Interstate 75 in Ohio
Interstate 75 (I-75) in Ohio is a major north–south Interstate Highway spanning 211.41 miles (340.36 km) from the Kentucky state line in Cincinnati to the Michigan state line northwest of Toledo.[1] The route enters Ohio concurrently with I-71 from Kentucky, then proceeds northward through urban and rural areas, paralleling U.S. Route 25 for much of its length.[1] Maintained by the Ohio Department of Transportation (ODOT), I-75 connects key cities including Middletown, Dayton, Piqua, Sidney, Lima, Findlay, Bowling Green, and Toledo, serving as a critical corridor for both passenger travel and freight movement.[1] It intersects major routes such as I-275 near Cincinnati, I-70 in Dayton, and I-475/I-280 near Toledo, facilitating regional connectivity.[1] The highway is designated as part of the National Highway System in its entirety and supports Ohio's economic vitality by handling a significant portion of the state's truck freight. Ongoing infrastructure projects underscore I-75's importance, including widening efforts in the Cincinnati region through the "Thru the Valley" initiative to improve safety, reduce congestion, and enhance mobility.[2] In Dayton and surrounding areas, reconstruction projects address pavement, bridges, and interchanges to accommodate growing traffic volumes.[3] These improvements reflect I-75's role as a high-priority freight corridor in Ohio, contributing to the movement of nearly 1.4 billion tons of goods annually across the state.[4]Route Description
Southern Section: Cincinnati to Middletown
Interstate 75 enters the state of Ohio from Kentucky concurrent with Interstate 71, crossing the Ohio River on the double-decker Brent Spence Bridge into the downtown area of Cincinnati at mile marker 0.[5] The bridge, a cantilever truss structure, connects Covington, Kentucky, to Cincinnati and serves as the primary gateway for northbound traffic into the Cincinnati metropolitan area. Immediately upon entering Ohio, I-75 and I-71 proceed north through the urban core of Cincinnati, passing key landmarks such as Great American Ball Park and Paycor Stadium in the West End neighborhood.[1] In downtown Cincinnati, the concurrency ends at Exit 1 (2nd Street / U.S. Route 42 / U.S. Route 52), where I-71 diverges eastward onto Fort Washington Way toward Columbus, while I-75 continues north as the Mill Creek Expressway through the Mill Creek Valley.[1] This section features a significant elevation gain as the highway ascends from the riverfront lowlands, navigating tight curves and passing beneath the Western Hills Viaduct near Exit 2 (U.S. 52 / Sixth Street).[6] The route traverses densely developed industrial and residential areas in neighborhoods like Queensgate and South Fairmount, with interchanges at Spring Grove Avenue (Exit 3), Freeman Avenue (Exit 4), and Beekman Avenue (Exit 5), providing access to local businesses and the Mill Creek itself.[7] Further north, I-75 intersects Interstate 74 at Exit 6 in the West End area, offering a westward connection to Indiana.[1] Exiting the core urban fabric of Cincinnati, I-75 proceeds through the northwestern suburbs, including Northside and Winton Hills, before reaching the Hopple Street / Western Avenue interchange at Exit 7.[8] The highway then parallels the Mill Creek northward, crossing it multiple times via elevated structures amid a mix of commercial and light industrial zones, before ascending out of the valley near Exit 9 (State Route 4 / Paddock Road) in the Carthage community.[7] As it enters Hamilton County’s northern suburbs around mile marker 10, I-75 connects to State Route 561 (Seymour Avenue) at Exit 10 and passes through Lockland and Reading, where it links to State Route 126 (Ronald Reagan Cross County Highway) at Exit 14, facilitating east-west travel across the region.[8] Nearing the northern extent of the Cincinnati metropolitan area at approximately mile marker 15, I-75 intersects Interstate 275, the beltway encircling Greater Cincinnati, at Exit 16 (I-275 / State Route 126), a partial cloverleaf interchange that directs traffic to eastern and southern suburbs or the Cincinnati/Northern Kentucky International Airport.[1] Beyond this junction, the route shifts toward less dense suburban development in Sharonville, crossing into Butler County near mile marker 20 and entering West Chester Township.[8] I-75 then traverses commercial corridors with interchanges at Union Centre Boulevard (Exit 19), Tylersville Road (Exit 22), and State Route 129 (Hamilton–Cincinnati Road) at Exit 24 in Liberty Township, serving growing retail and office parks.[9] Entering the city of Hamilton around mile marker 25, I-75 passes through established industrial zones along its corridor, including manufacturing facilities and distribution centers clustered near the highway and adjacent rail lines.