Clark County Active Transportation Plan by MKSK

MAY 2023

TABLE OF CONTENTS

UNDERSTANDING

ENGAGEMENT & GOALS

CONNECTIVITY FRAMEWORK

FOCUS AREAS

IMPLEMENTATION

ACKNOWLEDGMENTS This plan was developed with the support of many individuals who contributed their time and energy to share feedback and shape this plan. Special thanks to the following individuals:

Project Leadership

Stakeholder Committee

Clark County Springfield Transportation Coordinating Committee Louis Agresta, Transportation Director

Scott King Bike Greater Springfield

Trecia Waring Village of South Charleston

Kali Lawrence Promise Neighborhood

Claudia Fett Bike Greater Springfield

Darren Cotter Moorefield Township

Scott Griffith Western Clark County Citizen

Consultant Team

Gracie Hemphill Clark Co. Combined Health District

Joan Elder Springfield City Schools

John Francis Citizen, Business Owner

Ashley Seibert Clark Co. Combined Health District

Dave Lyle Springfield City Schools

Dale Henry Citizen

Logan Cobbs Springfield City Manager’s Office

Chris Schutte Greater Springfield Partnership

Pete Noonan Citizen, Business Owner

Leo Shanayda Springfield Service Center

Mike McDorman Greater Springfield Partnership

Maureen Fagans United Senior Services

Rob Rub Springfield City Commission

Brad Boyer NTPRD

Denise Williams Springfield NAACP

Randy Bridge City of New Carlisle

Leann Castillo NTPRD

Jay Berrien Citizen

Howie Kitko City of New Carlisle

Carolynn Young Mercy Health

Commissioner Estrop Springfield City Commission

Kevin Siferd Village of Enon

Cait Harley ODOT Central Office

Jeff Eggleston New Carlisle Citizen

Lowell McGlothin Clark County Commissioner

Mary Hoy ODOT District 7

MKSK Chris Hermann, AICP, Principal Sean Hare, AICP, Project Manager Benjamin Kern Kevin Miller Elizabeth Geraghty Madison Tansey LJB, Inc. Dan Hoying Veena Madineni Larry Sack

CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

INTRODUCTION Clark County has created its first ever Active Transportation Plan. “Active Transportation” is an umbrella term for humanpowered modes of transportation such as walking and cycling. This term has recently been expanded to include wheelchairs, strollers, electric-assist bicycles and scooters. These forms of transportation are often associated with recreational activity, but are also relied upon by many people as essential modes of travel for accomplishing their daily tasks. The importance of providing transportation options to the youngest, oldest, and most vulnerable members of society (three cohorts that traditionally have limited vehicle availability and access) is a primary goal of this plan. It directly elevates societal equity in the public realm. This initiative also focuses attention on the experiences and desires of the community in relation to a more robust transportation system. This plan hopes to illustrate how smaller, slower, and more vulnerable modes of transportation can safely join vehicles as a part of the overall transportation system. When multiple transportation modes come together cohesively, a vibrancy of movement and opportunity emerges, often fostering increased civic stability and economic prosperity.

PROCESS & EXECUTIVE SUMMARY This planning effort began in Fall of 2021 and concluded in Spring of 2023 and is broken up into a fourpart process. Phase one lays the foundation and entailed a kick-off meeting, tour of the County, and Conditions Analysis. Phase one also included an overview of points of interest and service gaps, and began the process of overall goal development for the project. Phase two focused heavily on public involvement, involving stakeholder workshops, steering committee meetings, and an online survey to solicit input from interested parties who were not involved with inperson sessions. This phase ran concurrently with the work of all other phases, as public involvement was a continuous feedback loop throughout the entirety of the process. The public involvement component of the plan served as a basis for the ideas brought forth in the third and fourth phases of the plan. 6

Phases three and four began to solidify the recommendations based on public feedback and project team analysis. These phases began to translate the feedback received during phase 2 of the plan into more focused opportunities for future enhancements to Clark County’s transportation system that will align with the goals of the plan. The plan goals are defined as four statements oriented around investing in pedestrian/bicycle infrastructure, with the aim of improving conditions for active transportation users, connections to where they live and where they want to go, balancing the level of service between users and spurring economic development. Phase three brought forth specific implementation tools and recommends locations for improvements, while phase four further refined those ideas and packaged the entire plan into a document that can be shared and referenced in the future.

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CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

SECTION

UNDERSTANDING

There is a growing sentiment in transportation planning that effective active transportation systems provide numerous quality of life benefits for the communities at large. An effective active transportation network can address a broad range of societal issues that negatively impact the daily rhythms of many people within Clark County. This section explores a few of those issues, outlining why active transportation planning is so important. This section also introduces the broader study area that was analyzed in this planning process. Transportation planning is regional. People’s movements do not stop at jurisdictional boundaries. This results in a need for regional planning that illustrates how different communities can interact within a larger regional network.

DEFINING THE PROBLEM Overall Context Active Transportation infrastructure greatly overlaps with overall societal equity and opportunity, impacting how countless people can or can’t move through their communities on a daily basis. While active transportation is commonly thought of as providing opportunities for those seeking to be physically active, this type of infrastructure is relied heavily upon by some of the most vulnerable members of society. According to the 2020 US Census, around 10% of the nation’s population has a physical disability or mobility impairment. That ratio, when applied to Clark County, means that approximately 13,000 people within Clark County may be considered mobility impaired. This, combined with inadequate mobility infrastructure, can create hardship to people within the County who are relying on non-motorized transportation just to meet daily needs. 10

