Redding Road Redesign by ChadG

REDDING ROAD REDESIGN

Spring 2020 The Ohio State University CRP 4900S

TABLE OF CONTENTS Credits

Prologue

Meet the Team

5-6

Introduction

7-8

Inventory Affected Areas

11-13

Methodology

15-18

Case Studies

19-28

Analysis & Findings

29-32

Cost Analysis Funding

33 34

Reccomendations

35-36

Beautification Impacts

39-40

Conclusion

41-42

Appendix

9-10

43-44

CREDITS Upper Arlington City Council Kip Greenhill - President Brendan T. King - Vice President Michaela Burriss Brian C. Close Michele M. Hoyle Jim Lynch John J. Kulewicz

Upper Arlington Engineering Division Jackie Thiel - Public Service Director/City Engineer Kyle Hoyng - Assistant City Engineer

Guest Speaker John Gallagher - Professional Traffic Operations Engineer, Carpenter Marty Transportation, Inc.

Studio Members Chad Gibson - Instructor Austin Cavanaugh Natalie Hansell Serim Kim Teagan Mansour Malena Peaks Catherine Sholl John Smith Jacob Stevens James Wilson Yuxuan Zhao

PROLOGUE The 2020 spring semester will forever be remembered as being abruptly interrupted by the COVID-19 pandemic. Sadly, many students will not get to experience the traditional graduation ceremony they may have envisioned. However, technology allowed the learning process to continue almost seamlessly, with platforms such as Zoom, Carmen and Google Hangouts providing faceto-face, albeit remote, interaction between students and instructors. The Ohio State University’s leadership team and Information Technology staff deserve much credit for facilitating this effort. This studio project was organized in late 2019 after the Upper Arlington Ten-Year Capital Improvements Plan had been unanimously approved by City Council. Redding Road, a four-lane residential collector street, was included in this Plan for resurfacing in 2024. With its unnecessary width and chronic speeding, an opportunity was identified to perform stakeholder outreach that could inform the road’s ultimate design. After some brainstorming sessions and the exchange of emails with Upper Arlington’s Public Service Director/City Engineer Jackie Thiel, it was decided that the 2020 spring semester studio would take on the project. With only 15 weeks to work, 10 undergraduate students from a wide variety of backgrounds were entrusted with this project. They completed research and identified case studies on successful road reconfigurations which furthered their knowledge. Relevant, current input was gathered from experts in related fields; site visits were made, parking surveys were completed and outreach was performed via online and paper studies, as well as through a February open house. These efforts gave the students a fundamental knowledge of road design as well as public interaction. As a result, I believe that the students’ recommendations are both legitimate and thought-provoking. Preliminary findings were presented to Public Service Director/City Engineer Jackie Thiel, P.E. toward the end of the semester then summarized in a final presentation to City Council in April; a professional-grade summary document was also created and distributed. It has been a privilege for me to lead these young students. This document consists of original writings, exhibits, and recommendations. It is my sincere hope that the goals, objectives, and ideas within this document will be implemented for the benefit of Upper Arlington residents and stakeholders for generations to come.

Sincerely,

Chad D. Gibson, AICP Associated Faculty The Ohio State University Community Development Director City of Upper Arlington, Ohio

MEET THE TEAM

Chad Gibson

Austin Cavanaugh 4th Year

Studio Instructor

HOMETOWN

Columbus , Ohio

Bloomfield Hills, Michigan

Community Development Director of Upper Arlington AICP

City & Regional Planning Real Estate Development

MAJOR

MINOR

History

Natalie Hansell 5th Year

HOMETOWN

Columbus, Ohio MAJOR

City & Regional Planning Supply Chain Management

Serim Kim 4th Year

HOMETOWN

Anyang, Gyeonggi-do, South Korea MAJOR

City & Regional Planning Geography- Spatial Analysis

Teagan Mansour 5th Year

HOMETOWN

Solon, Ohio MAJOR

City & Regional Planning

Malena Peaks 4th Year

HOMETOWN

Columbus, Ohio MAJOR

City & Regional Planning

Catherine Sholl 4th Year

HOMETOWN

Plainview, New York MAJOR

4th Year

HOMETOWN

Cincinnati, Ohio MAJOR

City & Regional Planning GIS

4th Year

HOMETOWN

Westerville, Ohio MAJOR

City & Regional Planning Real Estate Development

City & Regional Planning

MINOR

Business

James Wilson

Yuxuan Zhao

History

Jacob Stevens

John Smith

3rd Year

HOMETOWN

Rio Grande, Ohio MAJOR

City & Regional Planning

MINOR

3rd Year

HOMETOWN

Shenzen, Guang-dong, China MAJOR

City & Regional Planning

MINOR

Business Management

INTRODUCTION Redding Road is a four-lane, residential northsouth road in Upper Arlington, Ohio. This roadway extends northward from a roundabout at Tremont Road and dead-ends at Fishinger Road. Redding Road is a major “through-road” for the neighborhood, connecting north and south Upper Arlington as well as connecting residents to Tremont Center, a local shopping center. Demographically, it is home to residential neighborhoods where families enjoy pleasant and appealing lifestyles within their community. Redding Road serves as a residential collector street that has experienced its share of problems with speeding and lack of pedestrian accessibility as well as a previous failed reconfiguration. In order to address these issues, the City of Upper Arlington reached out to The Ohio State University’s City and Regional Planning department within the Knowlton School of Architecture to research and develop resolutions, acceptable to residents, that remedy these issues. A team of ten students assembled to work directly with Chad Gibson, an Associate Professor and the Community Development Director for the City of Upper Arlington, to conduct research regarding road diets, the Redding Road corridor and to gather resident input regarding the corridor. This planning process incorporated the use of state and local regulations in hopes of determining the scope of the project as well as the time involved in completing the process. In addition, our team considered quality and budget issues when determining the project’s execution. To achieve our objectives for the road diet, we needed to reach out to the residents living along Redding Road to inform them of our project. To supplement, our group examined Redding Road itself in order to become familiar with the logistics of the area. From there, our team developed solutions for the issues identified, especially by residents which includes a road diet and other amenities that would improve the corridor and improve resident’s quality of life.

