Imagine A Youngstown Part II: Revamping The Freeway System

The Freeway System

As it is currently, Youngstown has only two interstate highway entrance/exit points. These are Interstate 680 (an offshoot of I-76) from the southeast, and State Route 711 off of Interstate 80 to the north/northwest. Any traveler coming from the east must enter Youngstown via the 711 connector and pass through the northwest portion of town, manifesting their entrance on the western edge of the north side.

This creates a task to get to the east side of town, or say the eastern edge of the north side of the city. If someone is traveling from the east of Youngstown on I-80 and has a destination somewhere on the east side, they are forced to take the freeway all the way to Belmont Avenue and get off on a southbound route to travel all the way down to either the local roads from Gypsy Lane headed east, or further down to 422 (the inner-city beltway, so to speak) to reach the east side of town.

Furthermore, the freeway will end for them at Albert Street, and they’ll have even more distance added to their journey if their final stop is somewhere further in, such as McGuffey and Lansdowne or McGuffey and Liberty Road area.

As well, to get to the eastern edge of the north side, such as the Wick Avenue area, any traveler (whether coming from the east or the west) must enter the city from the same entrance points—relatively far from where they’re headed. The sad part of this is that anyone coming from the east on I-80 and who is headed to the east side or the eastern parts of the north side will totally pass the areas they’re trying to reach. In a sense, they’re going in a circle, albeit a half circle.

The east side is totally inaccessible by freeway, and as such isn’t able to be left via freeway either. So if a person who is on the east side of town and wishes to travel east to, let’s say, Sharon, PA, or other parts of the Shenango Valley, they’d be forced to either take local roads through Hubbard and Liberty Township, or travel through the north side of town and on 422, and either take 422 as a local road/semi-highway (MLK Jr. Blvd) or Belmont Avenue to connect to
711 northbound and ultimately to I-80.

This lack of easy access into and out of, as well as around the city, is a hindrance not only to business development and attraction but also a burden to travelers who are destined to places around the city—both from within and from outside. It not only adds to the fuel burden and vehicle maintenance (tire tread, odds for the occurrence of accidents, subject to damage from traveling on city arteries, which could be remedied and become an economic enhancement in many ways by fixing the roads) of motorists, but also adds to the time that vehicles are on the road putting emissions into the atmosphere and polluting the city’s air.

It’s almost as if the city’s current freeway system was designed to only accommodate travel to and from Pittsburgh or Cleveland, with little to no regard for inner-city travel or movement between the city and its suburbs. Reimagining the city’s freeway system not only solves these access problems, which would most likely lead to more economic and business development, but also creates the opportunity for jobs as people would be needed to do the work to build and revamp/restructure the freeway system.

Economic Boon Through Infrastructure Investment

Extending I-680 beyond its current eastern terminus at Albert Street to connect directly with I-80 would unlock a cascade of economic benefits for Youngstown and its surrounding region. The construction phase alone would generate hundreds, if not thousands, of jobs—ranging from planners, engineers, and surveyors to construction workers, equipment operators, and support staff. These jobs would provide immediate economic stimulus, particularly for a city that has faced decades of population decline and industrial loss. Local hiring preferences could ensure that Youngstown residents, especially from underserved east side neighborhoods, benefit directly, aligning with the Imagine A Youngstown vision of revitalization.

Beyond construction, the multiplier effect would ripple through the economy. Improved freeway access would make the east side and southeastern suburbs—Campbell, Struthers, Poland, and Lowellville—more attractive for business investment. Warehousing, logistics, and light manufacturing could thrive with faster connections to I-80, a major east-west corridor linking Youngstown to markets in Pennsylvania and beyond.

Retail and service businesses, such as gas stations, restaurants, and convenience stores, would likely sprout along new interchanges, catering to increased traffic and creating additional employment opportunities. For example, a logistics hub near a new I-680/I-80 interchange could employ dozens of workers, while supporting truck stops could become small economic nodes, boosting local tax revenues.

Housing development would also see a surge. The east side, long plagued by abandonment and underutilization, contains vast tracts of vacant land—perfect for new residential projects. Enhanced freeway access would make these areas more appealing to developers, potentially spurring affordable housing initiatives or mixed-use developments near Youngstown State University or downtown. A revitalized housing market could attract young professionals and families, reversing the city’s population decline and stabilizing neighborhoods like McGuffey Heights and Lansdowne.

