Central Ohio Greenways Strategic Implementation Framework by OSU Transportation Studio

CENTRAL OHIO GREENWAYS Strategic Implementation Framework

April 2019

ACKNOWLEDGMENTS Graduate Studio Class Dan Boberek Gianfranco Casassa Robin Duffee Greg Gaus Ciaran Glynn Richard Hansen Nolan Harshaw Sarah Lilly James Liou Tobi Otulana Ye Song Isabel Storey Mark Sullivan Anna van der Zwaag Daniel Welles Stephanie Yu Chad Gibson, AICP, Instructor Kihyun Kwon, Teaching Assistant

MORPC Melinda Vonstein, AICP

City of Columbus Brad Westall Justin Goodwin, AICP Eliza Thrush

2 â&#x20AC;¢ Background

LETTER FROM THE INSTRUCTOR Central Ohio Greenways (COG) are an ever-

This document includes the following core

extending series of trails in Columbus and its

components:

suburbs which provide valuable recreational and

• A professional glossary of trail typologies as a

transportation opportunities. The COG Board, a

reference manual for area communities;

committee of the Mid-Ohio Regional Planning

• Trail system case studies from around the world;

Commission, was formed in 2015 and is using its five-

• Identification and prioritization of impactful trail

year strategic plan to create a world-class network of trails. A vision of significantly increased trail mileage and expanded use is being pursued. COG members are a passionate group from a wide range of professions who are working to advance trail projects throughout the region. This document was created by 16 remarkable graduate students from a variety of backgrounds – it consists of original writings, exhibits and recommendations based upon professional research and field studies. Guest speakers in various areas of trail expertise – engineering, planning, recreation and more – were brought in as resources for the students. These resources, combined with input from COG members and stakeholders, provided the students with fundamental knowledge, emphasizing how impactful trail systems can be. Because of these

extensions based on research, site visits, and stakeholder input; and • Loop analyses that will serve as an implementation guide. Thank you for reading this document. I sincerely believe that the information and ideas contained within this document will facilitate trail extensions in the COG system and benefit Central Ohio residents and businesses for generations to come. Chad D. Gibson, AICP Associated Faculty The Ohio State University Knowlton School of Architecture 740-857-1401 gibson.207@osu.edu

intense efforts, I believe their recommendations are both legitimate and essential to further COG goals and facilitate the desired trail network expansion.

Loop Implementation Framework • 3

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4 â&#x20AC;¢ Background

CONTENTS Background

Introduction

Central Ohio Greenways

Process

Case Studies

Classification

Introduction

Off-street Classifications

On-street Classifications

Loop Framework

Introduction

Loop Frameworks

Methodology Checklist

112

Implementation Considerations

115

Glossary

122

A-D

123

E-H

125

I-P

126

S-W

128

Loop Implementation Framework â&#x20AC;¢ 5

BACKGROUND

INTRODUCTION Greenways are strips of land designated for

The Strategic Implementation Framework features

recreation and transportation purposes for

the following contents:

pedestrians and non-motorized vehicles. These trails integrate the awe-inspiring beauty of nature

BACKGROUND

with a true transportation purpose that connects people to nearby destinations. As an essential part of sustainable development, greenways facilitate

CLASSIFICATION

active transportation which promotes community connectivity, improves quality of life, and provides

LOOP FRAMEWORK

space for outdoor health and wellness activities. With more than 500,000 people expected to move to Central Ohio over the next 30 years, greenways will

GLOSSARY

be critical to the promotion of sustainable growth and mobility throughout the region.

APPENDICES

The principal purpose of the Strategic Implementation Framework is to envision the creation of six potential trail loops in the Greater Columbus area and make recommendations for the prioritization of specific segments. The final product is deeply rooted in extensive research of relevant case studies, a trail classification system, and a comprehensive analysis of existing conditions. The authors of this report are students in the Transportation Studio of the Master of City and Regional Planning program at The Ohio State University, led by Professor Chad Gibson, Senior Planning Officer of the City of Upper Arlington. Our studio has been commissioned by the Central Ohio Greenways Board, a committee of Central Ohioâ&#x20AC;&#x2122;s metropolitan planning organization, the Mid-Ohio Regional Planning Commission (MORPC). The board is dedicated to the creation of a regional trail network in Central Ohio and has asked us to focus our research and recommendations on six potential loops in the region.

Loop Implementation Framework â&#x20AC;˘ 7

CENTRAL OHIO GREENWAYS About Central Ohio Greenways Central Ohio Greenways (COG) is an extensive series of trails in the Central Ohio region. The Central Ohio Greenways Board, which was formed in 2015 as a committee of the Mid-Ohio Regional Planning

trail expansion will lead to the realization of COG’s ultimate vision: a world-class network of trails easily accessible to every Central Ohioan.

Existing Trail Network

Commission (MORPC), is committed to creating

The current Central Ohio trail network consists of

a world-class regional trail network in Columbus,

multiple trails stretching across Franklin County

Ohio and the surrounding counties through the

and the surrounding area, both major and minor,

connection and expansion of existing trails in the

complete and incomplete, totaling over 230 miles.

metropolitan area. The COG Board is a committee

The most notable and complete of these trails is

consisting of 22 members representing the public,

the Ohio to Erie (OTE) Trail, running southwest to

private, and non-profit sectors of central Ohio, all of

northeast through Franklin County. The Camp Chase

whom share the same vision for their namesake trail

Trail and Genoa Trail serve as the southwest and

system.

northeast portions of the OTE Trail portion within Central Ohio, both of them mostly complete. The

Central Ohio has many noteworthy natural aspects,

Olentangy and Alum Creek trails are the longest

from its scenic and ecologically diverse rivers and

and most continuous of the existing Central Ohio

streams to its numerous parks that form a local

trails, with plans for extension of both into Delaware

system that is continuing to see expansion. These

County. The Blacklick Creek trail in southeast Franklin

nationally known attributes, combined with the

County is also continuous, with plans for extension

diverse neighborhoods that comprise Columbus and

along the County’s eastern edge to a portion in

its metropolitan area, make for a unique combination

the northeastern corner. The popular Scioto and

unlike anything else in the nation. With the capital

Big Walnut Trails are non-continuous, but have

city’s metro population currently sitting at two

plans to connect the individual portions of each

million and expected to increase by over 500,000

with connections between both near the Franklin-

by 2050, it is anticipated that alternative modes of

Pickaway border. Darby Creek in the west and Rocky

transportation, such as bicycling, will become more

Fork in the northeast are newer non-continuous trails

necessary to transport people in and around the city.

with plans for connection between segments, while

However, some of the already existing trail networks

Heritage Trail in the northwest has a completed

lack connection, and most of them are limited to

stretch with plans for extension both in and out

Franklin County. The mission of COG is to connect

of Columbus. The Hayden Run and Hellbranch

the trails that already exist in Central Ohio and

connector trails, also in the northwest, have started

expand the system into the surrounding counties,

construction, while the Downtown Connector

increasing both trail mileage and the number of

between Scioto and Alum Creek in central Columbus

people using them. Alongside other methods as

is complete, and the Big Run Trail in the southwest

increased programming, improved branding and

has yet to be constructed.

marketing, and new partnerships, the planned 8 • Background

Future Trail Network COGâ&#x20AC;&#x2122;s vision for increasing trail mileage in the Central Ohio region for both recreational and transportation needs brings about the possibility of creating a truly unique system of trails that will attract a variety of new types of users. At present, the COG Board is exploring how the future trails will be integrated into the existing trail network. One proposed design for the creation of this

Camp Chase Trail

distinct trail network is the generation of a series of interconnected loops consisting of major trails and connectors. These proposed loops include the Oval in east Columbus, connecting the Alum Creek and Big Walnut Trails to the north and south; the Linden Green Belt, also in east Columbus, forming another loop with Alum Creek Trail through the repurposing of an abandoned rail line; the Franklinton Loop, connecting Franklinton to the Scioto Trail; the Southwest Loop, surrounding the Franklinton Loop and consisting of the Scioto Trail, Camp Chase Trail, and the planned Big Run Trail; the Southeast Loop, creating a loop between the Big Walnut and

Ohio to Erie Trail

Blacklick Creek Trails; and the Little Turtle Loop in the northeast, a creative approach to the planned Big Walnut Trail connection between its Gahanna and Westerville segments. These six loops will be the focus of analysis and proposed implementation in this document.