What Is a Road Diet? A road diet is a roadway reconfiguration that offers several high-value improvements at a low cost when applied to four-lane undivided highways (Federal Highway Administration, 2016). Road Diets have been known to improve the quality of roadways for both pedestrians and motorists. A road diet offers better mobility, improved safety, sound reduction, lower speeds, and complete streets in order to provide communities with safer and more secure roadways. Also referred to as roadway reconfigurations, road diets give communities more livable spaces that may include wider sidewalks, fewer driving lanes, biking lanes, parking lanes and even more green space for residents that live or work in that area. A road diet is perfect for a community trying to redesign or rebrand themselves. These reconstructions are usually the most affordable routes to bring less car traffic and more foot traffic to an area. Many road diets are focused on the reduction of traffic and what is best for the community. Our goal is to decrease the average speeds of motor vehicles traveling on Redding Road, which will help reduce noise, and create a safer area for the residents. Also, it is our goal to redesign a road that does not necessarily have to be a large roadway but needs to be a more secure one to make sure vehicles drive safely to their destinations.

INVENTORY Considering the variety of land uses especially near the south end of Redding Road, our team divided the corridor into three sections within our project boundaries. These sections help our team provide recommendations for improvements specific to certain parts of the corridor as well as provide recommendations for specific issues. The first section starts at Fishinger Road and runs south to Farleigh Road, Covenant Presbyterian Church and pre-school are located within this section. This section is solely residential with the exclusion of the church. The major issue residents had along this section is speeding motorists. The middle section of Redding Road starts at the Farleigh Road intersection and runs south to the Northam Road intersection. This section includes Tremont Center, which contains local shops and restaurants as well as St. Mark Episcopal Church and preschool. This area is very popular for residents and families not only because of the Tremont Center but because the Upper Arlington Public Library, Tremont Pool, Northam Park, the Upper Arlington Senior Center, and two elementary schools are located on the other side of the Center adjacent to Tremont Road. Through our resident outreach, residents identified a lack of pedestrian infrastructure within this section, motorist speeding, and failure to yield to pedestrians. Similar to the first section, the last section of Redding Road is heavily residential but includes Tremont Fountain Park. This section runs south from Northam Road until Redding Road dead ends into Tremont Road. Along this section of Redding Road the speed limit drops from 35mph to 25 mph and there are no sidewalks. According to residents, speeding and the lack of pedestrian infrastructure are the biggest concerns.

Section 1 Figure Fishinger Rd to Farleigh Rd

Section 2 Figure Farleigh Rd to Northam Rd

Section 3 Figure Northam Rd - Teemont Fountain Park

AFFECTED AREAS Housing & Economic Development

old homes in this area.The housing growth in While the roadway is our main focus, housing and this area supports the National Association of residents play a significant role in the Redding Realtors statement on the growth of the Central Road Reboot. According to Zillow, an online real Ohio housing market. estate database company, â&#x20AC;&#x153;The median home value in Upper Arlington is $460,774. Upper Arlington home values have gone up 5.7% over the past year and Zillow predicts they will rise 5.4% within the next yearâ&#x20AC;Ś The median rent price in Upper Arlington is $1,425, which is higher than the Columbus Metropolitan median rental price of $1,300.â&#x20AC;? Upper Arlington is an upscale community and is an expensive place to live in. It is predominantly a residential area with the accompanying commercial ventures that supply the needs of the community. The largest local industries are health care and social assistance. The housing along Redding Road is mainly singleor multi-level residential homes. It is a comfortable place to live where residents enjoy a high quality of life. The National Association of Realtors lists the Central Ohio housing market as one of the top ten markets in the country and Upper Arlington is a primary example of this fact. New homes are being designed and built in this area to upgrade the aging housing stock. Companies like Compass Homes are tearing down and replacing

Tremont Center, 2835 Redding R. Upper Arlington, Ohio, Source: Google Maps

Commercial & Business Properties

to gun violence tool kits, food pantry, Habitat for Humanity, and disaster assistance. Its activities include, but are not limited to gun violence tool kits, Habitat for Humanity, and disaster assistance. Covenant’s community commitment makes it an important component and a viable player in the Upper Arlington community.

Tremont Center has been a part of the Upper Arlington Community since 1953 and houses a variety of local shops and restaurants. Tremont Center’s location and options offer local residents the convenience of neighborhood shopping and a place to socialize. In doing so, the center plays a role in strengthening Upper Arlington’s economy and provides amenities which increases home Saint Mark’s Episcopal Church is another church located along Redding Road. St. Marks is the values. location where our studio’s open house took Covenant Presbyterian Church is one of two place on February 20, 2020. Like the Covenant local churches along Redding Road and has Presbyterian Church, St. Mark’s has extended its been providing services in Upper Arlington since reach into the Upper Arlington community. In the 1954. The longevity of these parties adds to the 1970s it offered a “Feeding the Babies” program stability and continuity of the neighborhood. The that donated baby food for local residents and Covenant’s mission states that it is an “accepting played a role in relocating Vietnamese citizens community.” From its website, it becomes escaping from the war in Indochina. In the apparent that the church has solid roots in the 1980s, they too became involved with Habitat for community and offers a variety of local programs, Humanity and continue to sponsor a variety of including a children’s center and activities for a activities in the local community and globally. As variety of age groups and a platform for social with the Covenant, they are an established and justice. Its activities include, but are not limited vital part of the area’s growth and sustainability.

Covenant Presbyterian Church, 3307 Redding Rd. Upper Arlington, Ohio, Source: Google Maps

St. Mark’s Episcopal Church, 2175 Dorset Rd. West of Redding Rd. Upper Arlington, Ohio, Source Google Maps

The largest constituent group along Redding Since learning about this issue in our studio class, Road are the residents who live along or adjacent our mission was not to make the same mistakes to the corridor. that occurred during the re-pavement process. We would learn from the past, but that would Our studio groupâ&#x20AC;&#x2122;s plan centered on Redding not prohibit us from trying new things. Therefore, Road, but this was not the first time the road was resident outreach was a priority for our team. By the focus of a class study. In the early 2010s, a learning from the previous mistakes, the Redding City proposition recommended the re-pavement Road Reboot hopes to involve and satisfy the and resurfacing of the roadway by applying new needs for Upper Arlington in order to make this layers of asphalt on the old road with different process a success. striping. This re-pavement was intended to make Redding Road safer and more secure for both drivers and pedestrians. The City proposed the process and City Council approved the measure; however, the action was later terminated after it was discovered the City of Upper Arlington failed to notify residents who reside along Redding Road about the paving project. Residents were outraged and appalled at the City for allowing the project to commence without their input and permission. In fact, the Cityâ&#x20AC;&#x2122;s actions resulted in a local uproar as citizens voiced their disapproval. As a consequence, the City of Upper Arlington removed the nenw stripingn and returned the design to its original connfiguration.

