MAJOR PEDESTRIAN CORRIDORS

The Major Pedestrian Corridors Map identifies the routes in Columbus that provide direct connections between and to key destinations, including neighborhoods, schools, parks, and shopping centers. These corridors are critical linkages in the pedestrian network and, if fully constructed and accessible, could serve as the backbone of Columbus’ system of sidewalks from which neighborhood-level sidewalks could connect. These major pedestrian corridors were identified based on observation of current pedestrian use and/or their direct connection to and between key destinations.

A small number of identified major corridors are not existing streets, such as the Regency Drive extension from Prairie Drive to Taylor Road. These streets are planned future streets in the City of Columbus Thoroughfare Plan.

Although these corridors provide direct connections to key destinations and/or are frequently used by pedestrians, sidewalks are intermittent or completely lacking along many of these important corridors. The presence of sidewalks is identified on this map. However, if an existing sidewalk was identified as a “medium” or “high” priority sidewalk in need of repair by the City of Columbus ADA Self Evaluation and Transition Plan for the Public Right-of-Way (2008), it was not identified as an existing sidewalk that fulfills a need along these important corridors.

The identification of these key corridors and missing sidewalks, together with the Pedestrian Facility Inventory on the previous page, will help the City prioritize needed, future sidewalk improvements and installations.

EXISTING SIDEWALK ALONG MAJOR PEDESTRIAN CORRIDOR (EXCLUDES EXISTING SIDEWALKS IDENTIFIED AS HIGH AND MEDIUM PRIORITY FOR NEEDED IMPROVEMENTS BY THE CITY OF COLUMBUS ADA TRANSITIONS PLAN)

MAJOR PEDESTRIAN CORRIDOR - STREET CORRIDOR

MAJOR PEDESTRIAN CORRIDOR - NON-STREET CORRIDOR

COLUMBUS PLANNING JURISDICTION (STUDY AREA)

Bicycle And Pedestrian Crash Data Analysis

Bicycle and pedestrian related crashes were studied from available data within the study area between 2012 and 2019. This analysis, combined with public input, is an important first step in reducing the frequency of pedestrian and bicyclist collisions. Not only can the crash report identify specific locations along roadways or in the city which are dangerous, but it can also start to indicate the situational surroundings that might contribute to these incidents. Future improvements to these locations should be designed to improve the safety and visibility for all users, including pedestrians, bicyclists, and motorists.

Although bicycle and pedestrian related crashes equal less than one percent of reported crashes in the city, these crashes can be much worse because they involve the most vulnerable users of the road.

The crash data analyzed includes accidents occurring on both public and private property, including roadways and commercial parking lots. The number of reported bicycle-related crashes has remained steady since 2012, averaging approximately 13 incidents each year. Reported pedestrian-related crashes have been varied, jumping to nearly 30 incidents in 2018 and declining again in 2019. Fault, as indicated in the police reports, varied between motorist and bicyclist or pedestrian. Education and enforcement efforts should be implemented, in addition to physical improvements, to lower the crash rates.

Crash data maps for both bicyclists and pedestrians are shown on the following pages. These maps reflect locations of reported crashes between 2012 and 2019. The actual number of incidents involving bicyclists and pedestrians may be under represented on these maps due to unreported accidents or “near miss” accidents. However, reported incidents are important to assess to understand existing movements of pedestrians and bicyclists and to understand where improvements may be needed to create a safer environment for users.

Although Columbus has a fairly low percentage of pedestrian and bicycle accidents, there have been a number of fatal accidents involving pedestrians and one involving a bicyclist.

3rd Street / Lindsey Street

Intersection

25th Street / Taylor Road

Intersection

U.S. 31 Corridor between Central Avenue and Taylor Road

North High School Campus, specifically intersections at 25th Street / Home Avenue, 25th Street / Maple Street, and 27th Street / Home Avenue

Chestnut Street Corridor, specifically its intersections at 3rd, 8th, and 11th Streets

Gladstone Avenue / State Street

Intersection

17th Street / Central Avenue

Intersection

25th Street / Marr Road

Intersection

25th Street / Hawcreek Avenue

Bicycle And Pedestrian Crash Data Map

The bicycle and pedestrian crash data analysis revealed several corridors and intersections with high incidences of collisions. Collisions occurred on roadways with and without dedicated bicycle and pedestrian facilities, and singular instances of bicycle and pedestrian incidents were common along the National Road (U.S. 31), 25th Street, State Street, 17th Street, and 3rd Street corridors. 25th Street, in particular, had high crash incidences for both bicyclists and pedestrians at several key intersections, including Home Avenue, Maple Street, Hawcreek Avenue, Marr Road, Taylor Road, and Timbercrest Drive. The Columbus North High School campus had the highest incidence of bicycle and pedestrian crashes compared to other school locations. The most dangerous intersection for both bicyclists and pedestrians, according to the crash data, is the 3rd Street / Lindsey Street intersection.

