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DOTE outlines phased plan, $180 million first phase and 2031 opening target for Western Hills Viaduct
Summary
City transportation officials told the council the Western Hills Viaduct is roughly 30% designed, that phase 1 is estimated at $180 million, and that the project will be built in three phases with a target to open to traffic in 2031; officials said lane reductions and a single 14‑foot shared path reflect constructability changes and that a public virtual room will show updated renderings next month.
DOTE Director Greg Long and principal engineer Bill Shevcik briefed the Cincinnati City Council’s Climate, Environment and Infrastructure committee on the Western Hills Viaduct project, describing a phased construction plan, recent design changes and the funding approach.
The directive from the department was simple: break the work into smaller chunks to build momentum and leverage additional grants. "We have put together a funding plan and has gotten that approved through [the Federal Highway Administration]," Greg Long said, framing the plan as a way to make the mega‑project actionable now rather than years away.
Bill Shevcik described the technical scope and recent design adjustments. He said the project is at roughly 30% design, that property acquisition is largely complete with three buildings remaining for demolition, and that major utility relocation (including a Duke Energy substation on Spring Grove Avenue) is under way. "The cost of this phase of work is a $180,000,000," Shevcik said, referring to the early work package that will build substructure at the west end and relocate a rail track in the railyard.
Shevcik said the team revised the main span from four lanes in each direction to three lanes in each direction for constructability while preserving capacity; approach lanes will flare back to four. Pedestrian accommodations were also consolidated: rather than separate sidewalks on both sides, the design now shows one 14‑foot shared‑use path on the south side. Shevcik characterized those changes as a form of value engineering to make the project more constructible without reducing functionality.
The department described three phases: an early work package beginning next year (site access, foundations and temporary contractor bridges), a phase 2 superstructure and interchange work through 2031, and a phase 3 demolition of the existing viaduct after the new bridge opens. Officials said the aim is to open the bridge to traffic by 2031; they also noted that portions of the I‑75 interchange are ODOT funded and managed.
On financing, officials said the phased approach improves competitiveness for federal grants: starting work and showing progress helps attract additional capital. Committee members pressed for a single all‑in project cost; DOTE said no final, absolute all‑in number is available now and that staff will report back with further detail. Shevcik estimated the recent design changes save on the order of $100 million.
Council members asked about local connections and trail links. Long and Shevcik said detailed path and trail tie‑ins (to Central Parkway, Mill Creek Trail and recently approved Lick Run work) will be finalized as the project reaches 60% design and the construction set; updated renderings and a public "virtual room" with interactive project information are expected next month.
On workforce and contracting, Shevcik said the construction contract includes an on‑the‑job training requirement and that contractors are engaging subcontractors, including small business enterprises. The SBE participation goal stated in the briefing is 5%.
The committee filed the presentation; no vote was taken during the meeting. Officials said early work is scheduled to start next year, piers may become visible around 2027, and the department will return with additional cost and schedule detail as the design advances.