Alum Creek Trail Loop Implementation Framework â&#x20AC;˘ 9

PROCESS Tasked with envisioning the creation of the six potential trail loops in the Greater Columbus area, graduate students in the Transportation Studio at The Ohio State University collaborated with members of the Central Ohio Greenways Board to develop a planning process for the Strategic Implementation Framework. With direction from Melinda Vonstein, AICP, from MORPC and Brad Westall from the City of Columbus, students began the planning process by brainstorming the vision for the Framework. Once

COG Forum Presentation

key elements of the Framework, including case studies, classification, methodology, loop analyses, and implementation were determined, studio members divided into groups based on the potential loops. Each group conducted site visits to their proposed loop to determine the existing conditions of each potential trail and to observe use of existing trail facilities that could connect to each of the loops. Additionally, a detailed analysis of each trail was performed to understand key destinations and points of interest along the trails. This information was then utilized in the development of an implementation

Planners from the City of Columbus meeting with the studio

framework. Simultaneously, a classification system was developed to standardize the trail typologies and to create a consistent, safe, and implementable vision for the trails moving forward. Throughout the process, students represented the progress of the studio at Central Ohio Greenway Board Meetings, and presented the outline of the Framework at the Central Ohio Greenway Forum. The final draft of the Strategic Implementation Framework was presented to the Central Ohio Greenways Board on April 22, 2019 at MORPC. 10 â&#x20AC;˘ Background

Franklinton site visit with Letty Schamp

BRAINSTORMING

SITE VISITS

Site visits were conducted to observe the character and environment of each proposed loop.

CLASSIFICATION

Trail typologies were classified in order to develop consistent, safe, and implementable design guidelines for the proposed loops.

FINAL FRAMEWORK & PRESENTATION

Key elements of the Framework were determined to be case studies, methodology, classification, and loop analyses, and implementation.

EXISTING CONDITIONS

Current conditions and key destinations near each loop were carefully observed to form the foundation of the loop analyses.

IMPLEMENTATION FRAMEWORK

Suggestions and considerations for the successful implementation of each proposed loop were developed.

The Strategic Implementation Framework was finalized and the Framework was presented to the Central Ohio Greenways Board.

Loop Implementation Framework â&#x20AC;˘ 11

CASE STUDIES Overview

Case Study Criteria

In an effort to create a reference pool of current

Each of the case studies was analyzed based on the

and completed greenway projects, each member

following criteria:

of the studio conducted a case study focused on a greenway, trail loop, or network of trails.

Typology • Off-street:

As guidance for these case studies, studio members were instructed to focus on the construction of the trail, funding for the project, unique opportunities and challenges, key features of the greenway, and comparisons with the Central Ohio Greenways network. Upon completion, studio members presented their case studies to one-another, which provided the group with an extensive background of successful projects. This new-found background knowledge was then used to form the framework for analysis of the six focus loops assigned to the studio. These case studies have been summarized and compiled into the following document to provide a quick overview of comparable projects that can

»» Bare Earth/Bridle Trail »» Natural Path Trail »» Riparian Trail »» Rail Trail • On-street:

»» Separated Urban Trail »» Connector Greenway »» Neighborhood Greenway Users Pedestrians & Runners Children & Families Bicyclists Commuters

serve as inspiration for research and implementation directed at the Central Ohio Greenways network as it

People with Disabilities

develops. Micromobility Users Equestrians

12 • Background

THE 606

ATLANTA BELTLINE

THE CIRCUIT TRAILS

CONNECT HISTORIC BOSTON

Chicago, IL

Philadelphia, PA

Atlanta, GA

Boston, MA

DOWNTOWN GREENWAY

EMERALD NETWORK

GREAT RIVERS GREENWAY

GREEN LOOP

HONG KONG TRAIL

INDIANAPOLIS CULTURAL TRAIL

Greensboro, NC

St. Louis, MO

Hong Kong, SAR

Boston, MA

Portland, OR

Indianapolis, IN

JUBILEE GREENWAY

LOUISVILLE LOOP

London, UK

Louisville, KY

MIDTOWN GREENWAY

MILL CREEK PATH

Minneapolis, MN

Youngstown, OH

NASHVILLE GREENWAYS Nashville, TN

SOUTH PLATTE RIVER TRAIL Denver, CO

Loop Implementation Framework â&#x20AC;¢ 13

THE 606 Quick Facts WHERE Chicago, Illinois WHO Friends of the Bloomingdale Trail LENGTH 2.7 miles TYPOLOGY Separated urban trail, rail trail USERS

FUNDING Mix of public and private funding sources COMPLETION Phase 1 completed 2016 14 • Background

Overview In the early 1990’s, A plan for green space along the abandoned Bloomingdale train line was included in the Logan Square Neighborhood Open Space Plan in 2004. The neighborhood’s proposal encouraged neighbors to form “Friends of the Bloomingdale Trail” who reached out to the national non-profit, “Trust for Public Land,” helping to bring together a coalition of city and civic organizations to move the project forward. The 606 is a public/private partnership between the City of Chicago, the Chicago Park District, and The Trust for Public Land. The Trust for Public Land is the lead private partner on The 606, and the project manager on behalf of the Chicago Park District. The park and trail system is funded through a mix of federal, state and local funding, as well as private and corporate

philanthropy. The project had a budget of $95 million. By 2006, the team had already raised $76 million towards completion of the project, including $56 million in public funds and $20 million in private donations. The project broke ground in August 2013 with seven main objectives in mind. • Honor and enhance the Bloomingdale’s unique attributes • Balance trail and park aspirations

neighbors, however, weren’t that enamored with one aspect of the 606. In the years since the trail opened, the price of real estate around it has shot up. According to a report by the Institute for Housing Studies at DePaul University, housing prices along the trail west of Western Avenue rose 48 percent from 2013, when construction on the trail began, to 2016. In neighborhoods just east of the trail, housing prices have gone up nearly 14 percent in that same amount of time.

• Create a signature public space that is integrated into the community while honoring the need for separation between the public and private realm • Integrate access to the Bloomingdale into the city’s transportation, park, and social infrastructure • Create a safe and welcoming environment • See and experience the Bloomingdale as a living work of art • Balance the needs of residents, businesses, and visitors to create a local trail and park with global appeal Given the importance of connecting the trail to the neighborhoods, eight access locations along the line were prioritized and are anticipated for development the first phase of construction. Additional access points were planned for future phases of the project. Key City of Chicago agencies (Chicago Department of Transportation, Department of Cultural Affairs and Special Events, Department of Housing and Economic Development, Mayor’s Office for People with Disabilities, and the Chicago Police Department) worked seamlessly with the Chicago Park District, The Trust for Public Land, and dozens of other groups to turn the vision for The 606 into a reality. Some of the trail’s

Paved trail under active rail bridge

Raised paved rail trail through a neighborhood Loop Implementation Framework • 15

ATLANTA BELTLINE Quick Facts WHERE Atlanta, Georgia WHO Atlanta BeltLine, Inc., Atlanta BeltLine Partnership