[10] Key access points include State Route 4 (Exit 28 / 29) and State Route 127 (North Second Street, Exit 30), which connect to Hamilton's downtown and the nearby Great Miami River valley, though the highway itself remains east of the river in this segment.[8] The route features a gradual transition from urban-industrial landscapes to semi-rural settings south of Middletown, with open fields and scattered developments appearing around mile marker 30 near the interchange with State Route 63 (Exit 32) in Monroe Township.[9] This marks the approximate northern end of the southern section at Middletown, where I-75 continues amid a blend of heavy industry, including steel and automotive-related operations, before heading toward more rural terrain.Central Section: Middletown to Tipp City
From Middletown northward, Interstate 75 traverses Butler County before entering Warren County, where it passes through a landscape blending expansive farmlands with expanding suburban developments in areas like Franklin and Springboro.[9] The highway continues into Montgomery County, maintaining a corridor of agricultural fields interspersed with commercial and residential growth as it approaches the Dayton metropolitan area.[8] Key junctions in this segment include the interchange with Interstate 675 southeast of Miamisburg, which serves as an eastern bypass around Dayton and connects to broader regional networks.[11] Further north, near Vandalia, I-75 meets Interstate 70, facilitating east-west travel toward Indianapolis and Columbus. The route crosses the Great Miami River multiple times, notably near Moraine and Miamisburg, before threading through denser urban environments in Dayton proper.[12] In the Dayton vicinity, I-75 skirts the western edge of the city, running in proximity to Wright-Patterson Air Force Base, the largest single-site employer in the region and a major hub for aviation research; Interstate 675 provides more direct access to the base from the freeway.[8] Beyond the urban core, the highway shifts toward a more rural character, passing through open farmlands en route to Tipp City at the northern edge of Montgomery County.[13]Northern Section: Tipp City to Michigan State Line
Interstate 75 enters its northern section in Ohio at Tipp City in Miami County, where it transitions from the more suburban landscapes of the central Dayton area into the rural farmlands of northwest Ohio. The highway proceeds northward through Miami County before crossing into Shelby County, paralleling the Great Miami River to the east and serving as a key corridor for agricultural transport in the region. In Shelby County, I-75 passes west of Sidney via Exit 92, traversing flat, fertile plains dominated by corn and soybean fields that characterize much of the area's economy.[14][15] Continuing north, I-75 enters Allen County and skirts the western edge of Lima, with interchanges at Exits 120 through 127 providing access to the city's industrial zones and the nearby Allen County Airport. The route then shifts into Hancock County, crossing the Blanchard River south of Findlay and offering multiple exits (156–161) for the city's manufacturing hubs and educational institutions like Owens Community College. Beyond Findlay, the highway maintains a predominantly rural character through Wood County, passing near Bowling Green at Exit 181 and crossing additional waterways amid expansive agricultural lands.[16][17][18] In Lucas County, I-75 approaches the Toledo metropolitan area, where the terrain remains flat due to its proximity to Lake Erie, facilitating efficient north-south travel but also exposing the route to occasional lake-effect weather influences. The highway integrates with the urban fabric of Toledo, briefly referencing the auxiliary I-475 loop that bypasses the city's core to the west. Key connections include the interchange with I-80/I-90 (Ohio Turnpike) at Exit 195 near Rossford, enabling seamless links to broader Midwest networks. North of Perrysburg, I-75 crosses the Ottawa River via a multi-span bridge before reaching its northern terminus at the Michigan state line, marking the end of its 211-mile journey through Ohio.[19][20][21]History
Planning and Initial Construction (1940s-1960s)