The AAA Safety Foundation reports that a pedestrian struck by a vehicle going 20 miles per hour has a 7% chance of fatality. If they are struck by a car going 40 miles per hour, that chance increases to 45% . In 2021 pedestrian fatalities reached the highest level in the last 40 years. On average 20 pedestrians were killed each day across the US. (Governors Highway Safety Association). Our current society is also increasingly sedentary with an over-reliance on single-occupancy vehicles. This contributes, negatively to health outcomes. On average, US adults weigh 24 pounds more than they did in 1960. Within that period, the US population has doubled, while the vehicle-miles traveled has increased sevenfold. People are spending much more time behind the wheel of a car, and it is proving costly. Today, the Centers for Disease Control (CDC) estimates close to 40% of the population has a

body mass index (BMI) of over 30%., This increases a person’s risk for diabetes, cardiovascular disease, and certain cancers. These trends have unfortunately also impacted the next generation as well. Childhood obesity has more than tripled since 1960. One in five children today are considered obese. In the 1960s, about half of children (age 5-14) walked or bicycled to school. The National Household Travel Survey reports that number has now dropped to 11%. This sharp decline is at least partially credited to insufficient bicycle and pedestrian infrastructure. Traffic related danger was the second biggest reason parents cited for not allowing their children to walk or bike, indicating the perceived danger around transportation infrastructure as a major inhibitor of engaging in healthy physical activity.

KEY STATS • Bicyclist & Pedestrian Fatalities Make up 14% of all roadway fatalities in Ohio1 • In 2021 pedestrian fatalities reached the highest level in the last 40 years (nationwide)2 • Since 1960, vehicle miles traveled (VMT) on US roadways has increased sevenfold3 • Since 1960, the weight of the average adult in the US has increased by 24 pounds (2 of every 3 adults are overweight or obese)4 • Arterial roadways make up 8% of roadway mileage in Ohio, but 55% of pedestrian crashes and 46% of bicyclist crashes occurred on them (2009-2018)1 • 61% of pedestrian crashes in Ohio occurred at a nonintersection location (2009-2018)1 • A pedestrian struck by a vehicle going 40 miles per hour has a 45% chance of fatality, compared to a 7% chance of fatality if struck by a vehicle traveling 20 miles per hour5 1 2 3 4 5

ODOT Statwide Crash Database (2009-2018) Governors Highway Safety Association Office of Energy Efficiency & Renewable Energy American Heart Association AAA Safety Foundation

DEFINING THE PROBLEM Pedestrian Trends Data from Ohio’s statewide crash database for 2009-2018 found that pedestrian fatalities and injuries were most common in urban areas, during fall and winter (September to December), and at night. Most (69%) pedestrian fatalities occurred during dark hours. There is a notable increase in crashes during dusk and dark hours in the winter months, when daylight hours decrease. In addition to constructing separated facilities, pedestrian-scale lighting in urban areas can make a big impact on pedestrian safety by increasing visibility.

A pedestrian crosses five lanes of traffic at an unmarked location along East Main Street in Springfield

61% of pedestrian crashes occurred at a non-intersection location, while 39% occurred at an intersection. The top two crash types for pedestrians, occurring with nearly the same frequency, were: • Crossing the street in an unmarked location (24%) • Walking along the roadway (22%) 12

A pedestrian carries groceries along N Bechtle Avenue in Springfield

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STUDY AREA This plan’s study area includes the urbanized areas within Clark County. This includes the City of Springfield, the City of New Carlisle, the Villages of Enon & South Charleston, as well as three other unincorporated areas with high residential concentrations. These are Northridge (in Moorefield Township), a portion of Mad River Township (adjacent to Enon), and Park Layne/Crystal Lakes (in Bethel Township). Collectively, these areas contain the highest density of population. They also represent the highest concentrations of public right of way and interconnected roadway networks. While each community is viewed individually, this plan also seeks to understand how regional connectivity and opportunity can emerge between various communities. The goal of a healthy active transportation network is not only to have sufficient active transportation networks within 14

each community, but to also have connections between these communities. Active transportation users need to get from community to community just like motorists do. Connecting adjacent communities to one another through an efficient active transportation network is a goal of the Clark County- Springfield TCC.

CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

SECTION

ENGAGEMENT & GOALS

Public engagement and Plan goals were foundational to the recommendations that eventually came from this plan. This plan was not the product of a couple of people. Public engagement was critical to ensure that many voices were heard about perceived active transportation issues in the community. The engagement process in this plan was multi-faceted and collected a diverse set of voices through several means of engagement. This component presents four specific points of emphasis, that collectively create a vision of how Clark County can offer a robust and inclusive transportation network that benefits all types of users while also boosting the county’s economic vitality.

SUMMARY OF ENGAGEMENT During this planning process there were two main rounds of public and stakeholder engagement which elicited almost 500 responses. A project website was developed that included survey questions and an interactive map where place-based suggestions and comments could be added directly to specific geographic locations. • 88% of respondents live in Clark County (the additional 12% either work in or visit Clark County), with a majority residing in Springfield. • Most respondents are over 50 years of age. 85% of the surveys came from individuals who have lived in the County for over 10 years. • The ethnic makeup of survey respondents almost identically matches the ethnic makeup of the County based on the Census.

• Of those who gave feedback, most walk and bike for recreation/ exercise as opposed to walking or biking as transportation to a destination, like school or work. There appears to be a growing desire to use walking and bicycling as a means of transportation, with four times as many respondents indicating they would like to bike or walk to work in the future compared to how many are currently doing it. Two of the biggest obstacles are: • “A lack of safe and/or suitable infrastructure” and “lack of direct connections to a destination”. • Lack of desirable locations to walk or bicycle to.

473

TOTAL RESPONSES

UTILIZING ONLINE SURVEY AND INTERACTIVE MAP

Of Respondents:

88% 66%

LIVE IN SPRINGFIELD LIVE & WORK IN CLARK COUNTY

RESPONDENT AGES 21-30 31-40 41-50 51-65 OVER 65

WE ASKED... AREAS OF HIGH PRIORITY

WHAT ARE THE BIGGEST OBSTACLES/LIMITS TO YOU PARTICIPATING MORE IN ACTIVE TRANSPORTATION MODES?