LENGTH 33 miles TYPOLOGY Separated urban trail, rail trail USERS

FUNDING Public and private funding, tax allocation district

COMPLETION Expected completion date 2030 16 â&#x20AC;˘ Background

Overview The Atlanta BeltLine was conceived through humble beginnings: a thesis paper by Georgia Tech student Ryan Gravel in 1999. He proposed utilizing former railways that circled the City of Atlanta and redeveloping them into a multi-use trail network that would allow residents and visitors to travel throughout the city through sustainable means and enjoy nature in an urban setting. Cathy Woolard, a Councilwoman for the City of Atlanta, saw this as a unique opportunity for the region and a grassroots movement was formed. Today, the planning and implementation process is in full swing for what will be â&#x20AC;&#x153;the most comprehensive transportation and economic development effort ever undertaken in the City of Atlanta and among the largest, most wide-ranging urban

redevelopment programs currently underway in the United Statesâ&#x20AC;? once completed in 2030. The main loop consists of 22 miles of multi-use trails and streetcar lines that traverse through 45 the Atlantaâ&#x20AC;&#x2122;s intown neighborhoods and completely encircle Downtown Atlanta. This loop includes 1,300 new acres of greenspace and 700 acres of restored greenspace, increasing park space in the City of Atlanta by 40% and reforesting the urban landscape. Additionally, 11 miles of other bike trails and 28,600 new housing units (5,600 of which are affordable) are a part of the comprehensive plan. Still in development, the BeltLine has already opened the door to many different educational programs, urban farms, historic preservation opportunities, and community events. Art on the Atlanta BeltLine is program that showcases the work of local artists through installations along the trail, making art more accessible and drawing visitors onto the trail. It has also been a magnet for development, opening 3,000 acres for new redevelopment opportunity and attracting $3 billion in private investment as a result of the $450 million spent thus far on construction. Once finished, the total projected economic development will likely exceed $20 billion.

housing prices and rents near the BeltLine are beginning to cause concern for many residents and advocates. Still, the Atlanta BeltLine has already made a positive impact on the greater Atlanta region, providing opportunities for recreation, events that celebrate community and local culture, and new sustainable transportation options that are accessible for all.

Paved natural path trail with placemaking elements along it

Implementation To create the BeltLine, the Atlanta BeltLine Partnership and Atlanta BeltLine, Inc. were formed to create partnership opportunities, engage with the public, explore different funding sources, and continue the momentum that is nearly 2 decades in the making. At a total cost of $4.8 billion, funding continues to be one of the greatest hurdles in completing this project. Additionally, the affordable housing component has been difficult to fund and rising

Paved natural path trail under a vehicular overpass Loop Implementation Framework â&#x20AC;˘ 17

THE CIRCUIT TRAILS Quick Facts WHERE Philadelphia, Pennsylvania WHO The Circuit Trails Coalition LENGTH 300 miles built, 800 miles planned TYPOLOGY Natural path trail USERS

FUNDING BUILD grants, private donations COMPLETION Expected completion date 2040 18 â&#x20AC;˘ Background

Overview The Circuit Trails is a network of multi-use paths in the greater Philadelphia, Pennsylvania area. Currently, The Circuit is made up of 52 individual trails that add up to form a network that spans three hundred miles of trail length. Additionally, there are 29 trails that are currently in some stage of development, and long-range plans call for a grand total of eight hundred miles of trails by 2040. When the entire network is completed, this will make it one of the most extensive networks of trails in the country, if not the entire world, putting more than 50 percent of the regionâ&#x20AC;&#x2122;s population (over 3.1 million people) within one mile of the trail network.

The Circuit Trails envisions itself as both a transportation system and a recreational amenity, making it a truly multi-use facility. Its success as the former is evidenced by the fact that Philadelphia has the highest rate of bicycle commuting among the ten largest cities in the United States at 2.3%. Although incomplete, the connectivity of the network is key, providing residents access to neighborhoods, parks, jobs, and communities.

Impact Part of The Circuit Trailsâ&#x20AC;&#x2122; successes can be attributed to the design of the network, its comprehensive nature, and its scope. However, perhaps a larger share of the successes of The Circuit Trails is due to the unity of the The Circuit Trails Coalition, as well as their ability to secure funding, particularly the large-scale investments of the TIGER Grant from the Department of Transportation, and large contributions from other sources, such as the William Penn Foundation. Due in no small part to those large funding successes, this has allowed The Circuit Trails to reach a critical mass of momentum and inertia. The project has become visible and successful enough that it has generated true community excitement, which in turn makes the project easier to market for additional funding. Presentation matters, and how The Circuit Trails Coalition has been able to use the presentation of the network to leverage their success bears both scrutiny and emulation.

Riparian trail through downtown Philadelphia

Two-way paved natural path trail

Two-way paved natural path trail Loop Implementation Framework â&#x20AC;˘ 19

CONNECT HISTORIC BOSTON Quick Facts WHERE Boston, Massachusetts

Overview The Connect Historic Boston Bicycle Trail, is a 4-mile bicycle trail loop project in the central business district of Boston, Massachusetts. CHB consists of a family-friendly, low-stress large circuit bifurcated by

WHO Boston Transportation Department & NPS

a central connector path and a few historical trails

LENGTH 4 miles

of the project focuses on the circuit, whereas Phase

TYPOLOGY Separated urban trail

Transportation Investment Generating Economic

USERS

highlighting other sections of the city. Phase One Two is aimed at completing the historical trails. A Recovery (TIGER although now it is called BUILD) grant of $15,523,700 was awarded to Phase One of the project. The rest of the funds were provided by the Boston Transportation Department.

FUNDING BUILD grant, City Transportation Dept. funds

During phase one, a grade-separated, protected

COMPLETION Phase 1 completed in October 2018

Causeway Street, Commercial Street, and Atlantic

20 â&#x20AC;˘ Background

cycle track was created along Staniford Street, Avenue. These streets comprise the outer boundary

of historic Boston (northeast portion of central business district), creating an attractive bike tour around incredibly beautiful, historic sites in downtown Boston. Phase Two of the project’s purpose is to create three tracks that highlight other historical sections of the city: Blackstone Block, Constitution Road, and Joy Street. Blackstone Block is an historic road that connects Haymarket with Faneuil Hall Marketplace. Both these establishments attract pedestrians and create high density areas that are best navigated on foot or bicycle. Constitution Road is an important road because it provides access to the Charlestown Naval Shipyard, a Historic National Park. Connecting pedestrians and bikers to

Bike lane intersection treatment

a historical national park is a great way to enhance touristic experience. Joy Street is transformed by the project into a Dutch woonerf, a cobbled street without curbs. Although the bike track will not exist in an explicit way, the road will be dominated by pedestrians and cyclists, with motorized traffic being slowed down significantly on this portion of the road. The environment will be designed for the experience of pedestrians, which will in turn enhance local businesses that exist on the street. Finally, the Connect Historic Boston project enhances walking access to the Boston African-American National Historic Site, which hosts hundreds of thousands of visitors each year.

Separated cycle track with buffer and parallel parking

Key Takeaways Connect Historic Boston is an ambitious project that attempts to create a safe and attractive environment for pedestrians and bicycle riders in Boston’s central business district. The takeaways can be summarized as follows: • Boston obtained a significant sum of funding from a federal agency through talented grant writing by a private company. Grant writing is crucial. • In order to regain the downtown area for pedestrian and cyclist use, we will have to make significant investments, signaling it is a regional priority.