The planning for Interstate 75 (I-75) in Ohio originated in the 1940s as part of broader efforts to modernize the Dixie Highway, designated as U.S. Route 25 (US 25), by converting segments to limited-access freeway alignments to address growing traffic congestion along the Cincinnati-to-Dayton corridor.[22] Local and state officials recognized the need for upgraded infrastructure to support industrial growth, including access to facilities like the Wright Aeronautical plant, leading to early freeway proposals that paralleled US 25.[22] The Ohio Department of Highways played a central role in these initiatives, coordinating with federal agencies to identify alignments that would bypass urban centers in Cincinnati and Dayton while improving regional connectivity.[23] The Federal-Aid Highway Act of 1956 marked a pivotal advancement, authorizing the national Interstate Highway System and designating I-75's route through Ohio from the Kentucky border near Cincinnati northward to the Michigan state line near Toledo, largely following the path of US 25 for efficiency.[24] This legislation provided 90% federal funding for construction, with the remaining 10% covered by the state, enabling rapid advancement of projects through the Ohio Department of Highways.[24] Early land acquisitions began in the late 1950s, utilizing surveys and aerial triangulation techniques to secure rights-of-way for both urban bypasses and rural stretches, often involving coordination with local governments to minimize disruptions.[25] Initial construction phases commenced shortly after the 1956 act, with segments built between 1958 and 1962 focusing on overpasses, grading, and rural sections in central and northern Ohio to establish the highway's backbone.[26] These early efforts included foundational infrastructure like bridges over local waterways and interchanges in less densely populated areas, such as around Piqua and Findlay, where National Bridge Inventory records document original structures from this period.[26] The Ohio Department of Highways prioritized these non-urban portions to build momentum, allowing for testing of design standards before tackling more complex city bypasses in Cincinnati and Dayton.[27]Completion and Designation (1970s)
The final segments of Interstate 75 (I-75) in Ohio were completed during the early 1970s, marking the full operationalization of the route from Cincinnati to the Michigan state line by 1974. The last portions focused on urban connections, including extensions in Cincinnati such as the I-74 interchange at Exit 4, which opened in 1974 and replaced the prior Colerain Avenue access point.[28] In the Toledo area, a key 8.8-mile stretch integrating I-75 with auxiliary I-475 opened on December 15, 1970, at a cost of $65 million, providing a direct high-speed link from downtown Toledo northward.[29] These completions addressed lingering gaps in the system, with Ohio's entire I-75 corridor deemed fully built by 1974, shifting the primary north-south artery away from older alignments.[30] Opening ceremonies highlighted the transitions, such as the ribbon-cutting for the I-75/I-475 segment near the U.S. 23 interchange in Sylvania on December 15, 1970, attended by local officials from Toledo and Sylvania following a community breakfast event.[29] Traffic immediately shifted from U.S. Route 25 (US 25), which had run concurrently with much of the new interstate; by 1973, US 25 was decommissioned along nearly all of I-75's path in Ohio, except a short northern section north of Cygnet, as the parallel route became redundant. Upon these openings, Interstate shields and mile markers were installed along the route by the Ohio Department of Transportation (ODOT), standardizing signage to reflect the federal designation and mile-based referencing from the Kentucky border.[31] Integration with auxiliary routes solidified I-75's role in the regional network during this period. I-475, the western Toledo bypass, connected seamlessly upon its 1970 opening, defaulting traffic onto I-75 northbound where the mainline was already operational.[32] Similarly, I-275's key interchanges with I-75 in the Cincinnati area, including the complex four-level stack at mile 185 in Kentucky (serving Ohio approaches), were completed in the 1970s, enhancing circumferential access around the city.[28] These links facilitated smoother regional flow, with I-275 portions opening progressively from the 1960s into the decade.[33] Post-opening, early maintenance challenges emerged due to rapid traffic growth and initial construction materials, leading to pavement wear in high-volume urban segments. In the 1970s, ODOT initiated reconstructions on sections like miles 12-14 near the General Electric plant in Cincinnati, incorporating improved access and feeder roads to address deterioration.[28] Some reinforced pavements on I-75 required first overlays during the decade, reflecting the demands of heavy freight and commuter use shortly after activation. These efforts focused on extending service life amid the route's immediate economic importance.Mill Creek Expressway