1 2

W & E Main Street (US 40)

Unsafe / Unsuitable Conditions

North Limestone Ave

Lack of Desirable Locations DESIRED DESTINATIONS FOR FUTURE ACTIVE TRANSPORTATION

WHY USE ALTERNATIVE MODES OF TRANSPORTATION?

Work/School

Health Benefits Environment Benefits

North Bechtle Ave

59% 30%

Restaurants/Shopping/Events Recreation/Enjoyment

Cost Efficient

9% HOW CAN WE BEST IMPROVE ACTIVE TRANSPORTATION IN THE FUTURE? DESIGNATED BIKE LANES WITH DIVIDERS

ADDITIONAL CONNECTIONS TO EXISTING TRAILS

IMPROVED SIGNAGE AND CROSSWALKS AT INTERSECTIONS

IMPROVED PUBLIC CONDITIONS (RESTROOMS, LIGHTING & SEATING) 19

PLAN GOALS The four goals of this plan are all related to one another. If accomplished, these goals will create a more vibrant community where people want to work, live and play. A popular transportation planning quote that is particularly relevant for this plan is “Vehicular traffic is like water. The faster it moves, the more it erodes.” Vehicular traffic is important. It is hard to envision any time soon that vehicular transportation isn’t the main mode of transportation in the United States. Even though that is the case, active transportation can be integrated into the transportation network more efficiently. The four goals of this plan aim to achieve this in Clark County.

GOAL 1:

GOAL 2:

IMPROVE CONDITIONS FOR CURRENT PEDESTRIANS AND BICYCLISTS

BALANCING THE LEVEL OF SERVICE FOR PEDESTRIANS AND CYCLISTS

GOAL 3:

GOAL 4:

BETTER CONNECT ACTIVE TRANSPORTATION USERS TO COMMUNITY DESTINATIONS

USE ACTIVE TRANSPORTATION AS A TOOL FOR ECONOMIC AND COMMUNITY DEVELOPMENT

CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

SECTION

CONNECTIVITY FRAMEWORK

The Connectivity Framework explores three main components – the What, Where and How - as it pertains to active transportation infrastructure investments. What interventions could take place, where should they go, and how, specifically, does that look? This section introduces the Active Transportation Toolbox, which is a series of specific public right-of-way enhancements to pedestrian and bicycle movement by improving roadway safety, usership balance and increasing visibility/connectivity for non-vehicular travelers. The section then moves into a close-up look of each community within the overall study area, presenting a map of where targeting toolkit applications are recommended based on community feedback and current best practices.

ACTIVE TRANSPORTATION TOOLBOX The Active Transportation Toolbox is a wide-ranging menu of specific mobility enhancements that can be flexibly applied across a host of different public rights of way and land development scenarios. They include connectivity-enhancing measures such as multi-use trails, filling in sidewalk gaps and the use of side paths. They also include measures around intersection safety which may take the form of bumpouts, mid-block crossings, and rectangular rapid flashing beacons (RRFBs). There are bicycle-specific measures in the toolbox such as marked bike lanes and dedicated cycle tracks. Also included are road diets, vehicle access management points and streetscape improvements. These measures help with active transportation but also have positive impacts on the public right of way as a whole. 24

Cumulatively, these interventions have come to be known as Proven Safety Countermeasures (PSCs), recognized and promoted by the Federal Highway Administration. State and local transportation agencies can make a positive impact in accelerating safety goals through leveraging these practical tactics. While the contents of the toolkit are national best practices, the toolkit’s effectiveness is found in the contextsensitivity of its application. These elements vary in their ease of application and cost of construction. The following pages provide toolkit offerings that have relevance to the vision and contextual makeup of Clark County.

PEDESTRIAN IMPROVEMENTS FILL IN SIDEWALK GAPS

MID-BLOCK CROSSINGS

RRFBs

• Filling in the sidewalk gaps is ongoing but contributes to making whole neighborhoods and communities walkable.

• On longer blocks or distances between marked crossings, creating formalized midblock crossings can help give pedestrians a safer, more direct connection to their destination.

• Rectangular Rapid Flashing Beacons bring attention to pedestrians and promote a safe crossing experience.

• They elevate the baseline for a walkable place.

• Often these crosswalks are supported by pedestrian refuge islands.

COST: $ $ $ $ $ 26

COST: $ $ $ $ $

• They can easily be combined with other improvements.

COST: $ $ $ $ $

BUMP-OUTS

RAISED CROSSWALKS

IMPROVED STREETSCAPE

• Bump-outs provide refuge, shorten crossing distances, and slow traffic which all contribute to a safer experience.

• Raised crosswalks can occur mid-block or at intersections and not only elevate the pedestrian to increase visibility but serve as a speed bump which slows traffic.

• An improved streetscape including wider sidewalks, landscaping, street furniture and separation between pedestrian and automobile can drastically increase the comfort and quality of the pedestrian experience.

• Can be done with varying levels of construction.

• Raised crosswalks are appropriate for 2 or 3 lane roadways with lower speed limits and volumes.

COST: $ $ $ $ $

• Added vegetation can also reduce runoff and manage stormwater better.

COST: $ $ $ $ $ 27

BICYCLE IMPROVEMENTS SIGNAGE

• Signage is a simple tool for increasing awareness for a bike-friendly culture. • Warning signs should be installed for all nonintersection locations both at the point of crossing and in advance. High intensity reflectivity and signpost reflectors are effective.

COST: $ $ $ $ $ 28

SHARED LANES

BIKE LANES

• Creating officially designated bike routes and clearly marking shared lanes where other facilities cannot be integrated continues to raise awareness and safety.

• Establishing designated bike lanes will increase the comfort of riders.

COST: $ $ $ $ $

• They can be designated with just paint, physical separations, barriers and more.

MULTI-USE TRAIL

SIDE PATH

• Trails are shared between pedestrians and bicyclists and run through parks and greenways.

