60 percent to approximately 8,500 vehicles daily.
That steep reduction underscores the central policy dilemma confronting transportation officials: tolling could provide a dedicated revenue stream to bridge funding shortages, but it risks diverting commercial trucks and daily commuters back onto local two-lane roads and the congested U.S. 23 corridor.
Intense local landowner pushback
While regional logistics organizations and long-distance commuters favor faster north-south connectivity, the proposal faces intense resistance from agricultural communities in Delaware and Morrow counties. ODOT collected around 3,000 public comments through public hearings, mail, and online portals, with numerous farmers warning that the highway would carve through family farms and destroy prime agricultural acreage.
Local municipal leaders have echoed those objections. In Morrow County, where the connector would traverse southern rural areas including Peru and Westfield townships, officials voiced alarm over severed rural roads. Mount Gilead Mayor Donna Carver warned that without extensive overpasses, the highway could disrupt emergency response times and force school districts to alter bus routes, inflating local operating costs. Carver also noted the alignment directly conflicts with Morrow County's comprehensive development and land use plans.
“I see absolutely no benefit to Morrow County in having the connector pass through our county,” Carver stated, arguing that the needs of local farmers and residents were being sacrificed for suburban commuters.
For now, the connector remains on paper. State transportation officials confirmed that further engineering and right-of-way acquisition cannot proceed until the General Assembly or federal programs allocate dedicated funding.
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State transportation planners have formally recommended an 18.2-mile freeway corridor linking U.S. Route 23 to Interstate 71 north of Columbus, publishing a long-awaited final feasibility study that highlights substantial commute reductions alongside steep construction costs and widespread local skepticism.
The evaluation was delivered to the Ohio Legislature on Sept. 30, 2026, by the Ohio Department of Transportation (ODOT) in partnership with the Ohio Turnpike and Infrastructure Commission. ODOT announced the report as the conclusion of a two-phase planning mandate established under state budget legislation to examine freeway connections across Delaware, Marion, and Morrow counties.
While the study concludes that regional economic and mobility gains justify the corridor, ODOT officials stressed that the document is strictly an engineering evaluation. The project currently has no secured construction funding and remains unprogrammed, with no timetable for groundbreaking.
Recommended alignment and route map specifics
State planners reviewed 16 preliminary routes before narrowing the focus to an 18.2-mile alignment that begins on U.S. Route 23 north of Waldo in Marion County and terminates at Interstate 71 south of State Route 521 in Delaware County.
Under the recommended design, the freeway would cross rural countryside and include an intermediate interchange at U.S. Route 42 just north of the village of Ashley. The route was selected after earlier proposals running south of Ashley were eliminated because of higher environmental constraints and community disruptions.
The evaluation stems from directives in House Bill 54 and House Bill 96, which ordered ODOT and the turnpike commission to jointly examine options ranging from upgrading existing state highways to constructing a newly built tolled or untolled expressway.
"This report represents a robust evaluation of different alternatives for a connection between U.S. 23 and I-71," ODOT Director Pamela Boratyn said. "ODOT heard a lot of feedback throughout this process, including both the benefits and concerns of a potential alignment. Our expert team worked diligently with OTIC to deliver a report reflective of the most feasible alignment."
Travel time benefits vs. construction costs
The corridor's primary objective is bypassing the heavily congested stretch of U.S. 23 between Waldo and Interstate 270, an arterial corridor burdened by dozens of traffic signals and suburban commercial access points.
According to ODOT's modeling, motorists traveling between Interstate 475 in the Toledo area and Interstate 270 in northern Franklin County would see travel times drop by six minutes under free-flow traffic conditions and by 22 minutes during morning peak travel hours. State analysts noted that these time savings and broader safety improvements would yield long-term economic returns.
However, realizing those benefits requires substantial capital. If construction were to begin in 2035, the estimated project cost would range between $857 million and $1.2 billion. Despite the multi-million-dollar price tag, the agency determined that anticipated safety gains and travel efficiencies outweigh estimated construction expenses.
The stark tolling tradeoff
To assess financing alternatives, planners modeled traffic demand under both untolled and tolled operating scenarios. The projections revealed a sharp disparity in projected driver adoption.
By 2055, an untolled four-lane freeway would carry an estimated 21,900 vehicles per day. By contrast, if state leaders implement tolls to help finance construction and debt service, projected traffic volume drops by more than 60 percent to approximately 8,500 vehicles daily.