Redding Road, In Between Wesleyan Rd and Oakmont Rd, new housing, January 20, 2020

METHODOLOGY For this study, our goal has been to understand the users of Redding Road and determine what residents along the corridor want. To accomplish this, our group of ten students performed a majority of the work inside scheduled studio time at The Ohio State University in Knowlton School of Architecture. This allowed the entire group to collaborate across the many aspects of the study. To start off the study, the group met with the client Jackie Thiel, P.E. the City Engineer/Public Service Director at the City of Upper Arlington, who provided important information and data for Redding Road and the outcomes she would like from our study. After determining what our group needed to accomplish with this study, we divided different tasks and responsibilities between students and set out to gather information and begin resident outreach.

In order to learn more about road reconfigurations, each student chose a different road diet, implemented either locally or worldwide, to learn more about road diets, the pros and cons of different features or implementation processes and to determine if any features may be applicable to Redding Road. Each student presented their case study to the rest of the group and to Professor Gibson to gain feedback and further enhance our discussion about road diets. Based on these presentations the students choose the two case studies that were most relevant to the project to be included as part of our open house. To expand upon this knowledge even further Professor Gibson brought in a guest speaker, Mr. John Gallagher, a Professional Traffic Operations Engineer with Carpenter Marty Transportation to provide a professional perspective of road diets and answer our questions. This was a valuable The aim of this study was to evaluate Redding Road class session. and understand how residents along the corridor utilize the roadway through physical observation The first outreach letter that was sent out January and by gathering resident input. In order to gather 15, 2020 informed the residents about the this information, we first performed a site visit on resurfacing scheduled for 2024 according to the foot on Monday, January 20, 2020. We walked Upper Arlington Capital Improvement Plan, and the entire corridor, approximately 1.2 miles and to let residents know students from the Ohio noted the condition of the sidewalks, crosswalk State University would be reaching out to them locations, important intersections and types of in the future with opportunities to give feedback buildings or business located along the corridor. regarding Redding Road. The week after the first letter was sent out we broke into groups of two After our initial site visit students visited the site and divided the stretch of Redding Road among at random times during the project to take on- us. From then until the first week of February street parking counts. Our data for on-street each group wrote personalized letters to their parking was organized according to the time and section of the road. The personalized letters, date the count was taken as well as which side while different, all had a similar goal which was to of the road the cars were parked, either the East lay out the ways that the residents could provide or West side of Redding Road. One of the other feedback. The ways they could provide feedback main data points being recorded was the amount included: attending our open house on February of traffic seen on the road. This data was taken 20, 2020 email, mailing a letter back to the return and compared to similar traffic data that had address, in person or over a phone call meeting. been provided by Jackie Thiel. While conducting We also informed them that they were not site visits throughout the project students made required to participate in the outreach and could physical observations as well regarding any activity opt-out at any time. happening along Redding Road such as joggers and bikers in the roadway or children and families utilizing the sidewalks. 15

Outreach Letter Template Sample

The survey consisted of several questions designed to gauge residentsâ&#x20AC;&#x2122; feelings and concerns regarding Redding Road. The first question asked residents to rank the listed issues they may have with Redding Road such as speeding, noise, pedestrian safety, onstreet parking or bike infrastructure. The next few questions asked about the importance or use of the roadway now such as how often residents utilize on-street parking, how important pedestrian safety is or if they would utilize bike lanes. The survey closed out with an open response section where they could provide additional feedback. The goal of the survey was to start collecting quantifiable data from the residents that could then be put into graphs to understand what areas might need improvement, such as pedestrian safety, and what residents want along the Redding Road corridor.

Paper Survey Templates (Pages 1 & 2)

Our final push for resident outreach was at our open house which was held on Thursday, February 20, 2020 at St Markâ&#x20AC;&#x2122;s Church from 7:00 pm to 8:30 pm. Information about the open house was distributed to residents via our outreach letters sent at the beginning of our resident outreach process as well as promoted through The City of Upper Arlingtonâ&#x20AC;&#x2122;s social media sites the week of the event to remind residents of the event. The set-up for the open house event included two informational boards; one with general information about road diets or reconfigurations and the different features that might be applicable to Redding Road and another board with two case studies for residents to learn more about what a road diet might look like in real life. The third board was interactive as it contained a map of Redding Road and allowed residents to stick stickers representing different features to indicate where they might like those features on Redding Road. Lastly, we provided extra surveys for any residents who had not completed one as well as data on Redding Road currently, concerning speeding, crash and on-street parking data as well as supplementary information from the Federal Highway Association for residents. During the open house, students greeted residents and explained the process of the open house, other students were stationed around the boards in order to talk with residents and answer any questions. Students talked with residents about their thoughts on Redding Road, which might need improvement or what they did not want to see implemented along the corridor. Students took notes after conversations with residents which were then compiled into a Notes document to help aid us in determining our final recommendations.

CASE STUDIES Burton Street, Grand Rapids, MI Jacob Stevens Burton serves primarily as a residential road in Grand Rapids with nearly 15,000 cars traveling the two-mile road diet stretch daily. Along with many residents using the road to get home, there are several schools and churches that people want to get to from the road as well. There also lies a public park with a gateway from Burton Street. With those factors, frequent bus stops, and transit stops, there was much concern over the safety conditions of the road. The road was a simple four-lane road, with two lanes of traffic in both directions. Another thing to note is that Burton does not permit any on-street parking, as many other four-lane roads might. The road diet looked to address safety, improve speeding issues, and introduce bicycle lanes as a more sustainable transportation method. The road now has one lane of traffic in both directions with a center turn lane between the two, and bicycle lanes on both sides. Aside from a few complaints about a few crashes as people adjusted to the road diet, it has been a success. Residents along this section of Burton say the street is much safer now. Key Takeaways: 4 lanes to 2 lanes with a center turn lane and bike lanes in both directions. Initially, citizens were apprehensive, with concern for congestion. Buses stop in the bicycle lanes as a solution for the concerns with congestion. Traffic signals are timed to create traffic gaps for cars turning on to Burton. No on-street parking before and after the road diet. Sidewalks were pre-existing and crosswalks were not focussed upon in the road diet. The 85th percentile speed dropped by 8-9 miles per hour

Burtin Street Before

Burton Street AFter

East Boulevard, Charlotte, NC James Wilson East Boulevard is a road diet project, completed in 2011, to revitalize and renovate Charlotte, North Carolina’s main roadways. The roadway is Charlotte’s Historical District home to many retail centers, offices, multi-family stores, a hospital, parks/greenways, and a city bus route. Even though East Boulevard serves as the main commuter route for motorized vehicles, it previously served as an unsafe roadway for pedestrians and motorists to drive and walk on. Before, East Boulevard was a four-lane undivided roadway showing many motorized vehicles traveling at speeds higher than the speed limit. The roadway also had several rear-end, sideswipe, left-turn collisions taking place. Despite the high level of pedestrians living near East Boulevard, the roadway was not a pedestrianfriendly place for people to walk along. Therefore, the Charlotte Department of Transportation took action upon the matter and approved a road diet to happen for East Boulevard.