• A multi-use path is separated from the roadway and is a safe space for both pedestrians and bicyclists.

• Trails are usually created for regional connections but often can serve local networks depending on location.

• This can be a very effective tool for corridors with higher speeds and traffic counts.

COST: $ $ $ $ $

CYCLE TRACKS

• A two-way, separated cycle track is one of the safest tools in this toolbox. • More significant investments, like this, have been proven to spur other benefits like economic development.

COST: $ $ $ $ $ 29

ADDITIONAL IMPROVEMENTS LEADING PEDESTRIAN INTERVAL (LPI)

ROAD DIET

• A road diet can create space to make pedestrian and bike improvements. • Slowing traffic will create a more conducive environment for development.

• Gives pedestrians the opportunity to enter the crosswalk at an intersection 3-7 seconds before vehicles are given a green indication. •

• Cost is low when incorporated with planned repaving.

Pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn right or left.

COST: $ $ $ $ $

ADA CURB RAMP

• Providing curb ramps permits able bodied persons to more quickly exit the roadway and is a civil right for the disabled enforced by the US Department of Justice through legal proceedings.

COST: $ $ $ $ $

ONE-WAY TO TWO-WAY CONVERSIONS

IMPROVE CORRIDOR LIGHTING

• Converting one-way to two-way streets can slow traffic and create a safer environment for bicyclists and pedestrians.

• Lights should be installed near the crossing, on both sides of the street. All crossings should be illuminated, especially those with high nighttime activity

• Two-way street conversion is also proven to have positive economic impacts.

COST: $ $ $ $ $

• LED/cutoff fixtures would provide evenly distributed light that is not shining into adjacent residential properties.

COST: $ $ $ $ $

ACCESS MANAGEMENT

• Access management focuses on reducing the number of conflict points between cars, trucks, bikes, and pedestrians. • This is usually done by consolidating entrances for commercial areas. • FHWA Safety Countermeasure.

COST: $ $ $ $ $ 31

POTENTIAL TOOL KIT IMPACTS The tool kit can have immediate impacts on an active transportation user’s perception of safety and connectivity within a community. This toolkit is designed for incremental enhancement, with its various elements able to be used a la carte to generate different desired outcomes. The graphics on the following page show hypothetical scenarios of how different strategies could work together to improve active transportation on a typical urban block. In scenario one, the combination of bump-outs, crosswalk improvements, on-street parking and reduced travel lanes create an environment with slower traffic, increased parking options and narrower crossing distances at the two intersections. This intervention could be ideal for a busy city-block with heavy retail/restaurant activity near the intersections. 32

The on-street parking provides convenient retail access for customers, while better protecting the sidewalk and slowing vehicles in a pedestrian zone. The second scenario features a mid-block crossing and a road-diet which allows for bike lanes to be added. This scenario could be ideal for a corridor with a lot of potential bike traffic, or along a stretch of street where there is a long distance between intersections, making a mid-block crossing highly attractive. In short, the tool kit allows for a variety of combinations, applications, and impacts, without any changes to privately held land surrounding the area of improvement. The toolkit shows all of the different ways the public space can be utilized. Research has shown that when treatments such as those recommended in the tool kit are implemented it often spurs additional public investment.

Scenario 1 1

BUMP-OUTS AT INTERSECTION

IMPROVED CROSSWALKS AT INTERSECTIONS

ON-STREET PARKING

REDUCE TRAFFIC LANES

Scenario 2 1

MIDBLOCK CROSSING

IMPROVED CROSSWALKS AT INTERSECTIONS

BIKE LANES

ROAD DIET / LANE REDUCTION

Existing Conditions

Scenario 1 1 3 2 4

Scenario 2 3 2 1

SOUTH CHARLESTON Connectivity Framework South Charleston is a community of under 2,000 residents, but it has a lot of potential for robust active transportation infrastructure. Two of its main active transportation strengths are it’s historic street grid and it’s location along the Ohio to Erie Trail (OTET) system. The OTET generates hundreds of tourists that ride the trail from the Ohio River to Lake Erie every year. This is a tremendous asset and could be harnessed to bring tourism dollars to the community. Corridor and trailhead improvements are recommended where the OTET enters South Charleston from the east, as this is a major gateway for regional trail users who pass through town. The SR 41/Church Street corridor improvements would be more welcoming for OTET users to come into the center of town (as opposed to simply passing through to the south). This could funnel additional dollars into the downtown economy and its businesses. 34

SR 41/Church Street also connects directly to the campus of Southeastern High School. If this corridor was improved, Southeastern’s students could benefit. The SR 41/Church Street corridor goes straight into downtown parallel to S Chillocothe Street. This corridor handles about 1/3 of the vehicular traffic of Chillocothe Street and it may make it a safer and more pleasant pedestrian experience. US 42/Columbus Road is the primary east-west corridor within the Village, providing connectivity to the entrance of South Charleston Community Park and Miami View Elementary School. Pedestrian Improvements along this corridor would benefit users hoping to reach those destinations and also provide active transportation improvements along a roadway with a concentration of housing and several civic institutions.