Separated cycle track with buffer and parallel parking Loop Implementation Framework • 21

DOWNTOWN GREENWAY Quick Facts WHERE Greensboro, North Carolina WHO City of Greensboro, Action Greensboro LENGTH 4 miles TYPOLOGY Separated urban trail USERS

FUNDING Public bonds and grants, private donations COMPLETION 2019/2020 22 â&#x20AC;˘ Background

Greensboroâ&#x20AC;&#x2122;s Downtown Greenway is a biking and walking trail that is planned to make a 4-mile loop around the center city of downtown Greensboro. The trail is a collaborative project between the City of Greensboro and Action Greensboro. The overall goal of this urban greenway loop is to enhance the urban landscape with public green space that will ultimately create a connected environment that will promote fitness and well-being for both residents and visitors of Greensboro. Furthermore, the project has provided an opportunity for place making within Greensboro. Not only is the loop the only of its kind in North Carolina, but it is also one of the few loops that circles a downtown district within the United States. The Greenway has an emphasis on public art, which allows it to engage those

using the trail and create a unique experience through story telling. Additionally, extensive existing and planned trails systems in the city and the county will connect to this loop, thus connecting residents from the metropolitan area to various amenities throughout the city and beyond. Ultimately, installation of the Downtown loop provides five major benefits to the City of Greensboro: economic development, connectivity, alternative transportation, health and wellness, and unique public art and spaces. Of these benefits, the one with the most emphasis would be the public art and unique spaces. These public art utilized is meant to celebrate the history and culture of Greensboro while still being innovative and unique. Creative designs have been incorporated for functional pieces such as benches, bike racks, and signage as means of placemaking. Planning of art spaces for the Downtown Greenway includes cornerstone pieces, neighborhood-specific bench installations, special features, and other landscaping and furnishings. In addition to permanent pieces, the Downtown Greenway also accepts temporary public art installations to create new and rotating interest points throughout the loop.

Unique furnishings along the trail

Gathering space and public art along the trail

The GDG has quite a few similarities with the COG. First and foremost, the Downtown Greenway is a loop that is both connecting amenities and providing a sense of identity for the city. The loop connects to a greater network of trails and is focused towards multiple uses. All of these factors directly align with the purpose of the COG, making this an excellent point of study for implementation. Community event along the trail Loop Implementation Framework â&#x20AC;˘ 23

EMERALD NETWORK Quick Facts WHERE Boston, Massachusetts WHO LiveableStreets Alliance LENGTH 200 miles CLASSIFICATION Natural path trail, separated urban trail USERS

FUNDING Private donations COMPLETION Ongoing 24 â&#x20AC;˘ Background

The Emerald Network aims to link the high density urban trails found in Boston, with those lower-density ones found in outside in eastern Massachusetts. The impetus for this trail, combatting the racial and economic disparity in the Boston Metropolitan Area, means that the trail is engineered from the ground up for different modes of transportation. Their vision calls for a wide mixture of trail types, including conventional urban trails with road diets, suburban trails that would provide separate paths for bike and foot traffic, as well as neighborways that allow for bike and foot traffic on low volume tertiary streets. This lets them pick the right trail type for the many different neighborhoods across Boston and its surroundings.

LiveableStreets works with both local private and non-profits, providing both organizational and technical issues. While LiveableStreetsâ&#x20AC;&#x2122;s funding from these wide variety of organizations allows for a certain nimbleness, the fact remains that funding is slapshot and certain routes have to be prioritized over others simply because thatâ&#x20AC;&#x2122;s what they can get built. Right now around a third of the trails have been built or under construction, however since each part of the trail has to get approval and then local funding, it could take possibly five to ten years to get the entirety of the trail built.

People enjoying a paved natural path trail

Raised cycle track along a road corridor

Paved natural path trail through a wooded area Loop Implementation Framework â&#x20AC;˘ 25

GREAT RIVERS GREENWAY Quick Facts WHERE St. Louis, Missouri WHO Great Rivers Greenway Board LENGTH 123 miles CLASSIFICATION Natural path trail USERS

FUNDING Proposition C sales tax (2000) COMPLETION Ongoing 26 • Background

Overview The Great Rivers Greenway (GRG) is a regional network of recreational trails spanning across the City of St. Louis, as well as the neighboring St. Louis and St. Charles Counties, in eastern Missouri. The Greenway is named after the Mississippi and Missouri Rivers, whose confluence is located in the area it covers. The organization behind the GRG’s operations, the eponymous Great Rivers Greenway Board, was established in 2000 following the passing of Proposition C, a one-tenth cent sales tax geared toward the improvement of parks, rivers, streams, and trails in the St. Louis metropolitan area. The sums of Proposition C, numbering $20 million per year, serve as the primary funding source for the GRG.

In 2002, the groundwork for the GRG was first laid through the establishment of the Metropolitan Park and Recreation District (MPRD), which immediately began work on the formation of a regional plan for what would become the GRG. This plan, dubbed the “River Ring”, was developed over a nine-month period with heavy citizen input, and was passed in September of 2003. The GRG officially began construction in 2004, with multiple projects associated with the St. Louis 2004 revitalization movement including Bike St. Louis and the Christy Greenway Connection, and since then has seen gradual expansion towards the complete layout envisioned in the River Ring plan. The GRG presently consists of 123 miles out of a planned 600, with 16 of the 45 planned greenways active and accessible to pedestrians and cyclists throughout the 1,216 square mile area serviced by the system. The fact that approximately 20% of the system has been completed in the 14 years since the start of construction is easily the biggest challenge the GRG has faced, especially since its estimated date of completion remains unclear. However, in spite of this setback, the GRG is ultimately a success story in the realm of U.S. greenways, with several takeaways that would benefit Central Ohio Greenways (COG). Beyond the regional scope of the plan and attention towards connectivity between counties, sentiments already shared by COG, the GRG demonstrates the value of regular plan updates and annual progress reports as explicit assurance of the system’s continual expansion. Also of importance is the high level of community involvement in the GRG’s planning stages, with the Citizen Advisory Committee in charge of

the River Ring plan and the input collected from citizen attendance at their monthly meetings shaping the GRG’s finalized layout. In addition to periodic updates and community say in the final product, COG can also benefit from GRG’s approach to wayfinding, particularly the display of public parking areas for local and tourist motorists who wish to use the trails on their online map. Despite lacking name recognition on the level of larger-scale greenways in the United States, which itself may signal the need for greater name recognition of COG through increased public relations, the GRG remains an exemplar of the success a regional trail network like COG can achieve.

Branded directional signage along the Great Rivers Greenway

St. Vincent Greenway Loop Implementation Framework • 27

GREEN LOOP Quick Facts WHERE Portland, Oregon WHO City of Portland LENGTH 6 miles TYPOLOGY Separated urban trail USERS

FUNDING City of Portland, Development Commission COMPLETION Ongoing 28 • Background

Overview The Portland Green Loop is a projected six-mile, automobile free greenway trail loop around Portland’s “Central City,” which is the densest area in the region. The trail loops around downtown, connects key neighborhoods such as the Lloyd District and Central Eastside, and crosses the Willamette River twice. The concept for this trail is part of Portland’s Central City 2035 Concept Plan, which aims to address rapid population growth and activity within the Central City by 2035. The City of Portland hopes to enhance the Central City’s role as a regional center by protecting economic growth and supporting higher education institutions. Some of the main objectives for this plan include improving urban design, encouraging safer passages for active transportation, and health and environment advocacy.

Seeking to uphold the goals of the Central City Concept Plan, the Green Loop seeks to make an impact through improved health, connecting and creating parks, supporting businesses, increased accessibility, encouraging biking, and addressing climate change. Environmental care and nurture is a clear target within these objectives that promote concepts and practices such as non-automobile traffic, green infrastructure, open spaces, and storm water management. In addition, the Green Loop aims to connect key neighborhoods as well as expand on existing networks of trails and bike lanes in Portland.