Outcomes: Since the Road Diet’s Completion in 2011, East Boulevard’s changes occurred in the following areas: Travel times remained constant Motor speeds have declined by 85% from 50 to 70 mph to 40 to 43 mph for Phases I and II Phase I Crashes decreased from 2.64 to 1.67 crashes per month Traffic declined from 20,500 to 17,500 vehicles per day Phase II Crashes decreased from 1.97 to 1.86 crashes per month Traffic increased from 18,600 to 19,700 vehicles per day Outdoor dining significantly increased with Restaurants along East Boulevard Once Phase I and II were implemented, 77% approved implementing Phase III

Phases: East Boulevard Road Diet was divided into three phases Phase I- From in-between South Kings Dr. and Queens Rd. W. to Scott Ave. 4 Lanes - 3 Lanes with Bike and Pedestrian Lanes Completed in 2006 Phase II- From Dilworth Rd. W. to South Blvd 4 Lanes to 3 Lanes Completed in 2010 Phase III- From Scott Ave. to Dilworth Rd. W. 5 Lanes - 3 Lanes with Bike and Pedestrian Lanes Completed in 2011

Phase I

Phase 2

Empire Boulevard, Brooklyn, New York Catherine Sholl Empire Boulevard was once one of the most dangerous streets in Brooklyn, New York. There are two major intersections at each end of the 8,400 feet artery. Prior to the road diet the street underwent, about 500 pedestrians had sustained injuries from 2009 to 2013. Both ends had intersections of four major streets and in some places forced pedestrians to run across six lanes where three streets would meet. For this road diet, pedestrian refuge islands were implemented and the middle turning lane was painted. This caused accident rates to plummet. These pedestrian refuge islands are now part of the NYC Green Streets Initiative and will eventually become greenspace creating a beautiful and functional urban greenspace pedestrians can enjoy.

Empire Boulevard Before

Pros: Opportunity for greenspace Decrease of roadway pedestrians must traverse in single crossing Reduced traffic speed Traffic calming Pedestrian injuries decreased by 19% Overall crash injuries decreased by 27% Reduce vehicle/cyclist interaction Cons: Reduced traffic capacity High demand for left turns can cause congestion in two-way center turn lane

Empire Boulevard AFter

Edgewater Drive, Orlando, FL Malena Peaks Edgewater is and was a bustling corridor in Orlando, Florida. The corridor is located just 20 minutes from the national attraction Universal Studios Resort. The issue with this was the influx of not only residents but tourists. The area attracted many people to the area, whether they were walking or driving the corridor was busy getting pedestrian traffic, automobile traffic (estimated 20,000) and bicyclists everyday. Due to the heavy traffic there was an injury crash on the road every three days. This caused the City to initiate a “Road Diet” that allowed for safer pedestrian experience, bike lanes that improved the experience of cyclists as well as traffic calming techniques that naturally caused drivers to drive slower down the road. The Main Takeaways from this Case Study besides the expected changes like decreased speed, more pedestrian traffic, and increased bicyclists in the area are the economic benefits. According to America’s ULI and the Federal Highway Administration the adjacent property values increased between 70%-80%, there were a total of 77 new businesses brought to the areas and 560 new jobs created due to this project. The positive impacts that modern features and beautification can have a major impact on the property areas that surround the area. New stoplight signage and design make it easier to see and more aesthetic Condensed the road from 4 lanes to 3 Center lane allows drives to turn left or right creating less crash contact points More street trees naturally slow people down Bicycle lanes created safer biking Sidewalk improvements Designated on street parking All of these changes caused a raise in property values as well as the amount of pedestrian and bicyclists while the amount of car traffic stayed the same

Condition: The road consisted of four lanes. Two going in either direction. There was sidewalk Allowed for 2 modes of transportation. 1.5 mile stretch 20,000 cars travelling everyday Decent amount of foot traffic Issues: Dangerous for pedestrians and motorists Speeding problem Not walkable Benefits: Addressed walkability Speeding was addressed Improved safety (for bikers, pedestrians, and motorists) accidents dropped by 40 % injury accidents dropped by 71% Traffic reduced by 12% Pedestrian count rose by 30% Cyclist rose by 23% Indirect Benefits Adjacent property values increased(70-80%) New businesses emerged (77) New jobs created (560)

Indianola Avenue, Clintonville, OH Natalie Hansell In 2018, a road diet was completed on Indianola Avenue located in Clintonville, Ohio. Indianola Avenue is a major North to South connector for the Clintonville neighborhood which is mostly residential with a few small shopping centers and schools. It also has direct access to entrance and exit ramps for I-71. The road diet reduced the four lane roadway to one through lane in either direction with a two-way center turn lane and bike lanes in either direction. The project faced a lot of initial backlash but has since been determined to be a success. Pros: Reduced the amount of overall speeding through the corridor. No delay in travel times or increase in traffic. More cyclists utilizing bike infrastructure. Cons: Lack of Community Outreach. Lacking updated pedestrian infrastructure along the corridor.