SIGNALIZED CROSSING

DESIGNATED ON-STREET BIKE FACILITY

1 US 42 | COLUMBUS RD 2 SR 41 | CHURCH STREET 3 MOUND STREET 4 OHIO TO ERIE TRAIL 5 OHIO TO ERIE TRAIL

SCHOOL IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD

EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED ON ROAD BIKE FACILITY EXISTING ON ROAD BIKE FACILITY PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

MAD RIVER TOWNSHIP & ENON Connectivity Framework Mad River Township/Enon are in the southwest corner of Clark County. Many residents live in this community. Although this planning study only focuses on Clark County, many people in this area commute to the Dayton region. Dayton Springfield Road (CR 333) is the major commercial corridor within the community, with most major businesses and destinations located along it. It consists of a mixture of two or three vehicular travel lanes, with speed limits between 35 and 45 miles per hour. This corridor is used by between 9,000 and 11,500 vehicles per day on average. There are currently no sidewalks along the corridor with the exception of a 0.5-mile section within the Village of Enon. The proposed off road multiuse trail, which could utilize the railway corridor, would connect two community greenspaces, Enon Park and Enon Soccer Complex. Proposed 36

trailhead at each ends of this trail corridor would allow for public access points at the north and south ends of the trail, with a trailhead at Enon Park and the other serving the high concentration of single family residences near where Haddix Road meets CR 333. South Xenia Drive/Enon Xenia Rd runs north-south through town. It provides access to Galloway Park and Greenon Junior/Senior High School. The Clark County Engineer is currently (early 2023) constructing a project along the roadway that will improve conditions for pedestrians in particular. These improvements include a multi-use trail on the east side of the road from Hunter Rd to south of Rebert Pike. These improvements will tie in to the improvements made when the new school was constructed which include a sidewalk on the east side of the road as well as a signal with pedestrian countdown beacons at Enon-Xenia and Arnold Ave.

SIDE PATH

RAIL TRAIL CREATION

1 RAILWAY TRAIL 2 CR 333 | DAYTON SPRINGFEILD RD

1 2

SCHOOL IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD

EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED ON ROAD BIKE FACILITY EXISTING ON ROAD BIKE FACILITY PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

NEW CARLISLE Connectivity Framework The City of New Carlisle has a north/ south multi-use trail that almost completely connects the city. The trail connects Lake Ave to the north and the New Carlisle Sports and Fitness to the south. This is a tremendous active transportation asset for this community. On-road bicycle facilities are proposed for SR 235 (Main Street), providing bicycle connection to Haddix Ball Park as well as a pocket of residential homes east along CR 314 near Honey Creek. A direct, off-road multi-use trail connection is proposed to connect this eastern edge of New Carlisle with Haddix Ball Park in the center of town. This could potentially create a multimodal loop and establish active transportation infrastructure before future development happens in the undeveloped areas east of the park. Off-road trail connections are usually easier and less expensive to establish 38

proactively on undeveloped land, than reactively once a neighborhood has already been established.

SIGNALIZED PEDESTRIAN CROSSING

SHARED LANE DESIGNATION

1 W LAKE AVE/CR 314 2 SR 235 3 NEW CARLISLE PIKE 4 TECUMSEH TRAIL 5 NORTH DAYTON-LAKEVIEW RD

1 3 4

SCHOOL IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD

EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED ON ROAD BIKE FACILITY EXISTING ON ROAD BIKE FACILITY PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

PARK LAYNE / CRYSTAL LAKES Connectivity Framework There is great opportunity for enhancing regionally connectivity by tying into the existing Tecumseh Trail in New Carlisle. It is less than two miles from Park Layne Elementary School (the northernmost point in this focus area) to New Carlisle Sports and Fitness, where the Tecumseh Trail currently terminates. Connecting these communities via trail would provide multiple safety, equity, and economic benefits. The residential area between Mud Creek and Lake Road is only about a square mile in size,but contains approximately 4,400 residents across 1,700 households. 41% of these households have at least 3 people in the household, indicative of a large number of families. Weinland Street and Styer Drive are major connectors between the many smaller residential streets and Raynor Park. Styer Drive then extends across Mud Creek, connecting into the main commercial stretch along SR 235. 40

Improved bicycle facilities along Styer Drive and Weiland Street would not only better connect prospective bicyclists to Rayner Park, commercial destinations along SR 235, and potential regional multiuse trails, but would also provide bicyclists more opportunity to get to and from Park Layne Elementary School. This would demonstrate the vision of the Safe Routes to School Program, which aims to make it safer for students to walk and bike to school and encourage more walking and biking where safety is not a barrier.

MULTI USE PATH

TRAIL CONNECTION

1 SR 235 2 SR 235 3 STYER DRIVE 1

SCHOOL IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD

EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED ON ROAD BIKE FACILITY EXISTING ON ROAD BIKE FACILITY PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

NORTHRIDGE Connectivity Framework Middle-Urbana Road is an important north-south corridor connecting Springfield to Northridge. Middle Urbana Drive through Northridge has an average daily traffic volume of over 6,000 vehicles a day. This roadway is also the dividing line between the thousands of residents who live to its west, and the Kenton Ridge High School campus immediately to the east. Pedestrian improvements along this corridor Are being implemented with construction of the new K-12 campus east of Middle Urbana Rd that will be opening in the fall of 2023. Along Moorefield Road there are a handful of dining options and Northridge Shopping Center, which includes a pharmacy. Moorefield Family Park is also located along the corridor. With a significant amount of residential homes immediately to both the north and south of this stretch of roadway, there is great opportunity for residents to walk or 42

bike a short distance to accomplish most of their daily needs. While many of these destinations are right off of Moorefield Rd, there are no sidewalks on either side of the road. The three crossings, which connect the commercial area to the residential area north of the corridor, are all unsignalized crossings. Taywell Drive currently has no marked crosswalk or any kind of pedestrian signage. Moorefield Rd between Derr Rd and Middle Urbana Rd would benefit from a mid-block pedestrian crosswalk.

SIGNALIZED PEDESTRIAN CROSSING

1 MOOREFIELD ROAD 2 MIDDLE URBANA ROAD

SCHOOL IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD

EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED ON ROAD BIKE FACILITY EXISTING ON ROAD BIKE FACILITY PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

SPRINGFIELD The City of Springfield has done a great job of providing a robust and well-connected network of sidewalks throughout the entirety of the city. When considering the biggest needs and opportunities for improving the pedestrian experience in the public right-of-way, the big focus is along major corridors, particularly with respect to crossings. Major roadways often become pedestrian barriers. Crossing these busy corridors can be difficult for pedestrians because of the high traffic volumes and sometimes high rates of speed. Major roadway corridors are also typically commercially zoned. Most day-to-day community destinations are located along them. This results in people without a vehicle walking to them, often out of necessity. The recommendations in this plan hope to make that safer for them to do so.