Quality of Life Enhancements

The quality-of-life improvements from an expanded I-680 would be profound. Residents on the east side would no longer face circuitous routes to reach I-80 eastbound, cutting commute times to Sharon, PA (a 20-mile trip that currently takes over 30 minutes via local roads or the 711 detour). This would also ease access to employment centers in the Shenango Valley, such as UPMC Horizon Hospital or industrial parks in Hermitage, enhancing job prospects for Youngstown residents. Conversely, workers and visitors from Pennsylvania could enter Youngstown’s east side directly, boosting attendance at local attractions like the Youngstown Playhouse or the Butler Institute of American Art.

Traffic congestion on existing routes, such as Belmont Avenue and SR 422, would decrease as eastbound travelers bypass the north side altogether. This reduction in local road use would lower wear-and-tear on city streets, reduce accident rates, and improve air quality by shortening travel times and idling. For suburban residents in Struthers or Poland, a direct I-680 extension would streamline trips to downtown Youngstown or I-80, enhancing connectivity to regional hubs like Cleveland or Pittsburgh without the current reliance on I-76 or roundabout northern routes.

Public Transit Integration: A Holistic Transportation Vision

Extending I-680 offers a unique opportunity to integrate public transit into Youngstown’s transportation ecosystem, amplifying the project’s benefits and ensuring accessibility for all residents. The Western Reserve Transit Authority (WRTA), which operates Youngstown’s bus system, could leverage the new freeway infrastructure to create faster, more efficient routes, particularly for the east side and southeastern suburbs that are currently underserved by both highways and transit.

One approach could be the development of transit hubs at key I-680 interchanges, such as SR 193 or the eventual I-80 junction. These hubs could feature park-and-ride facilities, allowing commuters to park their cars and board express buses to downtown Youngstown, Youngstown State University, or regional destinations like Sharon, PA. For example, a resident of Lowellville could drive to a Tibbetts Wick Road interchange, park, and take a 15-minute express bus to downtown—bypassing traffic and reducing personal vehicle emissions. WRTA could also introduce shuttle services linking these hubs to east side neighborhoods like McGuffey Heights, ensuring that carless residents benefit from the freeway expansion.

The freeway itself could incorporate bus-only lanes or shoulders during peak hours, enabling WRTA to run high-frequency routes along I-680. This would connect the east side directly to existing transit nodes, such as the Federal Station downtown, and extend service to new economic zones like a logistics hub near I-80. By coordinating with ODOT during the planning phase, Youngstown could secure federal funding (e.g., from the FTA’s Bus and Bus Facilities Program) to outfit these transit enhancements, ensuring they’re built into the project from the start.

Public transit integration would also support economic growth by making jobs more accessible. A worker in Campbell could take a bus from an SR 193 hub to a warehouse near I-80, while a student from Lansdowne could reach YSU without needing a car. This reduces transportation costs—a significant burden in a city where nearly 30% of households lack vehicle access—while fostering workforce participation and education attainment. Over time, increased ridership could justify expanding WRTA’s fleet or even exploring light rail options along the I-680 corridor, positioning Youngstown as a model for small-city transit innovation.

Practical Pathways for Extension

Geographically, extending I-680 eastward from Albert Street to I-80 is feasible due to the availability of underutilized land. The east side features abandoned industrial sites, vacant lots, and sparse residential zones—minimizing the need for costly eminent domain actions or community displacement.

A potential route could follow these steps:

Initial Extension Eastward: From Albert Street, extend I-680 along the Mahoning River’s northern bank, utilizing the flat, undeveloped terrain parallel to existing rail lines. This path avoids dense residential areas like Hazelton and minimizes disruption to active businesses.

Crossing into Liberty Township: Continue northeast through Liberty Township, where large swaths of undeveloped land and former farmland lie between McGuffey Road and SR 193. GIS data suggests this area has gentle topography, ideal for freeway construction with minimal grading.

Interchange Development: Establish interchanges at key points, such as SR 193 (Belmont Avenue) and Tibbetts Wick Road, to serve local traffic and connect to Hubbard and Brookfield. These nodes would enhance access to southeastern suburbs and northern neighborhoods.