That steep reduction underscores the central policy dilemma confronting transportation officials: tolling could provide a dedicated revenue stream to bridge funding shortages, but it risks diverting commercial trucks and daily commuters back onto local two-lane roads and the congested U.S. 23 corridor.
Intense local landowner pushback
While regional logistics organizations and long-distance commuters favor faster north-south connectivity, the proposal faces intense resistance from agricultural communities in Delaware and Morrow counties. ODOT collected around 3,000 public comments through public hearings, mail, and online portals, with numerous farmers warning that the highway would carve through family farms and destroy prime agricultural acreage.
Local municipal leaders have echoed those objections. In Morrow County, where the connector would traverse southern rural areas including Peru and Westfield townships, officials voiced alarm over severed rural roads. Mount Gilead Mayor Donna Carver warned that without extensive overpasses, the highway could disrupt emergency response times and force school districts to alter bus routes, inflating local operating costs. Carver also noted the alignment directly conflicts with Morrow County's comprehensive development and land use plans.
“I see absolutely no benefit to Morrow County in having the connector pass through our county,” Carver stated, arguing that the needs of local farmers and residents were being sacrificed for suburban commuters.
For now, the connector remains on paper. State transportation officials confirmed that further engineering and right-of-way acquisition cannot proceed until the General Assembly or federal programs allocate dedicated funding.
How we know this
The sources and records behind this story, with the facts they support.
https://publicinput.com/23-71study
Supporting evidence (4)
The evaluation was delivered to the Ohio Legislature on Sept. 30, 2026, by the Ohio Department of Transportation (ODOT) in partnership with the Ohio Turnpike and Infrastructure Commission.
Read supporting passage
On September 30, 2026, ODOT delivered the final Feasibility Study to the Ohio Legislature.
ODOT announced the report as the conclusion of a two-phase planning mandate established under state budget legislation to examine freeway connections across Delaware, Marion, and Morrow counties.
Read supporting passage
the Ohio Legislature included a provision for the Ohio Department of Transportation (ODOT) to conduct a feasibility study on the potential location of a new freeway connection between US Route 23 and Interstate 71 in Delaware, Marion, and Morrow Counties, as outlined in Section 755.60 of House Bill 54 and further amended by House Bill 96 under Ohio’s FY 2026–2027 Transportation Budget Act.
The evaluation stems from directives in House Bill 54 and House Bill 96, which ordered ODOT and the turnpike commission to jointly examine options ranging from upgrading existing state highways to constructing a newly built tolled or untolled expressway.
Read supporting passage
the Ohio Legislature included a provision for the Ohio Department of Transportation (ODOT) to conduct a feasibility study on the potential location of a new freeway connection between US Route 23 and Interstate 71 in Delaware, Marion, and Morrow Counties, as outlined in Section 755.60 of House Bill 54 and further amended by House Bill 96 under Ohio’s FY 2026–2027 Transportation Budget Act.
The evaluation stems from directives in House Bill 54 and House Bill 96, which ordered ODOT and the turnpike commission to jointly examine options ranging from upgrading existing state highways to constructing a newly built tolled or untolled expressway.
Read supporting passage
The Legislature tasked the Ohio Department of Transportation (ODOT) and the Ohio Turnpike & Infrastructure Commission (OTIC) with jointly evaluating the feasibility of this connection through multiple options, including upgrading existing state routes, constructing a new freeway, or developing a tolled facility.
https://www.yahoo.com/news/us/articles/odot-releases-final-report-recommendations-163727469.html
Supporting evidence (13)
ODOT announced the report as the conclusion of a two-phase planning mandate established under state budget legislation to examine freeway connections across Delaware, Marion, and Morrow counties.
Read supporting passage
The Ohio Department of Transportation released its report Wednesday on the final recommendations for the proposed U.S. Route 23 and Interstate 71 connector.
The project currently has no secured construction funding and remains unprogrammed, with no timetable for groundbreaking.
Read supporting passage
The project needs additional funding before it can be moved into the development process. There is no estimated timeline for construction until funding is secured.
State planners reviewed 16 preliminary routes before narrowing the focus to an 18.2-mile alignment that begins on U.S.
Read supporting passage
ODOT's study determined the best route for the connector would be an 18.2-mile roadway between U.S. Route 23 north of Waldo to I-71 south of state Route 521. It would include an interchange at U.S. Route 42 north of the village of Ashley.
Under the recommended design, the freeway would cross rural countryside and include an intermediate interchange at U.S.