Many of the roadways that were focused on in this plan have high traffic volumes (close to or greater than 10,000 vehicles daily). E Main Street and N Limestone Street are notable because these roadways also serve as a US Highway and State Highway, respectively. Interventions like Mid-block crossings, flashing beacons, pavement markings, bump-outs, and clear signage are for the pedestrian to feel safe and accounted for, but also for the driver to be more conscientious of sharing the road. These improvements can provide traffic calming to those passing through the city and make the community more livable. The recommendations in this plan will make the transportation system safer for active transportation users, as well as motorists.

Pedestrian Improvements 1

NORTH BECHTLE AVENUE

NORTH LIMESTONE STREET

EAST HOME ROAD

VILLA ROAD

NORTH BELMONT AVENUE

US 40 | EAST & WEST MAIN STREET

SOUTH YELLOW SPRINGS STREET

EAST & WEST GRAND AVENUE

NORTH & SOUTH BURNETT ROAD

EAST JOHN STREET

IMPROVE CROSSING | MIDBLOCK PROPOSED TRAILHEAD EXISTING TRAILHEAD PEDESTRIAN IMPROVEMENT CORRIDOR PROPOSED OFF ROAD MULTI-USE TRAIL EXISTING OFF ROAD MULTI-USE TRAIL

6 9 7

SPRINGFIELD The City of Springfield has an incredible trail system. The Little Miami/Simon Kenton Trail runs north/south through the community while the Buck Creek Trail runs east/ west. Public feedback emphasized these as being incredible assets for the biking community that can be accentuated through additional connections to them from within the city. Better on-road bike facilities along Center Street and Fountain Avenue offer 3.5 miles of northsouth bicycle enhancement through the heart of the city, while connecting into both of the existing trail systems at different locations. Clifton Avenue and E John Street are in a southern portion of the city where car ownership is lower than average, with almost a quarter of households in these neighborhoods without access to a vehicle. A third of the recommended bicycle improvement framework is targeted in this area, where these roads can provide 46

residents with safer connections to the grocery store, pharmacy and library located near E John Street. These improvements could also create safer and smoother bicycle access to Hayward Middle School. A significant east-west corridor connection that would take users directly to destinations is along 1st Street, which leads to the commercial offerings along N Bechtle Avenue. Another east-west corridor connection is along Home Road, which would make it easier to bicycle to Roosevelt Middle School, Springfield High School and Buck Creek State Park.

Bicycle Improvements 1

NORTH BECHTLE AVENUE

1ST STREET / EAST MCCREIGHT AVENUE

FOUNTAIN AVENUE

ENGLEWOOD DRIVE

VILLA ROAD

SOUTH CENTER STREET

CLIFTON AVENUE

EAST JOHN STREET

1 4 2 3

6 7 8

CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

SECTION

FOCUS AREAS

The focus areas within Springfield represent seven areas that emerge from the connectivity framework and are explored in greater detail, with attention directed at specific opportunities to improve the active transportation network through both bicycle and pedestrian improvements. These are generally approached as high impact areas, where investment can have the most effective and immediate positive impact within the broader community. Key attributes of each focus area are examined and summarized, with an overview of applicable toolkit applications.

FOCUS AREAS An important piece of this focused attention is building off of where momentum already exists. In the neighborhoods north of Buck Creek, adjacent to Wittenberg University and Mercy Health Fountain Medical Campus, 12.4% of people report walking to work, according to the American Community Survey. This is about three times more than the City of Springfield (4.4%) and about five times more than Clark County (2.5%). Improvements in focus areas 3 & 4 can further this existing momentum, allowing better connections into and around the downtown core, while improving the east-west connectivity across N Limestone Street, which bisects the northern half of the city. The central geography and existing pedestrian usership of these two focus areas make them important examples of what an effective active transportation system can look like,

and how thoughtful interventions can further serve the existing behaviors of those areas. Focus areas 1, 2 & 6 have a high volume of vehicular traffic, while also having a high concentration of commercial destinations. East Main St and John Street are surrounded by neighborhoods with lower-than average car ownership, making these critical areas of focus for safety and access reasons. The regional bike hub downtown would add value to all four of the plans goals, making a statement that the county seriously values active transportation. This type of facility would consistently bring people downtown, stimulating economic growth while providing a great place for the biking community to meet and connect to regional trails.

The Focus Areas We Have Identified: 1. E. Main Street (Between Burnett and Florence) 2. N. Bechtle Avenue (From Rt 41 to St Paris) 3. N. Limestone Street (From Spring to Home) 4. Downtown Springfield (Various pedestrian, bike, and traffic improvements) 5. Regional Bike Hub at the Heritage Center 6. John Street (From Yellow Springs to Selma) 7. Burnett Rd (From Kenton to Columbus)

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FOCUS AREA SUMMARY Five of the seven identified focus areas are long, straight corridors that carry a high amount of vehicular traffic. They cumulatively add up to 7.6 miles of key roadway within the City of Springfield. All five linear corridors have posted speed limits of 35 mph for a majority of their extent. All have at least four travel lanes at various sections within them. The driving speeds of vehicles and distance of pavement a pedestrian or bicyclist would need to cover to cross any of these corridors make them dangerous in their current configuration. The suggested intersection and crossing enhancements offer pedestrians a better sense of safety and confidence moving along or across these vehicular arteries. 3.7 miles of new sidewalk is proposed within the study area corridors, with N Bechtle Street receiving the greatest proportion (1.8 miles). As a strong and connected existing 52

sidewalk network is already in place within much of Springfield, these additions can help “connect the dots” in really important locations where there are currently missing links. Each corridor where new sidewalk is proposed has in general at least 15 feet more right-of-way width than roadway width. Downtown Springfield has several different land uses including public buildings, community amenities, medical facilities, educational institutions and businesses. These uses and the lack of downtown residential housing results in almost five times more people in downtown during business hours than in the evenings and weekends. Downtown Springfield is at the geographic core of Springfield and Clark County. Integrating active transportation alternatives into the transportation system would make the downtown more accessible for people that do not have access to a personal

vehicle. Downtown Springfield deserves attention as an overall area of focus as it is the institutional hub of the city and also its cultural focal point. A mix of public, community, medical, educational and business facilities creates a daily inflow of users to the district that is five times greater than that of its night-time population. Because downtown is surrounded by neighborhoods on all sides, integrating active transportation improvements in and around downtown would facilitate spokes of seamless mobility, better connecting the center of the community with its immediate edges.