The Mill Creek Expressway, a pioneering urban freeway segment of what became Interstate 75 in Cincinnati, originated as part of early highway planning predating the national Interstate Highway System. Construction began in 1941 with the rapid development of the Wright-Lockland Highway, an initial northern segment built to provide access to the Wright Aeronautical Plant (later acquired by General Electric) amid World War II defense needs. This early effort laid the groundwork for the broader Millcreek Expressway vision outlined in Cincinnati's 1947 master plan, which envisioned a limited-access route along the old Miami and Erie Canal corridor through the Mill Creek Valley. Over the subsequent two decades, from 1941 to 1963, the project evolved into a 6-mile urban artery, constructed in phases by the Ohio Department of Transportation and local authorities, marking one of the first major expressways in the Midwest to incorporate modern design elements like divided lanes and grade-separated interchanges.[22][34] Engineering the expressway presented significant challenges due to the rugged terrain of the Mill Creek Valley, a narrow, flood-prone corridor hemmed in by hills, railroads, and industrial sites. Builders navigated steep grades up to 3% and sharp curves inherited from the canal alignment, while constructing multiple viaducts to span the channelized Mill Creek and rail lines, including the prominent Ludlow Viaduct at mile marker 4 and adjustments to the existing Western Hills Viaduct from 1932. The integration with ongoing flood control efforts added complexity; the U.S. Army Corps of Engineers had been channelizing the Lower Mill Creek since the early 20th century, culminating in major works through the 1940s and 1950s to mitigate recurrent flooding after events like the 1937 Ohio River flood, which required coordinating the roadway's alignment with reinforced concrete-lined channels and levees to prevent inundation. These features demanded innovative use of abandoned subway grading from the 1920s project and careful demolition of obsolete structures, ensuring the route met emerging interstate standards for clearance and shoulders despite urban constraints.[34][35][36] Reflecting the era's escalating expenses for land acquisition, viaduct erection, and earthmoving in a densely built environment, for instance, the 2.5-mile portion from Mitchell Avenue to Central Parkway alone required $7.3 million in 1958. Opening occurred progressively to minimize disruption: the Mitchell Avenue to Central Parkway stretch debuted on December 28, 1958, followed by the gap to Elmwood Place in 1959, with southern extensions reaching the Ohio River by 1962 and the full Lockland Split elevated section completed in 1963, achieving seamless integration into the designated I-75 by that year.[34] Construction profoundly affected local neighborhoods, particularly the West End, where urban renewal initiatives intertwined with the project led to the demolition of dozens of city blocks, displacing 4,888 families—totaling 15,000 to 20,000 residents, many from predominantly Black communities—and shuttering 551 businesses. In Lockland, an additional 200 homes were razed for the elevated northern alignment, fragmenting social fabrics and accelerating white flight while prioritizing industrial and vehicular access over residential stability. These impacts, tied to broader postwar redevelopment, reshaped Cincinnati's urban landscape but at the cost of community cohesion in the valley.[35]Major Rehabilitations (1980s-2010s)
During the 1980s and 1990s, the Ohio Department of Transportation (ODOT) focused on resurfacing efforts in the rural sections of Interstate 75 to extend the lifespan of the original pavements laid during initial construction. These projects addressed wear from increasing traffic volumes, with resurfacing typically required every eight years for asphalt surfaces on Ohio's interstates.[37] In urban areas like Dayton, bridge replacements were prioritized to replace aging structures from the 1960s, including the Siebenthaler Avenue bridge over I-75, which was completed ahead of broader corridor improvements.[38] The Dayton I-75 Modernization Project, undertaken from 2006 to 2016, represented a major effort to widen and reconfigure approximately 4.5 miles of the highway through downtown Dayton to six lanes, while adding new interchanges and reconstructing ramps to reduce congestion and improve safety. This $306 million initiative, with phases including $550 million for a 3.7-mile segment funded in part by $452 million in federal aid from the Federal Highway Administration, was executed in three phases and completed a year ahead of schedule and under budget.[39][40] Upgrades to the I-75/I-71 interchange in the early 2000s involved ramp modifications and pavement resurfacing as part of regional connectivity improvements.[41] Additionally, a $98 million segment from Ohio 122 to Cincinnati-Dayton Road in Butler County was resurfaced and widened in the late 2000s to support growing commuter traffic.[42] In 2010, ODOT planned key segments of the I-75 Valley Freeway, including the reconfiguration of the Lockland split near Cincinnati, where an obsolete channelized section would be permanently closed to streamline northbound and southbound alignments. These efforts marked the culmination of 1980s-2010s rehabilitations, focusing on modernization while preserving the route's role as a vital north-south artery. The Dayton modernization was completed in 2016, and the I-75 Thru the Valley project in the Cincinnati area was initiated in the 2010s.[43]Future Developments