Proposed Green Loop map and destinations it would connect

The Green Loop concept plan seems to offer the most insight in its urban design principles. These are: • Building Orientation - storefronts will be encouraged to provide a plinth design that gives greater visibility to the loop • Multi-use path - paths that can accommodate different uses including walking, jogging, and biking • Physical Separation - separated corridors for cyclists, vehicles, and pedestrians

Rendering of proposed Green Loop

• Connected Canopy - different approach to greenery and trees throughout different segments of the loop • Branding/Identity - wayfinding signage and environmental designs that reflect the various districts that the loop passes through. • Unique Street Furnishings - Street furnishing are designed to emphasize a linear park environment and supporting activity nodes

Rendering of proposed Green Loop Loop Implementation Framework • 29

HONG KONG TRAIL Quick Facts WHERE Hong Kong Island, Hong Kong WHO County and Marine Parks Authority LENGTH 31 miles TYPOLOGY Bare earth trail, separated urban trail USERS

FUNDING Hong Kong government COMPLETION 1985 30 • Background

Overview The Hong Kong Trail is a network of eight individual, connected sections on Hong Kong Island. Each section’s trailhead can be reached by public transportation or car. The trails are marked by 3 levels of difficulty, which is determined by elevation, shade, and condition. Notable landmarks along the Trail include: the Native Tree Walk; the Lung Fu Shan lookout; the Pok Fu Lam Reservoir; Lady Clementi’s Ride; the Wong Nai Chung Reservoir Park; and Dragon’s Back. Sections have signage indicating direction, length to nearby rest sites and landmarks, and descriptions for historic areas.

While the whole Hong Kong Trail is significantly shorter than the entire COG network and includes higher elevations along mountainous areas, there are some similarities between the two. First, both networks provide access to natural resources for citizens in both regions: the Hong Kong Trail brings people away from its densely populated urban areas into nature while the COG network complements Central Ohio Blueways with trails that snake along major Central Ohio rivers and often connect to sites where kayakers can enter the rivers. In both cases, the connection to nature is a major part of public outreach and encourages users to interact safely with their surroundings by providing wayfinding and descriptions of the area. Both trail networks are the focus of specified boards made up of members with diverse backgrounds and professions. These boards allow the trail systems to be included in the mindsets and agendas of individuals working in multiple sectors. Additionally, the management of both trailsâ&#x20AC;&#x2122; infrastructure is dependent on specific agencies â&#x20AC;&#x201C; the Home Affairs Department handles the paved footpaths on the Hong Kong Trail and Columbus Recreation and Parks works on trail improvements. This indicates that both regions are cognizant of trail conditions and are invested in public usage and appreciation.

Trail wayfinding along a bare earth trail

Views from the Hong Kong Trail

Paved natural path trail around Hong Kong Loop Implementation Framework â&#x20AC;˘ 31

INDIANAPOLIS CULTURAL TRAIL Quick Facts WHERE Indianapolis, Indiana WHO Indy Cultural Trail, Inc. (ICT, Inc.) LENGTH 8 miles TYPOLOGY Separated urban trail USERS

FUNDING Private donations, BUILD grant COMPLETION 2013 32 â&#x20AC;˘ Background

Overview Winding through Downtown Indianapolis through several distinct cultural districts, the Indianapolis Cultural Trail is an 8-mile urban greenway that encourages active transportation while serving as a linear green space throughout the core of the city. The trail provides an attractive and safe way for residents and visitors to explore downtown and its many cultural destinations. The trail was made possible through a public-private partnership with the Central Indiana Community Foundation, the City of Indianapolis, and numerous non-profit organizations and private foundations. The trail is managed by the Indy Cultural Trail (ICT) Inc., a non-profit organization.

Key Takeaways: • Two major typologies of greenway: »» Multi-use path »» Separated bike and pedestrian facilities • Most greenway segments installed via a road diet or width removal from the street • Major greenway amenities include: »» Branded intersection treatments and pavement markings »» Added raised bus platforms when the greenway was along a transit route »» 10 public art projects along the trail »» Indianapolis Pacers Bikeshare stations »» 25,000 square feet of stormwater planters installed in the streetscape

People riding the Pacers Bikeshare bikes on the Cultural Trail

Impact Before construction was even completed, new development and redevelopment was seen cropping up along the trail corridors. This is remarkable because the trail construction took place during the most recent recession. Despite the national economic downturn, over $300 million in new development has been constructed along the trail since 2008. Additionally, a study of 1,747 parcels within 500-feet of the trail found that those parcels

Branded pavement markings at intersections

experienced an increase in assessed property values of 148% between 2008 and 2014. The parcels studied included commercial, residential, and lodging establishments. The same study found that over 90 new condominium parcels were constructed in close proximity to the trail within the same time period. Bike and pedestrian counts are not available for the entire Cultural Trail, but in 2017, there were 101,701 total trips taken using the Pacers Bikeshare system.

Separated bike and pedestrian facilities on a retail corridor Loop Implementation Framework • 33

JUBILEE GREENWAY Quick Facts WHERE London, England WHO Transport for London, Office of the Mayor LENGTH 37.5 miles TYPOLOGY Natural path trail, separated urban trail USERS

FUNDING Private donations, local government COMPLETION 2012 34 • Background

Combining rich, urban history and culture with lush beautiful landscapes, the Jubilee Greenway is both remarkable and unique. Those who enjoy the amenities of this greenway are granted with knowledge of London’s rich history while experiencing the many world-renowned parks and gardens located right in the heart of the city. The greenway consists of nine separate trails with notable sites and landmarks that all tell a different part of London’s story from a different period of time. Users of the greenway often suggest going off trail to experience more authentic features of the city and its landmarks, which will eventually lead back to the original mapped route.

• Trail I: Buckingham Palace, Piccadilly Circus,

Princess Diana Memorial and Hyde Park • Trail II: Little Venice canals, Primrose Hill, Camden Market; Camden Town • Trail III: Kings Cross, Islington • Trail IV: Victoria Park, Queen Elizabeth Olympic Park at Stratford • Trail V: Canary Wharf, Thames River, Woolwich Foot Tunnel • Trail VI: Millenium Dome, Old Royal Naval College, Greenwich Power Station • Trail VII: Greenwich Pier, Tower Bridge

Riparian trail along a canalway

• Trail VIII: City of London CBD, Shakespeare Globe Theatre, Westminster Bridge • Trail IX: Westminster Abbey, Whitehall, St. James Palace, Buckingham Palace Overall, the Jubilee Greenway has effectively achieved what COG strives for – an authentic greenway system that tells the story of the city and region it travels through. This greenway can be a robust best-practice reference for COG to reach their goal in ensuring each individual trail is distinguishable from the others and tells a different story about Columbus, while maintaining accessibility to people of all walks of life and unlike any other greenway system in the region.

Riparian trail along a canalway

Riparian trail along a canalway Loop Implementation Framework • 35

LOUISVILLE LOOP Quick Facts WHERE Louisville, Kentucky WHO Metro Louisville LENGTH ~100 miles TYPOLOGY Natural path trail USERS

FUNDING Mix of public and private funding sources COMPLETION Ongoing 36 • Background

The Louisville Loop, located in Jefferson County, Kentucky, is a trail system that, once completed, will consist of approximately 100 miles and surround the City of Louisville. The trail system was inspired by Louisville’s world-class park system, which was designed by Frederick Law Olmsted to include a “legacy park system” that would be connected by a series of shared-use parkways. The Louisville Loop was established with the goal of becoming “an essential component for the growth and prosperity of the Region” and connecting people to a “greener and healthier community.” The final trail system will pass within a mile of the majority of the population and connect directly to the largest employers in Jefferson County.

Five imperatives were developed to enhance the collective purpose of the Louisville Loop trail system (City of Louisville, 2011). These five strategic imperatives are as follows: 1. 2. 3. 4.