5 Corridors (Focus Areas) Existing Conditions Corridor Distance

Average Annual Traffic Volume (AADT)*

Proposed Improvements

Roadway Width*

Right-of-Way Width*

Posted Speed Limit*

Other Key Facts/ Figures

Improved Crossings at Exisiting Signalized Intersections

Approx. 52 ft (5 traffic lanes)

Approx 66 ft

35 mph

Over 70 curb cuts. 492 households with no vehicle within the 3 census tracts touching corridor

7 Intersections

8 Crossings

0.6 miles

Approx. 60 ft (5 traffic lanes)

Approx 100 ft

35 mph

123 businesses & over 2,300 employees along corridor.

10 Intersections

6 Crossings

1.8 miles

Approx. 50 ft (5 traffic lanes)

Approx 60 ft

35 mph

300 businesses & 5,000 employees within 1/2 mile of corridor. 12.4% of residents walk to work

6 Intersections

8 Crossings

None

Approx. 50-60 ft (4-5 traffic lanes)

Approx 65-80 ft

35 mph

2 elementary schools, 2 middle schools, 2 pharmacies & a Kroger are all located within 1/2 mile of corridor

7 Intersections

11 Crossings

0.5 miles

Approx. 45 ft (2-4 traffic lanes)

Approx 60 ft

35 mph

1/4 of households along John Street corridor do not have access to a vehicle

4 Intersections

12 Crossings

0.75 miles

20,000

East Main Street

0.9 Miles

(near Florence St)

18,000 (east of N Burnett Rd)

New Pedestrian Crossings at Length of New Non-Singalized Sidewalk Locations

21,000

N Bechtle Ave

1.2 Miles

(near W. 1st St)

14,000 (north of Hillcrest Ave)

22,000

N limestone Ave

1.5 Miles

(near McCreight Ave)

16,000 (near E Home Rd)

16,000

Burnett Road

2 Miles

(near E High St)

11,000 (near Sheridan Ave)

7,000

John Street

2 Miles

(Yellow Springs Rd)

5,000 (near Clark St College)

*AADT, Roadway Width Right-of-Way Width Speed all vary to some degree across the length of *AADT, Roadway Width and and Right-of-Way Width and and Speed LimitLimit all vary to some degree across the length of the the corridor. TheisAADT is the highest takenthe along the corridor of interest (souce: Kalibrate). corridor. The AADT the highest mesauremesaure taken along corridor of interest (souce: Kalibrate). Roadway and Roadway width and Right-of-Way width are the most common measurements Right-of-Way and speed limit areand thespeed most limit common measurements along a corridor. along a corridor.

Downtown Springfield - Downtown Focus Area experiences a 5x increase from nighttime population (1,600) to daytime population (7,900). As expected for an employment hub, many people come into this area during the day and flow back out at night. This presents a big opportunity to provide last mile connectivity to key endpoint locations.

E MAIN STREET • Mid-block crossings with flashing beacons and refuge medians • Safer option for the nearly 500 nearby households with no vehicle • Provides more aesthetic gateway into Springfield for the 19,000 vehicles that travel this corridor daily

EXISTING CONDITION

FUTURE CONDITION 54

E MAIN STREET • Conversion of one-way street to two-way street

(DOWNTOWN)

• Provides traffic calming via lower car speeds which makes pedestrians/bicyclists feel safer sharing or crossing the road.

EXISTING CONDITION

• Two-way streets provide better storefront exposure, promoting businesses

FUTURE CONDITION 55

N BECHTLE AVE • Addition of sidewalks along N Bechtle Ave within the ample right-of-way outside of the roadway • Creates mobility options for shoppers who want to “park once” within the district • 2,300 employees work along the corridor, some of which rely on public transit and crossing Bechtle Avenue during busy times

EXISTING CONDITION

FUTURE CONDITION 56

N FOUNTAIN BLVD • Shared lane markings encourage bicycling while increasing motorist awareness • Additional wayfinding signage to existing pedestrian oriented centers

EXISTING CONDITION

• Support high demand (over 12% of residents in this area use active transportation as a means to get to work)

FUTURE CONDITION 57

N LIMESTONE AVE • Road diet widens the sidewalks while also narrowing the crossing distance • Increased signage and additional bicycle facilities create more inviting public realm, benefiting the 300 business within 1/2 mile of the corridor • N Limestone Ave is not as much of a barrier to east-west movement in the northern half of Springfield

EXISTING CONDITION

FUTURE CONDITION 58

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BIKE HUB Regional Trail Bike Hub Similar to the function of a park for the general public, a bike hub is a dedicated space where various amenities beneficial to the biking community are publicly available. These typically include free parking (for cars and bikes), bike repair equipment, bathrooms, and clear signage/information about bike routes from the hub. They may also include dedicated bike lockers and seating areas and even camping for cyclists. Bike hubs provide a physical space that allows for the gathering of the bicycling community, providing a place for exchange of social capital oriented around active transportation. The benefits of a downtown location can include increased visibility from a wide range of users, and very close proximity to downtown commercial establishments that can benefit from pre or post ride use.