Ongoing Reconstruction Projects
The I-75 Thru the Valley project involves reconstructing and widening the interstate between the Mill Creek bridge and State Route 126 (Ronald Reagan Cross County Highway) in Hamilton County, adding a fourth lane in each direction to improve safety, reduce congestion, and enhance mobility.[2] This phase, designated PID 88124, is scheduled from spring 2028 to fall 2029 with an estimated cost of $39-49 million.[2] In Montgomery County, reconstruction of I-75 between Needmore Road and Leo Street (state log mile 14.66 to 17.16) includes upgrades to storm sewer facilities, lighting, signage, and pavement, addressing deteriorated infrastructure from prior modernization efforts.[3] The project, which began in fall 2022, includes ongoing work with traffic pattern changes in summer 2025 and barrier shifts continuing into late 2025 and 2026 to maintain three lanes in each direction.[44][45] The Ohio Department of Transportation committed $62.5 million in April 2025 for widening and reconstructing I-75 from the Pennyroyal Lane Bridge in Warren County to just north of the State Route 63 interchange in Montgomery County, expanding from three to four lanes each way while improving pavement, geometry, and bridge structures for better under-bridge clearance.[46][47] A funding request for $20 million to add a third lane in both directions on I-75 in Miami County, transitioning the corridor from six to eight lanes total to accommodate increasing traffic volumes north of Dayton, was supported in July 2025.[48] Safety improvements at the I-75/U.S. Route 33 interchange in Auglaize County, focusing on ramp modifications and intersection enhancements to reduce crash risks without altering the overall alignment, are planned with construction to begin in spring 2026.[49]Planned Interchange and Bridge Improvements
The Brent Spence Bridge Corridor Project encompasses an eight-mile stretch of I-71 and I-75 between Cincinnati, Ohio, and Covington, Kentucky, where planners are developing a new companion bridge to the west of the existing structure to address capacity constraints and improve multimodal connectivity. The selected design for this companion bridge is a bi-level, cable-stayed independent deck structure with two decks each carrying five lanes of interstate traffic, eliminating the need for steel trusses between decks to enhance maintenance efficiency.[50] Major construction is slated to begin in early 2026, with the full project anticipated to extend into the 2030s due to its scale and integration of ramp redesigns, local roadway improvements, and environmental mitigations along the Ohio side of I-75.[51] This initiative responds to current congestion on the Brent Spence Bridge, where average daily traffic exceeds 140,000 vehicles, contributing to frequent delays during peak periods.[5] Several diverging diamond interchange (DDI) projects are in various stages of planning and implementation along I-75 in Ohio to enhance safety and traffic flow by reducing conflict points and left-turn delays. In Hancock County, the reconstruction of the I-75 and County Road 99 interchange near Findlay into a DDI was completed in November 2025, involving a new bridge south of the existing one, reconfiguration of ramps, and widening of County Road 99 from Technology Drive to Main Street.[52] Further north in Wood County, the I-75 and US 20/US 23 (Fremont Pike) interchange in Perrysburg is advancing toward a DDI design following a 2023 feasibility study and public input sessions in early 2025; construction is planned for 2027–2028 to include a single-lane roundabout at the northbound off-ramp and signalized crossings, aiming to mitigate backups from heavy left-turn volumes.[53] At the I-75 and SR 725 interchange in Montgomery County near Miamisburg, a proposed DDI conversion was delayed in 2023 after initial traffic modeling showed potential conflicts with recent signal optimizations that reduced crashes; additional data collection is ongoing, with construction now targeted for after 2026 pending updated feasibility assessments.