Build Community Engagement Encourage Health and Wellness Maintain and Conserve Encourage Sustainable Development around the Loop corridor 5. Ensure Funding to Develop and Sustain the Loop Five distinct physiographic regions, based on their unique topography, geology, native flora and fauna, and history, were identified as locations for the Loop system. The five regions include: (1) Ohio River Valley, (2) The Knobs, (3) Shale Lowlands, (4) Limestone Belt, and (5) Floydâ&#x20AC;&#x2122;s Fork. Once the trail system is complete, the Louisville Loop will traverse each of these regions to encircle the City of Louisville. The Ohio River Valley region will have a Riverwalk Trail (nine miles), a Levee Trail (15 miles), and a Northeast trail (10 miles); the Knobs and Shale Lowlands will have one trail spanning 13 to 20 miles; the Limestone Belt will have a 10 to 12 mile trail in the southern part of the region and 15 miles of trail in the northeast of the region; and Floyds Fork will have 19 miles of trail connecting Limestone Belt South to Limestone Belt Northeast. Olmsted Parkways will be a 10mile trail that connects the Ohio River Valley region with the Limestone Belt region. The trails have been designed to include a system of signs, providing identification, directions, mile markers, and interpretive signage. Key challenges identified for the Louisville Loop include pedestrian and bicycle safety concerns, especially where parts of the

loop share on-road facilities with vehicular traffic. Points where Loop users need to cross major roadways were also considered dangerous and will require specific planning to allow for safe crossing. Overall, the Louisville Loop serves as an exemplary model for how to approach trail systems planning. The method instituted to develop the plan for the Louisville Loop, including the trail network, corresponding strategy imperatives, funding sources, and goals of the project, is one that can serve as a basis for how to approach further development in Central Ohio.

Paved natural path trail and trail marker

Paved natural path trail Loop Implementation Framework â&#x20AC;˘ 37

MIDTOWN GREENWAY Quick Facts WHERE Minneapolis, Minnesota WHO Midtown Greenway Coalition LENGTH 5.5 miles TYPOLOGY Rail trail, separated urban trail USERS

FUNDING Coalition membership fees, local investment COMPLETION 2007 38 â&#x20AC;˘ Background

Overview The greenway is open 24 hours a day and is able to stay open year-around as the city plows the snow during the winter months. It is also accessible by the local light rail service on the Metro Blue Line that also goes to Target Field and the Mall of America. The Midtown Greenway Coalition made sure that the greenway used the cityâ&#x20AC;&#x2122;s historic bridges, that it was beautified with local vegetation and plenty of green spaces, and that it was accessible from residential neighborhoods, local businesses, and workplaces so that people could easily use and enjoy it.

The coalition operates with the goals of ensuring that developers’ new construction is greenway-friendly, overseeing the trail’s cleanup and the planting of surrounding trees and vegetation, encouraging its year-around usage, installing more access ramps, improving signage, wayfinding, and street crossing safety, and coordinating the Trail Watch safety patrol for nighttime use. As a grassroots nonprofit organization, the coalition gets its money primarily from membership fees and local investments. Local businesses including art centers, breweries, cafés, attorney and architect offices, bike shops, labs, and the state fair have contributed funds ranging from $250 to over $2,500.

Two-way paved pedestrian and bicycle bridge

Key Takeaways The first of the key takeaways to consider are to make our goals for how the Central Ohio Greenways Network will be used clear to everyone, balancing transportation and experience-oriented designs. In addition, we need to ensure that the Columbus Greenway is fully integrated into the surrounding community, including connecting it to existing public transportation infrastructure. Finally, Columbus has to plan for long-term management and investment into the greenway network after construction is complete.

Two-way paved trail

Two-way paved trail with public art and placemaking elements Loop Implementation Framework • 39

MILL CREEK PATH Quick Facts WHERE Youngstown, Ohio WHO Mill Creek Metroparks LENGTH 35 miles TYPOLOGY Natural path, bare earth, riparian trails USERS

FUNDING Private contributions, public bonds COMPLETION 1893 40 â&#x20AC;˘ Background

After years of land acquisition from more than 90 landowners, prominent Youngstown attorney Volney Rodgers turned over all of land over in 1891 for the purpose of establishing a park in the valley surrounding Mill Creek. Landscape Architect Frederick Law Olmsted was chosen to design the Parkâ&#x20AC;&#x2122;s drives and walkways with an intention to make most of the space available to patrons while still preserving its natural beauty. In 1893, the same year Mill Creek Park officially opened, the Mahoning County Commissioners issued bonds to help pay for the parkland. Surrounded primarily by residential land use, the park is the backyard of many Youngstown residents and is a true community linchpin, unifying people from all the surrounding neighborhoods. The trail network, in accordance

to both Rodgers’ and Olmsted’s vision, is a true mix of both paved shared-use paths and bareearth foot trails. This mixture makes the park accessible to a variety of users including walkers, hikers, bicyclists, and auto-users. The network does not directly connect locations of commercial interest, but near the parks most beautiful natural features, facilities, cabins, and boathouses have been constructed over the decades, creating manufactured destinations along the network. These shared spaces have become both destinations for all users as well as checkpoints for runners. This simple intervention that goes a long way in creating trail identity and placemaking that makes Mill Creek feel timeless. The most prominent feature of the network is the Park’s abundance of natural waterways. The creek is dammed at three points, creating Lake Glacier, Lake Cohasset and Lake Newport. Much of the paved trail network runs along the perimeter of the waterways, and seasonal finishing, swimming, and kayaking have been mainstays in the park since its opening. More recently, programming on the water has seen less use since Youngstown’s population began to decline in the late 1960’s and additional regulation put greater restrictions on some of the popular water activities such as swimming in the summer and ice skating in the winter. Central Ohio Greenways can certainly learn from the extensive water programming which exists along the network, as some of Columbus’s most popular trails follow the Scioto and Olentangy Rivers.

Race event along a paved natural path trail

Two-way paved natural path trail

Paved pedestrian and bicycle bridge Loop Implementation Framework • 41

NASHVILLE GREENWAYS Quick Facts WHERE Nashville, Tennessee WHO The Greenways Commission of Metro Parks LENGTH 190+ miles TYPOLOGY Natural path trail, bare earth trail USERS

FUNDING Metropolitan Board of Parks & Recreation COMPLETION Ongoing 42 • Background

Overview Nashville’s greenways initiative began in 1991. In 1992, The Greenways and Open Space Commission was established as a division of Metropolitan Board of Parks and Recreation to plan and develop a greenway system of trails and open spaces throughout Davidson County. Then in 1994, Greenways for Nashville (a privatesector non-profit organization) was established to provide opportunities for public engagement. Since 1995 when the first greenway was open, Nashville’s Greenways has been being developed, progressing at an average of five miles per year. According to the 2017 Nashville Parks and Greenways Master Plan (Plan to Play), 53 additional miles of paved trails and 50 additional miles of unpaved are targeted for completion in 10 years.

Impact Plan to Play completed an economic analysis, showing that Nashville’s parks and greenways system generate approximately $550,410,000 in economic benefits every year, addressing six specific areas: property values and tax revenue, tourism, human health, recreation use, stormwater infiltration and air pollution removal. The system not only create economic value, but also promotes environmental benefits and improves social well-being.

Challenges and Opportunities Although Nashville has an usually high percentage of large regional park acreage, it has a shortage of more developed park land with active recreation facilities. To keep with population growth, more parks and more facilities are needed. Meanwhile, the parks’ distribution is not even across the county, and greenways’ development may help address this problem by bridging the gaps in the system coverage. Although greenways are welcomed, according to a survey, 90% of people drive to parks. Therefore, it’s important to expand greenways not only focusing on river and stream corridors (this is to conserve green space), but also focusing on overland corridors to meet transportation needs. Another issue is that this system is unusually dependent on the Metro budget as its single source of funding.

