PUBLIC INPUT: KEY TAKEAWAYS

1

OFF-STREET AND PHYSICALLY SEPARATED BICYCLE FACILITIES ARE PREFERRED BY MOST BICYCLISTS AND SHOULD BE A PRIORITY FOR FUTURE FACILITY DEVELOPMENT

Families, children, and inexperienced bicyclists prefer bicycle facilities that are physically separated from motor vehicle traffic. If off-street, physically separated facilities are not provided, these bicyclists choose not to ride. Or, if riding is a necessity, these bicyclists feel unsafe on facilities that are shared with motor vehicle traffic.

2

THE SYSTEM OF ON-STREET BICYCLE FACILITIES IS USED AND DESIRED BY EXPERIENCED CYCLISTS

Although most bicyclists prefer separated, off-street facilities, a number of bicyclists desire on-road facilities, such as bicycle lanes and bicycle routes. Therefore, in order to accommodate a range of bicycle users, the bicycle network should include a mix of both low-stress, off-street facilities and on-street facilities.

3

REPAIR OF SIDEWALKS THROUGHOUT THE CITY, BUT ESPECIALLY IN THE NEAR-DOWNTOWN NEIGHBORHOODS, SHOULD BE A PRIORITY

Sidewalks in many areas of the city, particularly in and near the downtown, are in disrepair. In order to facilitate and improve pedestrian travel, repairing and maintaining sidewalks should be a priority.

4

5

WAYFINDING IS NEEDED TO ENHANCE THE

Use Of The Bicycle And Pedestrian Network

The bicycle and pedestrian network should be enhanced with wayfinding so users can easily find their way to destinations and understand where they are with respect to destinations and other segments of the network. Wayfinding should be intuitive and easy to interpret by all users.

SAFE BICYCLE AND PEDESTRIAN CROSSINGS ARE NEEDED ALONG MAJOR VEHICLE THOROUGHFARES, SUCH AS U.S. 31, CENTRAL AVENUE, STATE STREET, AND JONATHAN MOORE PIKE

Unsafe street crossings were identified by both pedestrians and bicyclists as reasons that they do not bike or walk more often. Furthermore, unsafe crossings are a “barrier to entry” for people who do not currently bike. This Plan should identify intersection treatments that reduce conflict between bicyclists, pedestrians, and motor vehicles and should prioritize improvements along high speed and high volume roadways.

6

TRAFFIC CALMING IS NEEDED TO IMPROVE SAFETY ON ON-STREET BICYCLE FACILITES AND AT STREET CROSSINGS

Too much or too fast motor vehicle traffic was identified by both pedestrians and bicyclists as a deterrent from walking and bicycling more often. In order to improve safety and the overall environment for pedestrians and bicyclists, street calming techniques should be used to slow motor vehicle traffic.

7

Fill Gaps In The Existing Bicycle And Pedestrian Network

Expand the existing network by filling gaps between the various segments of the network and by establishing connections to desired destinations. Important destinations identified by the public include downtown Columbus, parks and schools throughout the city, the commercial centers along U.S. 31, and Fair Oaks Mall / NexusPark.

8

THE MATERIAL OF A BICYCLE FACILITY COMMUNICATES TO BICYCLISTS IF THEY ARE PERMITTED TO USE THE FACILITY

The perception of many bicyclists is that concrete facilities are reserved for pedestrians while asphalt facilities can be used by both bicyclists and pedestrians. Bicyclists had this perception especially for shared use paths adjacent to the roadway, where they perceived the facility as a wide sidewalk.

9

TRAIL AMENITIES ARE NEEDED

Trail amenities, such as lighting, water fountains, and trailheads, are desired by both bicyclists and pedestrians.

05 Network Framework

The network framework provides the strategy for improving the quantity, quality, and safety of bicycling and walking in Columbus. The framework provides key principles for developing the network. The three principles, listed below, are intended to be used along with the Plan’s Vision and Goals as plan recommendations are implemented.

Key Principles:

1. Create a Low-Stress Bicycle Network

2. Plan for the Future

3. Apply Flexible Design