EXISTING CONDITIONS ANALYSIS: KEY TAKEAWAYS

1

GAPS IN THE LOW-STRESS BICYCLE NETWORK DETER CHILDREN, FAMILIES, AND ‘INTERESTED BUT CONCERNED’ ADULTS FROM USING THE BICYCLE NETWORK

The recommendations in this plan should eliminate gaps in the low stress bicycle network to provide complete corridors from neighborhoods to destinations, which will enable bicyclists of all ages and abilities to safely and comfortably access a wide variety of destinations.

2

HIGH SPEED AND HIGH VOLUME ROADWAY BARRIERS RESULT IN MULTIPLE ISOLATED AREAS OF THE COMMUNITY

Safe crossings should be provided in multiple locations along roadway barriers, such as along U.S. 31, State Street, and 25th Street, to connect isolated neighborhoods to the bicycle and pedestrian network and to key destinations. Isolated neighborhoods should also be connected to the low-stress bicycle network. Providing improved connections to the Tier 1 and Tier 2 Focus Areas, as identified on Pages 42-43 should be a priority.

3

STRATEGIC INSTALLATION AND REPAIR OF SIDEWALKS IS NEEDED ALONG MAJOR PEDESTRIAN CORRIDORS AND IN AREAS WHERE EXISTING SIDEWALKS ARE IN DISREPAIR

Many of the identified Major Pedestrian Corridors have sporadic sidewalks or lack sidewalks altogether. Furthermore, existing sidewalks are in disrepair, have steep cross slopes, or otherwise prevent travel in many areas of the city. A strategic plan for the installation and repair of sidewalks is needed in order to improve pedestrian access throughout the city.

4

SEVERAL CORRIDORS AND INTERSECTIONS HAVE HIGH INCIDENCES OF BICYCLE AND PEDESTRIAN COLLISIONS AND SHOULD BE A TARGET FOR IMPROVEMENTS

The recommendations in this plan should address intersections with a high number of bicycle and pedestrian collisions. Furthermore, this plan should identify common characteristics of these locations to proactively improve other intersections and corridors with similar conditions.

5

GAPS IN THE EXISTING BICYCLE AND PEDESTRIAN NETWORK ARE PRESENT EVEN WHERE DEMAND IS HIGH

Bicycle and pedestrian facilities should be provided to areas of high demand to connect high numbers of people to key destinations. An examination of destinations and areas of high residential density revealed that demand for bicycle and pedestrian infrastructure is high in some areas of the city where bicycle and pedestrian infrastructure is limited, such as in downtown Columbus and in neighborhoods and commercial areas along U.S. 31.

6

SIGNAGE AND INTUITIVE WAYFINDING ARE NEEDED TO FACILITATE SMOOTH TRANSITIONS BETWEEN FACILITY TYPES AND TO PROVIDE DIRECTION- AND DESTINATION-RELATED INFORMATION TO USERS

A signage and wayfinding strategy is needed to guide bicyclists and pedestrians along the network and to their destinations. The strategy should include making transitions between facility types intuitive and comfortable.

7

Some Existing Shared Use Paths Have Substandard Widths

Shared use paths need to be widened in some locations due to substandard width. Widening these facilities to a minimum of 10 feet will enable bi-directional movement of both bicyclists and pedestrians.

8

Additional Treatments May Be Needed Along Existing Bicycle Routes To Make Them Comfortable For Families And Children

The Bicycle Level of Traffic Stress Analysis revealed that existing bicycle routes are LTS 2 facilities and may not be comfortable for families, children, and other bicycle users within the LTS 1 user category. These facilites were previously believed to be comfortable for families; however, the analysis reveals that additional treatments may be needed along these routes to make them comfortable for users of all ages and abilities.

9

Updates To The Bicycle And Pedestrian Network Should Address System Equity

As identified by the Focus Area Map, a number of neighborhoods lack safe connections to the bicycle and pedestrian network. The identified neighborhoods represent demographic characteristics for which access to low-stress bicycle and pedestrian infrastructure is especially desired, such as high density and high poverty rate. Updates to the bicycle and pedestrian network should prioritize connections for these neighborhoods.