[54] Broader corridor enhancements include a $1.5 million feasibility study by the Ohio Department of Transportation for Ohio's portion of a proposed 1,000-mile multi-state Interstate corridor, designated as part of the I-73/I-74/I-75 network, which would connect I-75 in the Toledo area southward along US 23 to the Kentucky border near Chesapeake, evaluating routes, environmental impacts, and funding options for improved freight and passenger mobility.[55] The study, involving coordination with Michigan, West Virginia, Virginia, North Carolina, and South Carolina, is scheduled for completion by December 2026 and could lead to capacity upgrades on I-75 segments to support regional economic growth. Additionally, an active traffic demand management study for the I-71/I-75 corridor from northern Kentucky to the Brent Spence Bridge is exploring low-cost options within existing right-of-way, such as high-occupancy vehicle (HOV) lanes during peak hours, variable speed limits to adapt to congestion or weather, ramp metering, and bus-on-shoulder operations, drawing on successful implementations like Ohio's I-71 pilot since 2008 to enhance reliability without major reconstruction.[56]Impact and Operations
Economic and Regional Impact
Interstate 75 plays a pivotal role in Ohio's freight transport network, facilitating the movement of goods along a critical north-south corridor that connects industrial hubs in the Midwest to southern markets. As part of Ohio's broader freight system, which transported over 1 billion tons of goods valued at more than $1.2 trillion in 2018, I-75 handles substantial volumes of truck freight, including commodities like machinery, chemicals, and consumer products, making it one of the heaviest truck corridors in the United States.[57] This infrastructure contributes to Ohio's sixth-place national ranking in freight volume, underscoring its importance to the state's logistics efficiency and supply chain resilience.[58] Infrastructure improvements and development along I-75 have spurred significant job creation and investment in manufacturing and logistics sectors. In 2024, 207 projects were announced across 10 counties in the I-75 corridor, attracting billions in capital and fostering growth in facilities such as Cenovus Energy's $1.5 billion upgrades in Lima and Oregon, which enhance manufacturing capacity and regional distribution networks.[59] These initiatives not only generate construction and operational employment but also position Ohio as a leader in attracting logistics operations, with 39 transportation and logistics projects contributing to the corridor's economic vitality. The highway has driven regional economic growth in key urban areas, including Cincinnati, Dayton, and Toledo, by improving access to national markets, ports, and industrial clusters. In the Cincinnati-Dayton corridor, I-75 supports large manufacturing employers and fast-growing suburbs, enabling efficient goods flow that bolsters local industries like automotive and aerospace. Similarly, in Toledo, the route connects to Great Lakes ports, facilitating exports and enhancing the city's role as a logistics gateway for the Midwest.[60] A 2012 health impact assessment of I-75 improvements in Cincinnati highlighted potential adverse effects on air quality and community displacement, while offering recommendations to mitigate them. Construction activities could increase particulate matter and volatile organic compounds, exacerbating asthma and cardiopulmonary issues in neighborhoods like Avondale and Queensgate, particularly due to prevailing winds carrying pollutants.[61] Displacement from property acquisitions risks mental health challenges such as "root shock," prompting suggestions for LEED-certified housing, low-interest loans, air quality monitoring near sensitive sites, and expanded greenspaces to improve environmental justice and housing access.[61]Traffic Volume and Safety
Interstate 75 in Ohio experiences significant variations in traffic volume along its 215-mile route from the Kentucky state line to Michigan. Annual Average Daily Traffic (AADT) peaks at over 150,000 vehicles per day in urban segments near Cincinnati and Dayton, reflecting the corridor's role as a major freight and commuter artery.[62] For instance, near the Brent Spence Bridge in Cincinnati, AADT averaged approximately 159,000 vehicles in 2019, with weekday peaks reaching up to 189,300.[62] In contrast, rural northern sections, such as through Hancock and Wood counties, see lower volumes of 50,000 to 80,000 vehicles daily, based on statewide interstate monitoring data.[63] Congestion is most pronounced in the Dayton and Cincinnati regions, where bottlenecks at interchanges like I-75 with SR 73 in Dayton and I-75 with I-275 north of Cincinnati create significant delays.[64] These hotspots are projected to worsen with population growth and increased freight demand, potentially adding hours of annual delay per traveler without interventions.