Indianola Avenue Before

Indianola Avenue after

Lawyers Road, Reston, VA Serim Kim The road diet plan was implemented in twomile sections of Layers Road from Fox Mill Road to Myrtle Lane in 2009. The original road had four through lanes, and after the road diet, it transformed into three lanes: one through lane, one bike lane in each direction, and a two-way left-turn lane in the center. This road diet plan was successful in that there was an 80 percent decrease in crashes, 69 percent of people along the road felt safer, 47 percent increase in bike usage, and the speed limit was decreased from 45 mph to 40 mph. Major Concerns before the road diet: Speeding Crashes Separate bike lane Key Takeaways: Decreased the speed limit Decreased the number of crashes Build a bike lane Increased bike use

Lawyers Road Before

Lawyers Road After

Lincoln Avenue, San Jose, CA Yuxuan Zhao

process from roadway reconfiguration design to final implementation. Conducting a pilot project is helpful for examining whether the road reconfiguration is working or Background In 2015, the City of San Jose, California not. implemented a road reconfiguration at Lincoln The traffic impact analysis after the implementation Avenue in the neighborhood of Willow Glen. Similar should cover the adjacent roadways since the to Upper Arlington, Willow Glen is a relatively reconfiguration may impact the traffic volume affluent neighborhood located close to downtown within a certain region. San Jose with mainly residential houses and a small commercial district. Lincoln Avenue was originally a typical four-lane undivided roadway that runs from residential neighborhoods to the commercial district. ln 2014, the city and the community representatives proposed to convert Lincoln Ave to a three-lane roadway in order to solve the speeding issues caused by cut-through traffic who would choose to avoid congestion from nearby highways and expressways. In 2015, the City of San Jose implemented a pilot study to evaluate the impact of a road diet along the north stretch of Lincoln Road. Due to the emerging controversy and the roadâ&#x20AC;&#x2122;s close tie to the community interest, the pilot study was extended to a full year until 2016. In June of 2016, the San Jose City Council voted the Lincoln Ave road diet to become permanent. Summary Reconfiguration: Four-lane, two directions, undivided roadway >> Three lanes including center turn lane and two separated bike lanes Process: It is initially a three-month pilot project. After traffic data analysis and public outreach, the majority of the feedback and outcomes are in favor of the project. After one year, the project becomes permanent. Outcome: Multiple traffic calming techniques including the reduction of travel lanes, centered pedestrian crossing signs, and bike lanes successfully slow down the vehicle traffic and reduce the severity of crashes. Pedestrians and cyclists have expressed that they feel more safe when utilizing the corridor. Takeaways for Redding Road: Public outreach is important throughout the 25

Pettibone Road, Solon, OH Teagan Mansour Pettibone Road was a road reconfiguration that started in 2005. It was a multi-phase project that included not only a reconstruction of the street, but installation of sanitary sewers, storm sewers, waterlines, and more. The street was originally a two-lane road set at 35 mph. On-street parking was located in front of the few stores and restaurants along this road, along with the police department and a sidewalk on the east side of the road. After reconfiguration, the speed limit was reduced to 25 mph, the street parking was removed, a 10ft wide multi-use path took over the existing sidewalk, and designated turning lanes were introduced into the main intersections. The first phase of the project was completed in 2009, and the road experienced reduced traffic and speeding along with safer pedestrian and cyclist routes.

Summit Street, Columbus, OH John Smith In September 2015, The City of Columbus started repaving Summit & 4th Street in an attempt to lessen the amount of accidents occuring and calming the amount of speeding in the area. Summit Street was chosen to partake in an experiment with implementing a protected bike lane. With many of the residencies having little to no private parking, street parking was a major concern of the city. The growing student population, due to close proximity to The Ohio State University, also warranted further connection with the ever expanding bike infrastructure in Columbus. The end outcome was a shortening of the five lane road with parking on either side down to just two through lanes with parking on both sides and a bike lane between the right side parking and the curbline.

Summit Street Before

Summit Street After

Pros: Reduced the amount of speeding on both Summit and 4th Decrease in amount of bus on pedestrian/cyclists accidents 75% increase in bike ridership Cons: Slight increase in minor incidents at non-signalized intersections Cars merging quickly into left lane to pass busses Joggers started using the bike path as a runway

Woodward & Jefferson Avenue, Detroit, MI Austin Cavanaugh Woodward Ave and Jefferson Ave are two really important streets in the city of Detroit. Woodward Ave is Detroitâ&#x20AC;&#x2122;s most important and most famous street. Woodward connects Downtown Detroit to the rest of the city and even goes as far as Pontiac out in the suburbs. Because Woodward is 4-6 lanes in some areas, the city of Detroit decided to start a road diet to decrease the lanes and unwanted traffic downtown. The end result was 2-4 lanes in the downtown core, adding more parking and of course a new light rail system. Jefferson Ave is another really important road in the city. This street connects Suburbs like Grosse Pointe to Detroit. The Jefferson North Assembly Plant (FCA) is off of this street and is really important while exporting and importing parts for Chrysler (FCA). But one of the reasons for the road diet on this street was because it was way too large. Even though Jefferson gets over 20,000 cars daily the number of lanes are not needed. Since 2018 they timed traffic lights to slow down traffic, added bike lanes for people who need to commute on bike or to use Belle isle (Michigan State Park) and added parking for homes and businesses along Jefferson. These road diets have been very important and have had a really positive reaction from people that live in the city and from the suburbs. Here are some pros and cons of these two road diets. Pros: Slowed down traffic in the downtown core. More cyclists using new biking structures. Car crashes decreased in both areas. Light rail added another way of transportation. Cons: Lack of bike connection through the areas that need it Only some areas have protected bike lanes. Lack of protected crossing walks or islands

ANALYSIS & FINDINGS Our research on Redding Road was conducted by analyzing several aspects of the area including safety, traffic monitoring, beautification, bicycle usage, and motor accidents. Through our various public outreach methods, we were able to analyze the data collected and provide recommendations for the future reconfiguration.

Accidents

There were a total of thirteen car accidents through the span of 2015-2019. Five of these crashes were in 2019 alone, which exceeds the 2.6 average of accidents per year.

Traffic Speed

Redding Road holds a steady speed limit of 35 mph. Speed monitoring devices were placed along Redding Road in December 2019 to further gather data on the amount of traffic in the area along with the current speeding issue. It was found that the speed limit was more closely obeyed along the curb lanes of the road; however, the thru lanes are often traveled above the limit.

The most common type of crash is those that occur at an angle and account for 30.8% of crashes. This refers to vehicles that pull out of areas, such as on street parking, and cause the collision to happen at an angle instead of straight-on. The afternoon, specifically around 3:00 pm, accounted for 23.1% The daily traffic was recorded over the period of crashes, making it the most common time for of December 9, 2019 to December 13, 2019. Combined, the curb lanes saw less than 700 cars these incidents. on an average day. The thru lanes saw around 2,400 cars on the same days, clearly making them the preferred lane.

