EXISTING BICYCLE NETWORK

The bicycle and pedestrian network in Columbus originated with the system of paths that were developed beginning in the 1980s. This connected system of paths continues to be expanded to provide a network of offstreet facilities for shared use by both bicyclists and pedestrians. This system includes the trail along Haw Creek; trails within Noblitt, Mill Race, Blackwell, and Clifty Parks; the Owens Bend trail; the Airpark trails; and the trail along Jonathan Moore Pike. This system of shared use paths serves as a spine for pedestrian and bicyclist travel, providing connections to schools, parks, and other bicycle and pedestrian facilities.

The City’s bicycle network also includes a number of on-street bicycle facilities, including conventional and buffered bicycle lanes and signed bicycle routes, which serve to connect bicyclists to key destinations throughout the city. These on-street facilities are the the primary way through which the City has expanded its bicycle network since 2010.

In addition to the bicycle facilities already in use, a number of facilities are currently programmed for construction. These facilities, which are also reflected on the adjoining map, include both shared use paths and bicycle lanes.

The 2010 Bicycle and Pedestrian Plan identified a number of shared use paths in the Tipton Lakes residential area. Several of these pathways are no longer shown on this map as existing facilities because they are substandard in width and function as sidewalks, rather than shared spaces accommodating both bicyclists and pedestrians. The shared use paths that remain identified in this area are also substandard in width; however, they provide critical connections in the bicycle and pedestrian network and should be widened in the future to accommodate shared use.

These existing bicycle facilities provide a base from which the City can continue to expand its network and create a system that is safe, convenient, and comfortable for bicyclists of all ages and abilities. An improved system will fill the gaps present within the existing network and provide more, connected facilities for the “Interested but Concerned” bicycle user.

The following pages describe, in further detail, the existing bicycle network in Columbus.

EXISTING SHARED USE PATH

EXISTING BUFFERED BICYCLE LANE

EXISTING CONVENTIONAL BICYCLE LANE

EXISTING BICYCLE ROUTE

COLUMBUS PLANNING JURISDICTION (STUDY AREA)

Bicycle Level Of Traffic Stress

The Bicycle Level of Traffic Stress Analysis (LTS) reviews the existing conditions of the transportation network in terms of bicyclist comfort while riding on specific roadway corridors. The LTS Analysis is a datadriven method that was developed by the Mineta Transportation Institute to assess the comfort and connectivity of bicycle networks. This analysis plays an important role in identifying gaps in the low stress bicycle network and locations where investment can be made to reduce stress. Traffic stress is a major deterrent to bicycling so using this analysis to find gaps in the low-stress bicycle network is an important first step in creating a network that is appealing to a broad segment of the population.

The LTS Analysis utilizes several factors to determine the comfort level of bicyclists while riding on a corridor, including traffic volume and traffic speed. The LTS ranking for a corridor is determined by the most stressful factor, not an average of all factors. Roadways with speeds over 35mph and with four or more travel lanes, even if a bicycle lane is present, will be designated with a high stress ranking.

Street segments are classified into four levels of traffic stress where LTS 1 represents the least stressful streets and LTS 4 represents the most stressful streets. Bicycling within neighborhoods in Columbus can, mostly, be done on low-stress streets. However, large traffic corridors like National Road/U.S. 31, State Street, and S.R. 46 create barriers between these neighborhoods and other parts of the City.

Bicycle Level Of Traffic Stress Analysis

Lts 1

SUITABLE

FOR CHILDREN, INEXPERIENCED ADULTS, AND FAMILIES

LTS 2

INTERESTED BUT CONCERNED ADULTS

Buffered bicycle lanes, low-medium volume streets

LTS 3

ENTHUSED AND CONFIDENT ADULTS

Conventional bicycle lanes, high volume streets, streets with traffic speeds exceeding 30 mph

LTS 4

STRONG AND FEARLESS ADULTS

No bicycle facility on high volume streets and streets with traffic speeds exceeding 30 mph

The result of the Bicycle Level of Traffic Stress Analysis is illustrated on pages 26 and 27. The majority of streets within the city are LTS 1 and LTS 2. Of these streets, most are located within residential neighborhoods. Therefore, bicycling within neighborhoods is comfortable for the majority of Columbus residents, including children. While riding within neighborhoods can largely be done on low stress routes, most neighborhoods are separated from the rest of the city by high stress corridors, creating isolated sections of the city. The result is that bicyclists have to cross or ride along high stress corridors which may limit their trips and will affect their comfort level while riding.

Although the majority of streets designated as LTS 3 and LTS 4 are located outside of the Columbus city limits, the LTS 3 and LTS 4 routes within the city are usually the most direct routes through the city. (See table on opposite page.) These high stress corridors create barriers to many destinations, including parks, schools, and shopping centers. For example, U.S. 31 separates the north and east parts of the city from destinations in the west, south, and central parts of the city, including the downtown. High stress corridors like U.S. 31, S.R. 46, Central Avenue, and 25th Street present opportunities to improve bicycle facilities along or parallel to the street to reduce the level of stress for bicyclists. Improvements can also be made at key intersections to provide lower stress crossings at key locations along these corridors. The Haw Creek Trail underpass at National Road and 25th Street, a recently completed project, shows how lowering the stress for bicyclists at roadway crossings can successfuly increase the number of bicyclists using a corridor and eliminate barriers to access.