Connection to I-80: Link I-680 to I-80 near the existing SR 11 interchange, approximately 5-7 miles from Albert Street. This junction could integrate with SR 11 and I-80’s infrastructure, leveraging existing ramps and reducing construction costs.

Using GIS analysis, the route could prioritize low-impact zones—avoiding wetlands near the Mahoning River and leveraging brownfield sites for redevelopment. Geological surveys would ensure stable bedrock, though Youngstown’s history of steel production suggests manageable soil conditions despite past industrial use.

Phased Planning and Execution

To make this ambitious project practical, a phased approach would balance costs, community input, and economic returns:

Phase 1: Feasibility and Planning (2025-2027)

Conduct environmental impact studies, GIS mapping, and public hearings to finalize the route. Secure funding through federal grants (e.g., Reconnecting Communities Program) and Ohio Department of Transportation (ODOT) allocations, emphasizing job creation and regional connectivity. Estimated cost: $10-15 million.

Phase 2: Initial Construction (2027-2030)

Build the segment from Albert Street to SR 193, including a major interchange. This phase would open the east side to freeway access, stimulating early economic activity. Estimated cost: $150-200 million, with local job training programs tied to construction contracts.

Phase 3: Full Extension to I-80 (2030-2033)

Complete the route to I-80, integrating with existing infrastructure. Add interchanges at Tibbetts Wick and the final junction, fully linking Youngstown to eastern markets. Estimated cost: $200-250 million, offset by rising tax revenues from new development.

Scenarios of Success

Imagine a Youngstown where a family in Campbell can reach Sharon, PA, in 15 minutes instead of 35, or where a company—whether local or one that simply opens a branch in Youngstown—builds a distribution center near McGuffey Heights, employing 200-500 locals. Picture downtown Youngstown revitalized as a midway stop for I-80 travelers, with new hotels and restaurants boosting tourism. Envision abandoned lots transformed into vibrant neighborhoods, supported by a freeway system that finally serves all of Youngstown—not just its western and southern edges.

This extension aligns with the “Imagine A Youngstown” ethos of bold, innovative growth. By connecting the east side to the region, it reclaims a neglected area, fosters economic resilience, and enhances residents’ daily lives. The freeway system should no longer be a relic of mid-20th-century priorities—it can be a catalyst for a 21st-century renaissance.

Let’s look at the cost-to-benefit analysis for the proposed extension of Interstate 680 in Youngstown, Ohio, based on the phased plan to extend the 680 Freeway beyond Albert Street and onto connecting with Interstate 80 in either Hubbard or Liberty Township.

This analysis estimates both tangible and intangible benefits, drawing on economic principles, regional data, and reasonable assumptions where precise figures are unavailable. Since real-time access to proprietary economic models or local tax data are not available to Youngstown Forward, I’ll use generalized multipliers, historical infrastructure project outcomes, and Youngstown’s context to provide a robust framework.

The analysis will cover costs, direct benefits (e.g., jobs, tax revenue), indirect benefits (e.g., economic multipliers, transit improvements), and qualitative gains (e.g., quality of life), concluding with a benefit-cost ratio (BCR) estimate.

Cost-to-Benefit Analysis

Total Estimated Costs

Phase 1:

Feasibility and Planning (2025-2027)
Cost: $10–15 million
Activities: Environmental studies, GIS mapping, public hearings, funding acquisition

Notes: This phase is low-cost and foundational, ensuring compliance and securing grants to offset later expenses.

Phase 2: Initial Construction (2027-2030)

Cost: $150–200 million
Activities: Build 2–3 miles from Albert Street to SR 193, including an interchange and transit hub.

Notes: Costs reflect typical freeway construction expenses ($50–70 million per mile in urban/suburban areas, per ODOT and FHWA estimates), adjusted for Youngstown’s flat terrain and minimal land acquisition needs.

Phase 3: Full Extension to I-80 (2030-2033)

Cost: $200–250 million
Activities: Extend 3–4 miles to I-80, add interchanges at Tibbetts Wick and I-80/SR 11, integrate transit facilities.
Notes: Higher costs due to interchange complexity and I-80 integration, though leveraging existing infrastructure reduces expenses.

Total Cost Range: $360–465 million

Midpoint Estimate: $412.5 million (for simplicity in calculations).

Direct Benefits

Job Creation During Construction