On-Street Parking

On-street parking was analyzed and recorded by time, date, and location. The time that most cars were observed on the street is around 5:45 pm. Additionally, it is more common for vehicles to be parked on the west side of Redding Road.

Resident Input

Surveys with QR codes were given to current residents and property owners along the corridor. These surveys could be completed via mail or an online form. Responses were collected from January 30 to March 24, 2020. To provide an overall understanding of the residentsâ&#x20AC;&#x2122; opinion, they were asked to identify their major concerns of the current infrastructure. Traffic and speeding, pedestrian safety, and noise levels were identified as the top concerns. About 60% of residents reported that they would not likely use, or never use, a bike path. The importance of on-street parking. About 70% of the residentâ&#x20AC;&#x2122;s report that on-street parking is important or at least somewhat important to them. On-street parking usage: over half the residents report that they use on-street parking often or sometimes. The residentâ&#x20AC;&#x2122;s top concerns about Redding Road was speeding, while cyclist infrastructure ranked last. There were residents who had no desire to see any changes to Redding Road. A few residents did note the poor conditions of the sidewalks and lack of sidewalks along certain sections of Redding Road.

Most of the cars in the â&#x20AC;&#x2DC;throughâ&#x20AC;&#x2122; lanes speed along Redding Road. The speeding adjustment can also help to reduce the noise along Redding Road, which ranked as the third-highest concern from Redding Road residents. With the survey responses and some residents commenting on the importance of the on-street parking, the frequent use of the on-street parking on Redding Road is one of the major parts residents need on Redding Road. Since 30.8% of the crashes are related to the on-street parking, modification of the on-street parking on Redding Road can decrease the number of crashes and provide better access to parking for the residents. Some residents commented on the poor sidewalk conditions along Redding Road, suggesting a modification of the sidewalks will resolve the pedestrian safety concern on Redding Road. One of the factors to point out when evaluating Redding Road was the condition of the local sidewalks and their usage, particularly walking, jogging, and bicycle riding. Sidewalks are a beneficial and desirable part of a communityâ&#x20AC;&#x2122;s infrastructure, providing safe connections for pedestrians to neighborhoods, parks, schools, and other amenities, as well as enhancing public health (City of Upper Arlington, 2019). Over the years, the condition of the sidewalks along Redding Road has become unstable. Tracks have developed cracks, heaves and potholes on the walkway paths. Conditions on these paths tend to require caution when being traveled and some areas are simply unsafe for pedestrians to walk upon, especially people with a physical disability and the elderly. In other words, the sidewalks along Redding Road are outdated and lack the current ADA (Americans with Disabilities Act) requirements that must be implemented for all sidewalks across the country. Our group suggested that these sidewalks be brought up to current residential standards in order to meet ADA requirements.

Repaved Sidewalk, 5 feet wide (meet ADA Requirements), January 20, 2020

COST ANALYSIS Another area needed for consideration before implementing a design for Redding Road is the cost factor. All of the recommendations to follow may be great, but without the budget to actually carry out these plans, they are all for nothing. Below are some charts showing the costs for many of the aspects that could benefit the Redding Road redesign.

The figure below highlights the costs for the average road diet being done around the country for a four-lane road in 2016 with a few updates from 2019. Below, the figure shows estimates for some more luxury items to incorporate into the design. These items have shown to improve safety, bicycle friendliness, and pedestrian friendliness even more. The estimates were provided from the past several years with a few updates from 2019.

4-Lane to 3-Lane Conversion Costs

Pedestrian and Bicycle Infrastructure Costs in the US: A Sample of Cost Information (2013)

Funding

restores, protects, and connects Ohio’s natural and urban places by preserving green space and farmland, improving outdoor recreation, and cleaning up brownfields to encourage redevelopment and revitalize communities. Each of the four programs that compose the fund has a specific funding focus, as well as different guidelines and contact information Bicycle and Pedestrian Activities: The Bicycle and Pedestrian Activities give funding projects that are implementing a bike lane or improving pedestrian infrastructure in the resurfacing process. State Infrastructure Bank (SIB): The State Infrastructure Bank (SIB) issues funding for a transportation-related project under Federal Title 23.

Realizing that money may be an issue, research has been done to hopefully provide aid to some of the projects that would be worth implementing into the redesign of Redding Road. There are different funding and grant options that may reduce the cost of the project for the City of Upper Arlington when Redding Road undergoes the resurfacing process. Each grant has different requirements that must be implemented in order to be eligible for the grant. There are seven different funding sources that might help aid in the improvements for Redding Road. These funding sources are: State Capital Improvement Program (SCIP), Local Transportation Improvement Program (LTIP), MORPC Attributable Funding, Clean Ohio Fund, Bicycles and Pedestrians Activities, and the State These funding and grant options are provided Infrastructure Bank (SIB). to help mobility improvement, build better State Capital Improvement Program (SCIP): connections, improve land use, and improve The Ohio Public Works Commission (OPWC) quality of life. The amount of funding will vary provides financing for local public infrastructure depending on the final design of the road design improvements through the State Capital and resurfacing process. Improvement Program (SCIP). SCIP is a grant/ loan program for roads, bridges, water supply, wastewater treatment, storm water collection, and solid waste disposal. Local Transportation Improvement Program (LTIP): The Ohio Public Works Commission (OPWC) provides financing for local public infrastructure improvements through the Local Transportation Improvement Program (LTIP) as well. LTIP is a grant program for roads and bridges only. MORPC Attributable Funding: A portion of federal transportation funding is allocated at MidOhio Regional Planning Commission’s, MORPC, discretion, following an application and selection process. The funds come from three federal programs: the Surface Transportation Block Grant Program (STBG), the Congestion Mitigation & Air Quality Improvement Program (CMAQ) and the Transportation Alternatives Program (TAP).The funds can be used for roads and bridges, public transit, bikeways, sidewalks, and a variety of other activities. Clean Ohio Fund: The State’s Clean Ohio Fund 34

RECOMMENDATIONS Our following recommendations for a road diet reconfiguration and added amenities are grounded in our extensive research and resident outreach performed along the corridor. These recommendations include entire reconfigurations of the streetscape and additional options for updated amenities that could be added to reconfiguration or implemented separately. Current Conditions of Redding Road

Reconfiguration Option A: Lane reduction to two â&#x20AC;&#x2DC;throughâ&#x20AC;&#x2122; lanes with the addition of a twoway center-turn lane. Residents stated that speeding is their number of concern for Redding Road. By reducing the number of lanes in a roadway has been shown to reduce speeds of motorists and reduce vehicle interactions which in turn reduce the number of crashes along the roadway as well as improve pedestrian safety. The addition of a two-way center turn lane removes left-turning vehicles from the roadway which improves road efficiency and provides a dedicated lane for emergency vehicles. Reconfiguration Option A1: Allot for parking and bike lane on the west side of Roadway. Reconfiguration Option A2: Allot for parking lane with a buffer on the west side of the roadway.