To increase operational efficiency, more strategies are being explored to diversify its funding resources, including: • Earned Income • Open Space Ordinance • Business Improvement Districts • Sponsorships • Impact Development Fees • Enterprise Funds • Parking Fees • Tax Increment Financing • Land and Property Leases • Service Providers • Hotel Tax • Partner and Friends Groups

Paved pedestrian and bicycle bridge

Paved natural path trail Loop Implementation Framework • 43

SOUTH PLATTE RIVER TRAIL Quick Facts WHERE Denver, Colorado WHO City of Denver LENGTH 20 miles TYPOLOGY Separated urban trail USERS

FUNDING Great Outdoors Colorado, grants COMPLETION 2013 44 • Background

Key points of interest along the trail: • Mile High Stadium, home of the Denver Broncos • Pepsi Center, home of the Denver Nuggets NBA team and Colorado Avalanche NHL team • Confluence Park, Denver’s premiere urban riverfront park • Elitch Gardens Amusement Park • The Children’s Museum of Denver • Auraria Campus, a higher education center shared by 3 of the region’s institutions of higher learning: Community College of Denver, University of Colorado Denver, and Metropolitan State University of Denver The South Platte River trail is one of the premier urban waterway trails in the Denver metropolitan area. The trail follows the South Platte River

through downtown Denver and southern neighborhoods of the urban center. Also known as “The Greenway Trail along the South Platte,” this trail is fully paved throughout, offering accessibility to many destinations for residents and visitors alike. While the trail provides access to green space and natural landscapes, it has a distinctly urban character that is different from other trails in region. Connectivity offered through the South Platte River Trail is essential to managing the urban transportation system in the compact urban core. The trail interconnects with on-street facilities in certain high-capacity areas, increasing accessibility to the downtown area. Downtown Denver offers a walkable urban core with plenty of “live, work, play” amenities that attract a talented workforce of residents and millions of visitors annually. South Platte River Trail users can easily access these amenities because the urban trail system supplements the city’s onstreet active transportation network with offstreet facilities that follow scenic routes, connect urban neighborhoods, and provides plenty of width for users to share. The urban trail system improves mobility because it is functional not only for recreation, but for commuting and other necessary forms of transportation. By interconnecting the South Platte River Trail with urban recreational amenities, entertainment venues, centers of employment, and residential neighborhoods, the city of Denver was able to ensure that this trail would function not only as a leisure path, but as an important part of the city’s multi-modal transportation network.

Paved natural path trail

Paved riparian trail

Paved riparian trail Loop Implementation Framework • 45

CLASSIFICATION

INTRODUCTION Trail design, including both the physical infrastructure and user amenities, is often dependent on several different factors. Primarily, understanding the user type is an important first step in regards to how the trail will be implemented. Less experienced users, for example, will presumably require more infrastructure and user amenity in order to ensure their physical safety, as well as their perceived safety to encourage usage. Trail design can also differ depending on if the use is utilitarian and meant for commuting or transport as opposed to recreational. Existing urban or natural characteristics greatly impact how trail systems are designed, implemented, and operated over time.

The best trail systems take all of this into consideration so that the physical designs correlate directly with the people using the trails and the different places the trails move to, through, and from. This section organizes the trail characteristics to provide clear descriptions and characteristics of different trail typologies so best design practices can be used upon implementation. The different trail typologies have been divided into two categories based upon their individual characteristics, design requirements, and features of the built or natural environment where they would be implemented: on-street and off-street.

While specific implementation may alter the design of trails and connectors, there are general design requirements to ensure the safety of bicyclists and minimize the potential for accidents, injuries, and other risks. There is a lot of variation with regard to bicyclists, due to the different characteristics of the bicycle they are using, as well as the different types of users. Following basic guidelines for trail design ensures that all bicyclists can be accommodated, along with other potential users like pedestrians, rollerbladers, or scooterers.

Loop Implementation Framework â&#x20AC;˘ 47

GREENWAY CLASSIFICATIONS Off-street: Bare Earth Trail Bare earth trails, or bridle trails, are trails that are not paved like other multi-use paths and traditional bike greenways. They are separated from the roadway and are not typically located in urban areas. The trails are located throughout natural areas like forests and rural areas. Thus, they do not cross over roads often and are rarely near intersections. Instead of being destinationor commuter-oriented, they are used for recreational use by hikers, horseback riders, and mountain bikers. Due the lack of infrastructure and lighting, their location in low population areas, and large amounts of foliage, these trails have much less access throughout the day when compared to other, more urban trails. These trails are not an option for a part of a greenway transportation network, as their terrain and lack of greater access prevents regular usage. Additionally, the lack of paving creates limitations for many different riders based on age, experience, and type of transport, as well as those with disabilities.

Larkin Bridle Path, Connecticut

Bridle Trails State Park, Washington

Buckeye Trail, Ohio 48 â&#x20AC;˘ Classification

Off-street: Natural Path Trail Natural path trails typically refer to the off-street trails running through natural areas, including both paved paths and unpaved multi-use paths. These paths are located in and run through natural areas and corridors. While they are generally used for recreational purposes, natural path trails can connect parks, public places, employment centers, shopping centers, and public places, providing some possible transportation opportunities. Nashville Greenways, Tennessee

Due to their location away from urban areas and roadways, they are a common type of bike trail for families and less-experienced users. When fully paved, they are also able to accommodate the largest majority of users, from people walking, running, biking, skateboarding, rollerblading, or using wheelchairs.

Lousiville Loop, Kentucky

Emerald Network, Massachussetts Loop Implementation Framework â&#x20AC;˘ 49

GREENWAY CLASSIFICATIONS Off-street: Riparian Trail Riparian trails refer to trails along waterway corridors, typically rivers. Riparian trails often offer excellent transportation and recreational opportunities for trail users of all ages and skills. Special considerations are often given for riparian trails, including grade changes, flooding, and drainage. Due to their proximity to bodies of water, public access to these trails can sometimes be limited or prohibited during inclement weather, flooding events, or utility maintenance activities. Riparian trails share similar design characteristics with natural path trails. Their design can vary depending on if the trail resembles traditional paths or boardwalks. They can also be created using porous and permeable pavements to improve drainage. While the materials can vary, the trails need to take slipping into consideration. Additionally, some trails and boardwalks may require fencing or other barriers to prevent users from falling into or accessing restricted portions of the waterway in question.

Circuit Trails, Pennsylvania

Jubilee Greenway, England

South Platte River Trail, Colorado 50 â&#x20AC;˘ Classification

Off-street: Rail Trail A rail trail is the repurposing of a former rail line into a trail, which is typically multi-use in nature. Because former rail lines were long, generally flat, and had adequate right-of-way width, they are often ideal for conversion into a trail. The surrounding land use and context may vary, as many rail lines passed through urban, suburban, and rural environments alike. Depending on the design of the original rail line and the immediate context, rail trails may be extremely long or extremely short in nature. Typically, rail trails have the same design standards as a normal off-street trail or multi-use path. Generally, rail trails will be a paved trail that is at least ten feet wide, but this depends on the jurisdiction. Because rails were often inter-city in nature, so too are many rail trails. However, shorter urban rail trails do exist, such as the High Line in New York City, and The 606 in Chicago. Because rail lines were usually designed as separate from other modes of transportation, such as cars, rail trails often provide a greater comfort level for users than on-street facilities, which can make them particularly attractive as part of a transportation network.

Howard Tunnel Rail Trail, Pennsylvania

The 606, Illinois

There also exist variants such as â&#x20AC;&#x153;rails with trailsâ&#x20AC;?, wherein a trail is built alongside an active rail line with an appropriate buffer. Although this is not as common, it can be an effective use of land that is not otherwise being utilized.