The Wal-Mart parking lot, at Whitfield Drive, is a hot spot for pedestrian collisions. Although these incidents took place on private property, it is worth noting in order to have a complete understanding of where pedestrians are vulnerable or most at risk of collisions with motor vehicle traffic.

EXISTING SHARED USE PATH

EXISTING BUFFERED BICYCLE LANE

EXISTING CONVENTIONAL BICYCLE LANE

EXISTING BICYCLE ROUTE

Roadway Barriers And Equity Analysis

Bicycle and pedestrian facility development largely focuses on creating ways for bicyclists and pedestrians to travel along corridors. However, there are a number of roads in Columbus that, due to traffic volume, traffic speed, or roadway width, prevent bicyclists and pedestrians from safely crossing corridors and traveling from one area of the community to another. These roadway barriers create areas of isolated residents and destinations. Although safe crossings have been constructed at some intersections along these roadway barriers, several neighborhoods remain isolated and lack safe access to low-stress bicycle and pedestrian facilities.

The map below identifies major roadway barriers in Columbus, as well as existing intersection treatments that facilitate low-stress crossing of those barriers. These intersection treatments include grade-separated crossings, Pedestrian Hybrid Beacon (HAWK) signals, and Rectangular Rapid Flash Beacon (RRFB) signals. The map also features existing, designated bicycle facilities, both on- and off-road, that were identified as LTS 1 and LTS 2 facilities in the Bicycle Level of Traffic Stress Analysis. When assessing access to bicycle facilities and to destinations throughout the community, it is critical to evaluate access that is comfortable and safe for a wide range of users. Therefore, this map features only where low-stress bicycle facilities provide access throughout the community. As Columbus continues to build its bicycle network, prioritizing low stress connections across these roadway barriers will be an important way to expand the use of the bicycle network.

The Roadway Barriers Analysis below is the first in a series of maps used to identify isolated areas in the community and prioritize future locations for bicycle and pedestrian infrastruture. The following pages feature additional maps in this analysis series.

Equity in transportation means fairness in accessibility to meet the needs of all community members. This is achieved by providing equitable levels of access to affordable and reliable transportation options for the people being served, particularly people who are typically under-served.

Traditionally vulnerable members of society (children, older adults, and people from low-income households) rely on lower cost methods of transportation including transit, bicycling, and walking. These community members often bike and walk out of need, rather than recreation, and statistically do not fall within the “enthused and confident” or “strong and fearless” bicycle user groups. Therefore, they will rely on protected and off-road facilities to reach their destinations comfortably and safely.

The maps below and on the following pages show population density, age, and income data in Columbus. This data was used to designate priority areas for the implementation of future bicycle and pedestrian infrastructure, where need was identified by isolating (1) areas with high percentages of vulnerable community members and (2) areas of high population density.

The following census data is from the Census American Community Survey (2018: ACS 5-Year Estimates) and is presented by census block group.

Population Under 17 Years

Population Above 65 Years

Less than 25 years

25 - 35 years

35 - 45 years

45 - 55 years

55 - 65 years

Over 65 years

Median Age

PERCENT OF HOUSHOLDS WITH INCOME IN THE PAST 12 MONTHS BELOW THE POVERTY LEVEL

East Fork of the White River

Focus Area Map

The census data on the previous pages was analyzed to identify priority locations for future bicycle and pedestrian infrastructure. The results, shown on this Focus Area Map, include two tiers of focus areas which each have two key characteristics:

1.

Due to roadway barriers these areas lack access, via low-stress segments of the bicycle network, to other areas of the community.

They represent demographic characteristics for which access to low-stress bicycle infrastructure is especially desired, such as high density and/or high poverty rate.

ROADWAY

BARRIER LTS

TIER 2 FOCUS AREA (HIGH PRIORITY)