Road Reconfiguration Options: The following reconfiguration options include reconfiguring the roadway in order to facilitate different activities within the roadway or to provide different amenities to drivers, like a two-way center turn lane.

Reconnfiguration Option A

Reconfiguration Option B: Lane reduction to two through lanes with parking on both sides of the roadway and a dedicated bike lane on the West side of the roadway. This reconfiguration does not include a two-way center turn lane.

Pedestrian Infrastructure Recommendations: The following recommendations are based on our own site visits as well as the responses and conversations we have had with residents along the corridor and can be implemented as part of a road reconfiguration or separately. Pedestrian Infrastructure Option 1: Update entire sidewalk infrastructure along the corridor to be compliant with ADA standards and replace numerous existing â&#x20AC;&#x153;heavesâ&#x20AC;?. Pedestrian Infrastructure Option 2: Replace one side of the roadway with a shared-use path (either side of the roadway) to allow for pedestrians and cyclists to have a more dedicated space that is separate from the roadway

Reconfiguration Option A2: Allot for parking lane with a buffer on the west side of the roadway. Reconfiguration Option C: No change on roadway. Add sharrow markings. According to our survey results, approximately 15% of respondents wanted no change to the roadway.

Pedestrian Infrastructure Option 3: Extend the sidewalk and add a sidewalk to both sides of Redding Road between Dorset and Tremont Roads. Pedestrian Infrastructure Option 4: Add sidewalk to the East side of Redding Road between Northam and Tremont Road. Pedestrian Infrastructure Option 5: The addition of pedestrian activated Rapid Rectangular Flashing Beacon (RRFB) at crosswalk signs at Edington Road (Tremont Center) and Northam Road (Fountain Park) as well as creating high-visibility crosswalks with thermoplastic pavement markings. Pedestrian Infrastructure Option 6: The addition of a four-way stop at Edington and Redding Roads (if warrants are met).

Potential Reconfiguration Scenes Section 1 - Fishinger Rd to Ridgeview Rd Residential

Description: This north-end of Redding Road is primarily residential with two major intersections (Fishinger Rd. and Zollinger Rd.). This section of the corridor will reflect most aspects of our recommendations from general lane reconfigurations to pedestrian infrastructure improvements.

Rendering: A perspective view of Redding Zollinger intersection, includes the features from Reconfiguration Option A2 and Pedestrian Infrastructure Option 2.

Section 2 - Farleigh Rd to Dorset Rd Commercial and Residential Description: This middle section of Redding Road includes the Tremont Center, the only commercial area along the corridor. The primary focuses of this sectionâ&#x20AC;&#x2122;s redesign are accessibility and improved safety for pedestrians. In response to the input gathered from residents, this corridor has a high demand for better pedestrian infrastructure. Our team is recommending the addition of pedestrian activated Rapid Rectangular Flashing Beacons adjacent to the Tremont Center to improve connectivity to this major economic hub for the neighborhood.

Rendering: A perspective view of Redding Edington intersection, includes the features from Reconfiguration Option A2 and Pedestrian Infrastructure Option 5.

Section 3 - Northam Rd to Tremont Rd Tremont Fountain Park Description: Currently the south-end of Redding Road has no sidewalk on either side of the street which hinders the residentâ&#x20AC;&#x2122;s access to Tremont Fountain Park by foot. Adding sidewalks and flashing, pedestrian-activated beacons within this section can promote more walking and recreational activities throughout the corridor.

Rendering: A perspective view of Redding Northam intersection, includes the features from Reconfiguration Option C (no change of lanes) and Pedestrian Infrastructure Options 3 and 5.

BEAUTIFICATION IMPACTS In the practice of planning there are many different ways to make a city more sustainable and green. Some of those principles that planners use are sustainability, green building, the importance of walkability, and bikeability. Traditionally sustainability is defined as â&#x20AC;&#x153;Sustainable urban living includes the use of renewable resources, energy efficiency, use of public transport, accessible resources and services. Waste recycling - The process of extracting and reusing useful substances found in waste.â&#x20AC;? (The Small-Scale Change That Can Start Bringing a Neighborhood Back) After reviewing multiple articles across the economic and planning fields there are many benefits of redesigning a road. When you create a more aesthetically appealing road, we researched the impacts of multiple features that have had a positive impact on land and property values. Since green spaces and paths can be used for various things like recreation, exercise, and transportation routes there is no one way to assess all the benefits at one time. We decided to look at multiple different developments that have been following urban development trends in the last 10 years to decide whether adding these shared use paths and developments have a positive effect on the property values surrounding them. In each case of the Atlanta Beltline and The Bloomingdale Tracks in Chicago, we believe these projects increase the property values of the surrounding communities. The first place that we took a look into was the Atlanta Beltline project in Atlanta Georgia. This community was blighted due to sprawl from the old train tracks. A student named Ryan Gavel suggested that they turn this area into a park/ trail that surrounded the city. The city and tons of private and public investments went in and eventually made the plan happen. This project not only brought life back to the community by hosting parades but it also increased the home values directly on the train adjacent to and in communities that were in walking distance. Although there are no figures to 39

determine which each asset contributed to the housing increase we can assume that the new accessibility and aesthetic this beltline brought back to this community was a reason these prices have increased. The area offers open spaces for people and pets but the beltline is a 14ft concrete path that is used for everything from, electric scooters, bikes, walking, running, blading whatever you please. With the influx of people moving into the urban center again there are plans in place to create more dense and walkable areas because people are looking to walk to and from places more. This is something many places should take into consideration if they want to see their cities and neighborhoods grow with change. Another notable project that happened was Bloomingdale Park in Chicago, Illinois. When the railroad line became abandoned,it became an eyesore in the area. After years of decay, The City decided to create an elevated park now known as the 606 park. This park is 2.7 miles long and is home to 406 plant species, a shared use path and seating. The City of Chicago invested 95 million into the park and since has been a tourist attraction as well as a connector for four different suburban neighborhoods. This has helped transform the community from a place to walk through to a place people travel to. Within the first year of this upgraded park the property values along the new elevated trail rose by 8.8 percent. It has also created a significant 34.4% revenue increase for public space in the first year. (Bloomingdale Park District, Illinois Comprehensive Annual Financial Report.)