[65] Trucks constitute 20-30% of overall traffic on I-75, with segments like the Butler/Warren county line recording over 25,000 truck AADT in 2023, making it Ohio's second-highest for interstate truck volumes.[66] This heavy truck reliance contributes to pavement wear and elevated crash risks, though it underscores the route's economic importance for regional freight movement. Safety performance on I-75 reflects its high-volume, mixed-use nature, with Ohio ranking third nationally for interstate truck traffic exposure.[66] From 2017 to 2019, a five-mile stretch near Cincinnati recorded nine fatal crashes resulting in 10 deaths, highlighting urban vulnerability.[67] Statewide, I-75 saw over 7,000 crashes between 2018 and 2022, including 51 fatalities and more than 1,500 injuries, often linked to truck involvement in rear-end and sideswipe incidents.[68] Modernization projects, such as the Dayton downtown reconstruction completed in 2016, have improved safety by reducing crash rates by up to 90% at former "Malfunction Junction" interchanges through better ramp consolidation and lane continuity.[69] These efforts are projected to lower fatality and injury crashes by 25% corridor-wide.[42] To address congestion and safety, the Ohio Department of Transportation has studied variable speed limits for the I-71/I-75 corridor, including segments through Cincinnati and Dayton.[56] Approved implementations dynamically adjust speeds during peak or inclement conditions to reduce rear-end collisions by up to 30%, based on pilot data from similar Ohio interstates.[70]Supporting Details
Exit List
The exits on Interstate 75 in Ohio are listed below in a tabular format, organized by county from south (Hamilton County) to north (Lucas County). The table includes the approximate mile marker (state log mile, starting at 0.00 at the Kentucky state line), exit number(s), primary destinations served, and any notable information such as partial interchanges or recent changes. Data is based on northbound configurations, with southbound typically mirroring unless noted. There are approximately 95 interchanges along the 211.55-mile route.[71][63]| County | mi | Exit | Destinations | Notes |
|---|---|---|---|---|
| Hamilton | 0.00 | – | Kentucky state line | Southern terminus of I-75 in Ohio |
| Hamilton | 0.20 | 1C | 5th Street | Access to Downtown Cincinnati; partial interchange |
| Hamilton | 0.30 | 1D | US 50 / SR 264 | Second Street; access to Riverfront |
| Hamilton | 1.50 | 2 | Harrison Avenue | Local access in Cincinnati |
| Hamilton | 2.80 | 3 | Hopple Street | Access to Cincinnati Zoo and Botanical Garden |
| Hamilton | 5.90 | 6 | Mitchell Avenue | Local access in Cincinnati |
| Hamilton | 6.50 | 7 | SR 562 (Norwood Lateral) | Connection to I-71 |
| Hamilton | 7.20 | 8 | Towne Street / Elmwood Place | Local access in Norwood |
| Hamilton | 8.10 | 9 | SR 4 / SR 561 (Paddock Road) | Access to Spring Grove Cemetery |
| Hamilton | 9.50 | 10A | SR 126 (Ronald Reagan Cross County Hwy) east | Connection to I-71 / I-275 |
| Hamilton | 9.60 | 10B | Galbraith Road | Local access in Amberley |
| Hamilton | 11.80 | 12 | SR 93 (Reading Road) | Access to Lockland |
| Hamilton | 12.90 | 13 | Shepherd Drive / Lincoln Heights | Local access |
| Hamilton | 13.80 | 14 | Glendale-Milford Road | Access to Evendale |
| Hamilton | 14.50 | 15 | Glendale-Laurenceburg Road | Local access in Glendale |
| Hamilton | 15.20 | 16 | I-275 | Beltway around Cincinnati; to Kentucky / Indiana |
| Butler | 18.50 | 19 | Union Centre Boulevard | Access to Fairfield / West Chester |
| Butler | 20.80 | 21 | Cincinnati-Dayton Road | Local access in West Chester |
| Butler | 22.00 | 22 | Tylersville Road | Access to West Chester |
| Butler | 23.50 | 24 | SR 129 (Hamilton-Cleves Road) | To Liberty Way / Hamilton |
| Butler | 28.90 | 29 | SR 63 | Access to Monroe / Lebanon |
| Warren | 31.50 | 32 | SR 122 | Access to Middletown |
| Warren | 35.80 | 36 | SR 123 | Access to Franklin |
| Warren | 37.90 | 38 | SR 73 | Access to Springboro |
| Montgomery | 41.00 | 41 | Austin Boulevard | Access to Miamisburg / Washington Twp. |
| Montgomery | 42.50 | 43 | I-675 | To Wright-Patterson AFB / Springfield |
| Montgomery | 44.00 | 44 | SR 725 (Miamisburg-Centerville Road) | Access to Centerville |
| Montgomery | 47.00 | 47 | SR 721 / E. Alex-Bell Road | Access to Moraine / Kettering |
| Montgomery | 50.00 | 50A | Dryden Road | Local access in Dayton |
| Montgomery | 50.50 | 51 | Edwin C. Moses Blvd / Nicholas Road | Access to Downtown Dayton |
| Montgomery | 52.00 | 52B | US 35 east | To Xenia / Eaton |
| Montgomery | 54.00 | 54A | SR 48 (Main Street) | Access to Dayton |
| Montgomery | 54.20 | 54B | SR 4 / Webster Street | To Springfield |