Read supporting passage
ODOT's study determined the best route for the connector would be an 18.2-mile roadway between U.S. Route 23 north of Waldo to I-71 south of state Route 521. It would include an interchange at U.S. Route 42 north of the village of Ashley.
"This report represents a robust evaluation of different alternatives for a connection between U.S. 23 and I-71," ODOT Director Pamela Boratyn said.
Read supporting passage
"This report represents a robust evaluation of different alternatives for a connection between U.S. 23 and I-71," said ODOT Director Pamela Boratyn. "ODOT heard a lot of feedback throughout this process, including both the benefits and concerns of a potential alignment. Our expert team worked diligently with OTIC to deliver a report reflective of the most feasible alignment."
According to ODOT's modeling, motorists traveling between Interstate 475 in the Toledo area and Interstate 270 in northern Franklin County would see travel times drop by six minutes under free-flow traffic conditions and by 22 minutes during morning peak travel hours.
Read supporting passage
The travel time between I-475 and I-270 would be reduced by six minutes during free-flow traffic conditions and 22 minutes during the morning peak hour, according to ODOT.
If construction were to begin in 2035, the estimated project cost would range between $857 million and $1.2 billion.
Read supporting passage
If construction begins in 2035, the estimated cost would range from $857 million to $1.2 billion. According to ODOT, the study found that the expected benefits, which include reduced travel time and safety improvements, outweigh the predicted cost.
Despite the multi-million-dollar price tag, the agency determined that anticipated safety gains and travel efficiencies outweigh estimated construction expenses.
Read supporting passage
If construction begins in 2035, the estimated cost would range from $857 million to $1.2 billion. According to ODOT, the study found that the expected benefits, which include reduced travel time and safety improvements, outweigh the predicted cost.
By 2055, an untolled four-lane freeway would carry an estimated 21,900 vehicles per day.
Read supporting passage
The study estimated that by 2055, the highway would carry around 21,900 vehicles per day if it were not tolled. If the highway was tolled, it would carry around 8,500 vehicles.
By contrast, if state leaders implement tolls to help finance construction and debt service, projected traffic volume drops by more than 60 percent to approximately 8,500 vehicles daily.
Read supporting passage
The study estimated that by 2055, the highway would carry around 21,900 vehicles per day if it were not tolled. If the highway was tolled, it would carry around 8,500 vehicles.
ODOT collected around 3,000 public comments through public hearings, mail, and online portals, with numerous farmers warning that the highway would carve through family farms and destroy prime agricultural acreage.
Read supporting passage
Around 3,000 public comments were collected at the public meetings, online and by mail, ODOT said.
ODOT collected around 3,000 public comments through public hearings, mail, and online portals, with numerous farmers warning that the highway would carve through family farms and destroy prime agricultural acreage.
Read supporting passage
Several Morrow County residents expressed concerns about the project, with some farmers noting a proposed route would go through their land.
State transportation officials confirmed that further engineering and right-of-way acquisition cannot proceed until the General Assembly or federal programs allocate dedicated funding.
Read supporting passage
The project needs additional funding before it can be moved into the development process. There is no estimated timeline for construction until funding is secured.
Supporting evidence (4)
In Morrow County, where the connector would traverse southern rural areas including Peru and Westfield townships, officials voiced alarm over severed rural roads.
Read supporting passage
The updated proposal indicates that a significant portion of the connector will traverse southern Morrow County, predominantly affecting Peru and Westfield Townships.
Mount Gilead Mayor Donna Carver warned that without extensive overpasses, the highway could disrupt emergency response times and force school districts to alter bus routes, inflating local operating costs.
Read supporting passage
She pointed out that without adequate bridge construction or crossings, the connector could lead to increased travel times for residents and hinder emergency response services.
Mount Gilead Mayor Donna Carver warned that without extensive overpasses, the highway could disrupt emergency response times and force school districts to alter bus routes, inflating local operating costs.
Read supporting passage
The mayor also raised concerns about the project’s implications for local school districts, warning that altered bus routes may extend travel distances and subsequently inflate operational costs. She noted that the proposed routes conflict with Morrow County’s Comprehensive Development Strategic Plan and Land Use Plan, which were established through extensive community collaboration and focus on responsible growth.
“I see absolutely no benefit to Morrow County in having the connector pass through our county,” Carver stated, arguing that the needs of local farmers and residents were being sacrificed for suburban commuters.
Read supporting passage
“I see absolutely no benefit to Morrow County in having the connector pass through our county,” Mayor Carver stated, asserting that the interests of neighboring communities seem to be overshadowing the needs of local residents and farmland.