This shared use path would add value to families in the area creating a safe walkable and bikeable route for children who may be travelling through this area. This path could also be used for a path of travel to people working or going to Tremont Center to access the many of the goods there. This not only benefits residents from no longer needing to take a drive to now easily being able to incorporate more activity into their day but it will also promote people to stay at Tremont Center for an extended period of time giving the chance for businesses to have more outdoor seating and possibly future activities. There was a study done on Ohio Green spaces in 2011 that concluded some facts about what green spaces, aesthetics and how more green space directly impacts residential property values. One tree in its lifetime: $62K air pollution control, $37K water recycling, $31K oxygen, $31K soil erosion control. The big effect of this finding for Upper Arlington would be the soil control. There recently was a big flooding that happened in the City which not only damaged properties but also caused an outrage and threats of lawsuits, this not only affects residents but the City directly. This is not something that had a terrible effect on Redding Road, but after doing an on site travel we noticed that there are issues with stormwater management due to the water accumulation at the curbside on the road. This alone will save residents money as well as the city, we know this because in this presentation that talks about the economic impacts of adding more greenery they explain that, trails account for $483,000,000 in total market value for green, healthier sustainable living $9,650,000 of which is direct value added to the market value of homes and properties in close proximity and $226,000 in annual tax revenue. (The Economic Value of Greenspace) By adding more greenspace or greenery to an area, this includes decreasing the width of a street or adding trails and bike lanes this mitigates costs for upkeep from the City saving tax dollars to put elsewhere as well as making a 40

place more accessible for the local economy to grow. A study also conducted in Cuyahoga County showed that properties that are 0-500 ft to a trail or green space is roughly $18,000 more than the median home and property value that is 2500 feet away, whether 2500 feet away or 500 feet away when added the property values increased. (The Economic Value of Greenspace) What this means is, people will pay more to live in places that are more convenient for them to travel and live in a place that is more appealing. In conclusion, there are many examples of positive economic growth increase in property values by implementing beautification techniques to streets and spaces throughout a city. In the case for Redding Road we can infer through many correlations that following the proposed design for the redesigning of Redding road could have potential positive impact on the property values on this street as well as streets adjacent and at least within a ten minute walk from the path. By adding aesthetic plantings, paths, lighting and signage, it is quite possible that the residents would benefit greatly from this not only fiscally but the overall quality of life.

CONCLUSION The City of Upper Arlington is a vibrant and active community with plenty of beautiful parks, schools, and shops for all. Our team was tasked by Jackie Thiel, Public Service Director and City Engineer of Upper Arlington, with providing recommendations regarding a possible road reconfiguration for Redding Road, a main thoroughfare for the Upper Arlington community. In order to accomplish this, our team first learned about road reconfigurations, the different features included and how successfully they were implemented. From there we conducted a site visit, walking the entire corridor, in order to understand the space and make physical observations. After our site visit, we began conducting resident outreach through letters containing information about our project and survey residents were able to mail-in or answer online. As we began collecting survey responses from residents, we hosted an open house at St. Markâ&#x20AC;&#x2122;s Episcopal where we presented information about different road reconfigurations and engaged with residents to understand what they may like or dislike about Redding Roads current configuration and what configurations or amenities they would like to see in their community. From this point, we began quantifying the data gathered from surveys and site visits and analyzing the information to determine the best recommendations that might improve the quality of life for residents of the community. As we began determining these recommendations a few students gave an informal presentation to the Upper Arlington City Council to gather their input on both our process and regarding the data weâ&#x20AC;&#x2122;ve gathered from the residents along the corridor. At this point, we began finalizing our recommendations and data collected from residents to start composing our final report as well as a formal presentation for City Council. To provide the best recommendations for the community our team strived to gather as much resident input as possible and keep our clients, Jackie Thiel and Upper Arlington City 41

Council updated on our process to ensure our recommendations were aligned with both the City and residentsâ&#x20AC;&#x2122; expectations. Our team was to conduct thorough research and actively gather resident input, we believe we have provided recommendations that would improve the quality of life for residents as well as improving the overall quality of the community as a whole.

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Road Diets (Roadway Reconfiguration) - Safety: Federal Highway Administration. (1 February 2017). Retrieved from https://safety.fhwa.dot.gov/road_diets/. Runyan, Robin. East Jefferson’s Road Diet Starts This Week. (14 May 2018). Retrieved from https://detroit.curbed. com/2018/5/14/17352132/east-jeffersons-road-diet-construction-this-week. Sadik-Khan, Janette. Traffic Calming - Empire Boulevard Between Utica and Bedford Avenues. (22 June 2009). Retrieved from NEED LINK https://safety.fhwa.dot.gov/road_diets/case_studies/ Sands, David. How Metro Detroit Communities Are Slimming Down with Road Diets. (21 August 2018). Retrieved from https://www.modeldmedia.com/features/road-diets-061318.aspx. Searcy, Sarah and Wagner, Laura. East Boulevard Road Diet. (n.d.) Retrieved from https://www.completestreetsnc.org/ project-examples/ex-eastblvdroaddiet/. Smith, Sydney. GR Planners to Implement Road Diet along Michigan. (n.d. 2019). Retrieved from mibiz.com/sections/real-estate-development/gr-planners-to-implement-road-diet-along-michigan. Warren, Brent. Indianola in Clintonville to Get Road Diet, Bike Lanes in 2017. (13 August 2016). Retrieved from www. columbusunderground.com/indianola-in-clintonville-to-get-road-diet-bike-lanes-in-2017-bw1. Wolf, Heidi. Urban Road Diets, Making it Fit - For All Road Users. (9 June 2016). Retrieved from NEED LINK Spire Advertising Inc. (n.d.). Welcome to the Covenant Presbyterian Church of Columbus, Ohio!. https://www.covenantpcusa.org/ St. Mark’s. (n.d.). Saint Mark’s Episcopal Church, Columbus. https://www.saintmarkscolumbus.org/ Tremont Center. (n.d.). https://www.tremontcenter.com/