| Montgomery | 54.40 | 54C | SR 202 (Keowee Street) | Local access in Dayton |
| Montgomery | 56.00 | 56 | Stanley Avenue | Local access in Dayton |
| Montgomery | 57.00 | 57 | Wagner Ford Road / Siebenthaler Avenue | Local access in Dayton |
| Montgomery | 58.00 | 58 | Needmore Road | Access to Englewood |
| Montgomery | 59.00 | 59 | Benchwood Road / Wyse Road | Local access |
| Montgomery | 62.50 | 63 | US 40 (National Road) | Access to Vandalia / Donnelsville |
| Montgomery | 64.00 | 64 | Northwoods Boulevard | Local access in Vandalia |
| Miami | 66.50 | – | Great Miami River bridge | No exit |
| Miami | 68.00 | 68 | SR 571 | Access to West Milton / Tipp City |
| Miami | 69.00 | 69 | CR 25A | Local access in Tipp City |
| Miami | 72.50 | 73 | SR 55 | Access to Troy / Ludlow Falls |
| Miami | 74.00 | 74 | SR 41 | Access to Covington / Troy |
| Miami | 77.50 | 78 | CR 25A | Local access in Troy |
| Miami | 81.50 | 82 | US 36 | Access to Urbana / Piqua |
| Miami | 82.80 | 83 | CR 25A | Local access in Piqua |
| Shelby | 90.00 | 90 | Fair Road | Local access in Sidney |
| Shelby | 92.00 | 92 | SR 47 | Access to Sidney / Versailles |
| Shelby | 93.00 | 93 | SR 29 | Access to St. Marys / Sidney |
| Shelby | 94.00 | 94 | CR 25A | Local access in Sidney |
| Shelby | 99.00 | 99 | SR 119 | Access to Minster / Anna |
| Shelby | 102.00 | 102 | SR 274 | Access to New Bremen / Jackson Center |
| Shelby | 104.00 | 104 | SR 219 | Local access in Botkins |
| Auglaize | 110.00 | 110 | US 33 | Access to St. Marys / Bellefontaine |
| Auglaize | 111.00 | 111 | Bellefontaine Street | Local access in Wapakoneta |
| Auglaize | 113.00 | 113 | SR 67 | Access to Wapakoneta / Uniopolis |
| Allen | 118.00 | 118 | National Road | Access to Cridersville / Lima |
| Allen | 120.00 | 120 | Breese Road | Local access in Fort Shawnee / Lima |
| Allen | 122.00 | 122 | SR 65 | Access to Lima / Ottawa |
| Allen | 124.00 | 124 | 4th Street | Local access in Lima |
| Allen | 125.00 | 125 | SR 117 / SR 309 | Access to Kenton / Lima |
| Allen | 127.00 | 127 | SR 81 east | Access to Ada |
| Allen | 130.00 | 130 | Bluelick Road | Local access near Lima |
| Allen | 134.00 | 134 | Napoleon Road | Local access in Beaverdam |
| Allen | 135.00 | 135 | SR 696 / US 30 | Access to Delphos / Upper Sandusky |
| Allen | 140.00 | 140 | Bentley Road | Local access in Bluffton |
| Allen | 142.00 | 142 | SR 103 | Access to Bluffton / Arlington |
| Hancock | 145.00 | 145 | SR 235 | Access to Mt. Cory / Ada |
| Hancock | 156.00 | 156 | I-75 Business / US 68 / SR 15 | Access to Findlay |
| Hancock | 157.00 | 157 | SR 12 | Access to Columbus Grove / Findlay |
| Hancock | 159.00 | 159 | SR 15 / US 224 | Access to Ottawa / Tiffin |
| Hancock | 161.00 | 161 | SR 12 east | Access to Owens Community College / Findlay |
| Hancock | 164.00 | 164 | SR 613 | Access to McComb / Fostoria |
| Wood | 167.00 | 167 | SR 18 | Access to North Baltimore / Fostoria |
| Wood | 168.00 | 168 | Quarry Road / Eagleville Road | Local access in North Baltimore |
| Wood | 171.00 | 171 | SR 25 | Local access in Cygnet |
| Wood | 179.00 | 179 | US 6 | Access to Napoleon / Fremont |
| Wood | 181.00 | 181 | SR 105 / SR 64 | Access to Bowling Green / Pemberville |
| Wood | 187.00 | 187 | SR 582 | Access to Luckey / Haskins |
| Wood | 192.00 | 192 | I-475 / US 23 / US 20 Truck | Connection to I-280 / US 23 north |
| Wood | 193.00 | 193 | US 20 / US 23 | Access to Fremont / Perrysburg |
| Wood | 195.00 | 195 | SR 795 | Local access in Perrysburg |
| Wood | 197.00 | 197 | Buck Road | Local access in Perrysburg |
| Wood | 198.00 | 198 | Wales Road / Oregon Road | Access to Northwood |
| Wood | 199.00 | 199 | SR 65 / Miami Street | Access to Rossford |
| Lucas | 200.00 | 200 | South Avenue / Kuhlman Drive | Local access in Toledo |
| Lucas | 201.20 | 201A | SR 25 south / Collingwood Boulevard | Local access in Toledo |
| Lucas | 201.40 | 201B | SR 25 north | Access to Downtown Toledo |
| Lucas | 203.00 | 203A | Bancroft Street | Local access in Toledo |
| Lucas | 203.50 | 203B | US 24 (Detroit Avenue) | Access to Maumee |
| Lucas | 204.00 | 204 | I-475 | Connection to I-280 / Michigan |
| Lucas | 205.00 | 205A | Jeep Parkway / Willys Parkway | Industrial access in Toledo |
| Lucas | 205.30 | 205B | Berdan Avenue | Local access in Toledo |
| Lucas | 206.00 | 206 | CR 510 (Summit Street) | Local access in Toledo |
| Lucas | 207.00 | 207 | Stickney Avenue / Lagrange Street | Local access in Toledo |
| Lucas | 208.00 | 208 | I-280 | Connection to I-80 / I-90 / Ohio Turnpike |
| Lucas | 209.00 | 209 | Ottawa River Road | Local access near Toledo |
| Lucas | 210.50 | 210 | SR 184 (Alexis Road) | Access to Toledo / Michigan state line |
| Lucas | 211.55 | – | Michigan state line | Northern terminus of I-75 in Ohio |