The bicycle level of stress analysis shows not only where bicycling is stressful but also where facility improvements can have the biggest impact by providing comfortable and safe connections. Several low-stress routes in the City are bisected by high-stress corridors, creating an impediment for less confident bicyclists. For example, Middle Road has an off-road bicycle facility that parallels the roadway, creating a low stress bicycle corridor for less confident bicyclists. However, bicyclists must cross National Road to reach downtown and other destinations. Middle Road at National Road is a high stress intersection; it has many lanes of traffic and high traffic volumes. Having to cross this roadway becomes a deterrent to bicyclists in this area who might begin their trip along this corridor when traveling by bike or foot to other areas of the city.

The Bicycle Level of Traffic Stress Analysis also illustrates the areas of the city that become accessible for a wide range of bicyclists when gaps within the existing low stress network are improved to provide low stress connections. Filling these gaps is one of the quickest ways to increase the number of bicyclists by making bicycling a more appealing form of transportation.

ROADS WITH HIGHEST LEVEL OF TRAFFIC STRESS WITHIN THE COLUMBUS CITY LIMITS

Roads are fully or partially designated as LTS 4 and are within or adjacent to the Columbus city limits.

2nd Street

3rd Street

10th Street

25th Street

Beatty Lane

Brown Street

Carr Hill Road

Central Avenue

County Road 50 North County Road 50 West County Road 100 North County Road 150 West County Road 175 West

County Road 200 South

County Road 200 West

County Road 300 West

County Road 450 South

Deaver Road

Gladstone Avenue

Indianapolis Road

Jonathan Moore Pike / S.R. 46

Jonesville Road / S.R. 11

Lindsey Street

Marr Road

National Road / U.S. 31

Poshard Drive

State Street

Tellman Road

Terrace Lake Road

Washington Street

Bicycle Level Of Traffic Stress Map

A bicycle level of traffic stress analysis is a data-driven approach to evaluating how comfortable a roadway feels for a person bicycling based on motor vehicle traffic volumes and speeds, roadway design, presence and type of bicycle facilities, and other factors. This analysis identified four levels of traffic stress, LTS1 through LTS4, with LTS1 being the most comfortable for bicyclists and LTS4 being the least comfortable.

In Columbus, several high stress, LTS4 corridors divide the city. This impacts the ability of bicyclists to travel from one area of the city to another, particularly impacting bicyclists in the “Interested but Concerned” user group. Identifying locations along the LTS4 corridors where improved crossings can facilitate bicycle travel by the “Interested but Concerned” user group is an important step in creating a network that can serve bicyclists of all skill levels.

Rather than feature the entire study area this map and several maps that follow focus on areas within the Columbus city limits. Areas outside of the city limits commonly lack sidewalks. This scale provides a focused look at where sidewalks are most prevalent and where population density is highest.

Pedestrian Facility Inventory

As the most common facility for pedestrians, sidewalks are the basis for any developed pedestrian system. Providing a continuous network of sidewalks throughout the entire city is necessary to ensure safe and convenient travel for pedestrians. Shared use paths also play an important role in the pedestrian network, linking neighborhoods to key destinations. This map is an evaluation of existing pedestrian facilities in the study area, featuring (1) data from the City’s ADA Self Evaluation and Transition Plan for the Public Right-of-Way (2018) and (2) neighborhoods within the city limits that generally lack sidewalks.

The City’s ADA Transition Plan was a self-evaluation of pedestrian facilities within the City of Columbus public right-of-way, including sidewalks. Sidewalks were evaluated based on width, grade, cross slope, surface condition, obstructions, and overall compliance with standards included in the Americans with Disabilities Act (ADA). Sidewalks were categorized as “high”, “medium”, or “low” based on the degree to which they limit accessibility and the priority for corrective action. “High” priority sidewalks are those that include barriers that effectively prohibit access or present a safety hazard. “Medium” priority sidewalks are those that include barriers that either partially prohibit access or make access especially difficult. “Low” priority sidewalks typically do not limit access but are not compliant with ADA standards. To highlight existing sidewalks in most need of improvement, this map shows sidewalk segments categorized as “medium” and “high” priority.

In addition to featuring sidewalks in most need of improvement, this map highlights residential areas within the city limits that lack sidewalks. The areas identified as lacking sidewalks are groups of several city blocks where sidewalks are mostly missing from the public right-of-way. Some sidewalks may be present within these areas, but in general, most streets within the identified areas are without sidewalks.

This map reveals that the current system of shared use paths provides connections between and to a number of key destinations, including parks and schools. However, residents in many neighborhoods lack safe access to a shared use path. Furthermore, many sidewalks within the Columbus city limits are in disrepair, which can significantly impede pedestrian travel and limit a pedestrian’s ability to access shared use paths, nearby transit stops, and other important destinations. Finally, many neighborhoods lack sidewalks entirely, which either requires residents to walk in the street or dissuades them from walking altogether.

USE PATHS

The identified major pedestrian corridors include existing and proposed street corridors as well as shared use paths that do not parallel a street. The corridors that do not parallel a street are identified separately on this map because the assessment of existing sidewalks was not necessary for these routes.