According to the Adventure Cycling Association, a nation-wide nonprofit, 48 million people bicycle recreationally per year across the country. That number is expected to increase by 15% over the next decade. Bicycle tourists, a growing cohort across the nation, spend $75$103 daily on average. They are attracted to communities that make intentional bicycle infrastructure Wilson Road Park - Columbus, OH investments, with bicycle hubs being one of the most profound investments a community can make. Xenia Station, a bike hub located in downtown Xenia, tallies 5,500 users per day based on recent trail counts. They spend an estimated $16 Million annually within the local economy. The logistical, social and economic benefits of bike hubs present immense opportunity to communities of all sizes. Xenia Station - Xenia, OH

Future Bike Hub Possibility Springfield City Hall

Picnic/Plaza Area

Bike Hub Building

S gh ne esto

Lim

The above rendering shows what a bike hub could look like located within the public plaza space adjacent to Springfield City Hall. The centrally located site is highly visible and close to ample public parking.

CLARK COUNTY | ACTIVE TRANSPORTATION PLAN

SECTION

IMPLEMENTATION

Implementation is the enabling element of the concepts and goals behind this plan becoming a reality within Clark County. Translation of the community vision for Active Transportation will require an understanding of timing and opportunity, coordination among multiple tiers of governance and the leveraging of multiple streams of funding. Several state and federal funding sources can be used to supplement local money and momentum related to plan recommendations. Communication with the municipal entities within the County is also vital, as key ideas from this plan may come into alignment with priorities of specific communities. Coordination along the lines of capital improvement planning can help ensure the big-picture objectives of this framework see tangible realization within the respective communities. Lastly, patience is key. Changes to infrastructure take time and typically occur in multiple phases. Celebrating early wins and making positive incremental changes is a big part of successful and sustainable implementation.

POTENTIAL FUNDING SOURCES A Menu of Funding Options RECREATIONAL TRAILS PROGRAM

AARP COMMUNITY CHALLENGE GRANT

Ohio Dept of Natural Resources (ODNR)

AARP

Provides funds to develop and maintain recreational trails and trail-related facilities for both non-motorized and motorized recreational trail uses. This is a reimbursement grant program that provides up-to-80 percent project funding. This grant program is federally funded and is administered by the ODNR in cooperation with the FHWA.

Launched in 2017, the annual AARP Community Challenge provides small grants to local governments and nonprofits in order to fund quick-action, ready-to-implement projects that can help communities become more livable for people of all ages. Funded efforts aim to foster community engagement, enhance local housing and transportation options, improve public spaces and support (“smart cities”) solutions.

PEOPLE FOR BIKES GRANT

CLEAN OHIO TRAIL FUND

SAFE ROUTES TO SHCOOL

People for Bikes

Ohio Dept of Natural Resources (ODNR)

Ohio Dept of Transportation (ODOT)

People for Bikes Grants support bicycle infrastructure projects and advocacy initiatives that make it easier and safer for all people to ride. Most grant funds are awarded towards infrastructure projects such as bike paths, lanes, trails, and bridges, and end-of-trip facilities such as bike racks, bike parking, and bike storage.

The Clean Ohio Trail Fund (COTF) seeks to improve outdoor recreational opportunities for Ohioans by funding trails. Local governments, park and joint recreation districts, conservancy districts, soil and water conservation districts, and non-profit organizations are eligible to apply for land acquisition dollars for new trail development or connector trails. The state of Ohio will reimburse up to 75 percent of eligible costs under Clean Ohio Trail Fund with a grantee match of 25 percent.

The Safe Routes to School program provides resources, technical assistance and project funding to encourage and enable students in grades K-12 to walk or ride their bike to school. A comprehensive approach to SRTS includes both infrastructure and non-infrastructure countermeasures and programs.

Outside of budgets and ballot measures within Clark County and its municipalities, the following are additional funding sources where money is offered through an array of federal and state programs. While each program has different eligibility criteria, they all overlap with aims and objectives laid out in this Active Transportation Plan.

STATE INFRASTRUCTURE BANK

SECTION 402 STATE HIGHWAY SAFETY PROGRAM

HIGHWAY SAFETY IMPROVEMENT PROGRAM

Ohio Dept of Transportation (ODOT)

Ohio Traffic Safety Office

Ohio Dept of Transportation (ODOT)

The State Infrastructure Bank (SIB) is used as a method of funding highway, rail, transit, intermodal, and other transportation facilities and projects which produce revenue to amortize debt while contributing to the connectivity of Ohio’s transportation system and further the goals such as corridor completion, economic development, competitiveness in a global economy, and quality of life.

The Section 402 program provides grants to states to improve driver behavior and reduce deaths and injuries from motor vehicle-related crashes. The program is jointly administered by the National Highway Traffic Safety Administration and the Federal Highway Administration at the federal level and by State Highway Safety Offices at the state level.

The Ohio Department of Transportation dedicates about $183 million annually for engineering improvements at severe crash locations or locations with the potential for severe crashes – one of the largest state investments in the nation. This funding is available to both ODOT and local governments, and it can be used to make improvements on any public roadway.

STATE CAPITAL IMPROVEMENT PROGRAM

TRANSPORTATION ALTERNATIVES PROGRAM

Ohio Public Works Commission

Ohio Dept of Transportation (ODOT)

The State Capital Improvement Program (SCIP) was created in 1987 and provides funding to counties, cities, villages, townships, and water and sanitary districts. Funding is provided through grants, loans, and loan assistance or local debt support. Eligible projects are for improvements to roads, bridges, culverts, water supply systems, wastewater systems, storm water collection systems, and solid waste disposal facilities.

The Transportation Alternatives Program (TAP) provides funding for projects defined as transportation alternatives, including onand off-road pedestrian and bicycle facilities, infrastructure projects for improving nondriver access to public transportation and enhanced mobility, community improvement activities, and environmental mitigation; recreational trail program projects; and safe routes to school projects.

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