Buffalo Valley Rail Trail, New York Loop Implementation Framework â&#x20AC;˘ 51

GREENWAY CLASSIFICATIONS

Materials

Best/Intended Use

Height: 10’ (12’ recommended) Width: 6’ vegetative buffers required on both sides of trail, barriers may be required near steep grade changes or roads

Unpaved; often requirements for tread (gravel)

Rural/natural areas, little contact with roads, recreational use

Natural Path Trail

Width: 8’ minimum, 11-14’ is recommended for multi-use

Paved, asphalt or concrete, consider natural materials for envronmentally sensitive areas

Rural/natural areas, mainly recreational use, considerations for connections with roads and destinations

Riparian Trail

Width: 8’ minimum,11-14’ is recommended for multi-use, railings are required when the height of a boardwalk exceeds 30’’

Porous pavement, special asphalt or concrete, recycled, nonslip materials for boardwalks

Riparian areas, recreational use

Fencing, flooding/ drainage

Width: 10’ Length can vary

Paved, asphalt

Recreational use, intercity and intracity travel

Land acquisition

Bare Earth Trail

General Requirements

Rail Trail

Off-Street Classifications

52 • Classification

Expected Users

Special Considerations

Flooding/drainage, wayfinding user limitations

Trail enhancements

On-street: On-street Connector This on-street trail typology occurs along roadways with medium- to high-vehicle and multimodal capacities. On-street connectors function to link off-street trail segments or urban trail segments along roadways that are functionally classified as Principal Arterials, Major Arterials, Minor Arterials, or Collectors. In urban areas, land uses along this trail typology are typically commercial or mixed-use. In more rural areas, land uses along on-street connectors may range from commercial to residential or agricultural. On-street connectors are appropriate along road segments where the speed limit is 35 miles per hour (mph) or below. It is ideal to minimize trail usersâ&#x20AC;&#x2122; interactions with cars and other vehicles, therefore on-street connector trail segments should be rerouted to lower stress routes along neighborhood greenways and off-street segments wherever feasible. However, on-street connectors are an important part of the on-street multimodal transportation system, and can be main thoroughfares for pedestrian and cyclist traffic, especially along commercial corridors. They offer connectivity to trails, as well as to important daily amenities and the larger multimodal transportation network.

Seattle, Washington

Vancouver, British Columbia

Portland, Oregon Loop Implementation Framework â&#x20AC;˘ 53

GREENWAY CLASSIFICATIONS On-street: Separated Urban Trail Separated urban trails are separated from through-vehicle traffic, and can be a separated multi-use path accessible to both cyclists and pedestrians, or can have separate paths for each set of users. These trails tend to have high rates of average daily traffic. Generally, their design is able to accommodate a wide range of users and provide a wide range of amenities on-street amenities. Being destination-oriented, this trail type is meant to directly connect and integrate elements of a dense, mixed-use area, including economic development points, arts, culture, and other key characteristics that make a community unique. Therefore, it is crucial to ensure that it ties riverfront trails and parks, hotels and restaurants, tourist attractions, and the central business district all together. Additionally, separated urban trails are often used by visitors and tourists, and should provide proper wayfinding for users who may be more unfamiliar with the area.

Indianapolis Cultural Trail, Indiana

Connect Historic Boston, Massachussetts

Great Rivers Greenway, Missouri 54 â&#x20AC;˘ Classification

On-street: Neighborhood Greenway Neighborhood greenways occur primarily in suburban residential areas, and are usually located at the outset of an urban area. Vehicle traffic volume is low, though routes between subdivisions are busier. The major task of a successful neighborhood greenway is to manage car, bicycle, and pedestrian traffic. This is accomplished by first managing vehicle speed and volume through the use of obstructions like chicanes, as well as road diets to minimize lane usage.

Seattle, Washington

Bicycle use needs to be encouraged through the use of special bike lanes. These include left side bike lanes, as well more specialized ones like contraflow bike lanes - bike lanes moving in the opposite direction of traffic, turning a oneway street into a two-way one - and floating bike lanes - a bike lane designated for only certain times of the day, for example during rush hour, and used for parallel parking at all other times. Pedestrian traffic is also important to consider. Curb extensions would enable not only easier pedestrian access, but also lessen the curb clearance needed for transit. Sidewalk buffers would provide shade and distance from traffic to passers-by. When pedestrians leave the street, median refuge islands enable both their and bicyclistsâ&#x20AC;&#x2122; protection by providing a concrete refuge from traffic in the middle of the road. All three of these transportation options interact at intersections, so making sure these crossing points have clear and distinct signage and visibility is a priority.

Bend, Oregon

Portland, Oregon Loop Implementation Framework â&#x20AC;˘ 55

GREENWAY CLASSIFICATIONS On-Street Classifications

Separated Urban Trail

On-Street Connector

Neighborhood Greenway

General Requirements

Width: 10’ (multi-use), 8’ (separated), green design, designed for bicycle and pedestrian traffic

Width: 10’ separated facilities where feasible, ADA accessibility, wayfinding signage for pedestrians and cyclists

Width: 10’ (multi-use), 8’ (separated), green design, designed for bicycle and pedestrian traffic

56 • Classification

Vehicle Considerations

Best/Intended Use

Low/medium speeds and volumes depending on density of area

Suburban and residential areas, recreational and utilitarian use, limiting traffic volume/ speed through chicanes and road diets

Lane modifications (left-side bike lanes, contra-flow lanes, and floating Intersection bike lanes), infrastructure, curb extensions, right-of-way sidewalk buffers, and median refuge islands

Urban areas and corridors, utilitarian use, creating connections between off-street trail segements and urban trail segments

Sidewalk (5’-8’) MUP (10’+), barrier separated bike lane (7’ - 12’), buffered bike lane (7’ - 12’), conventional bike lane (6’+), curb extensions, bike boxes, pedestrian/cyclist refuge island

Intersection infrastructure, right-of-way, wayfinding

Urban areas, recreational and utilitarian use, provides easy access to key local destinations

Clear grade separation, clear signage, bike traffic lights, bike boxes, refuge areas, midblock pedestrain crossings, future smart intersection technology, and intersection crossing markings

Intersection infrastructure, right-of-way, location, land use, context

Medium/ high speeds (35 mph+), medium/high traffic volumes

Low/medium speeds and traffic volumes

Expected Users

Bike/Ped Facilities

Special Considerations

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Loop Implementation Framework â&#x20AC;¢ 57

LOOP FRAMEWORK

INTRODUCTION Initiated as part of the Columbus Recreation and

17 trails are six new loops, totaling 92 trail miles, that

Parks Department’s 2014 Master Plan, COG began

is to be added to the network. It is these six loops

to develop strategies for expansion of the existing

and two proposed regional connectors that became

trail network. During the public participation

the subject of this Implementation Framework and

process that was attached to the master plan, 77%

will be explored further in their respective sections.

of the respondents to the Community Opinion and Interest Survey stated they felt the multi-use trails

BIG RUN LOOP

needed improvement. In response to the public’s overwhelming support of trail improvement and

FRANKLINTON LOOP

expansion, the Columbus Recreation and Parks

LINDEN GREENBELT

Department began working alongside MORPC, Columbus Metro Parks, and various municipalities to

LITTLE TURTLE LOOP

discuss what this trail expansion may look like.

THE OVAL

Emerging from the collaborative effort was an

SOUTHEAST LOOP

agreement on where the focus of future visioning, planning, and implementation should focus. High

REGIONAL CONNECTIONS

priority was put on improving neighborhood access to existing trails and connecting the existing trails to nearby parks and business districts, since the large majority of the 92 trail miles that existed at the time were primarily along rivers and streams that

270

run north and south. Additionally, the Master Plan included sections outlining the desire to improve

270

trail safety through additional signage and education

programs, expand bike-share and bike maintenance

315

facilities throughout the network, and improve east-west connectivity to compliment I-670, which

670

is the only true east-west connection in the existing

transportation system. COG used all of this input as a basis for their vision of

270

the overall greenway network. This network, as part of the Columbus Recreation and Parks Department’s

five-year plan, looks to build 17 trail projects which will offer a new way to experience Central Ohio’s parks, neighborhoods, culture, and scenery. Of these

Overall proposed COG loop map Loop Implementation Framework • 59

BIG RUN LOOP A trail comprised of rivers and rails; the cross-section of recreation and transportation. The northern section of this loop consists of sections of the Camp Chase Trail and the Scioto Trail with

Quick Facts

existing park spaces along the Scioto River. This existing trail infrastructure are multi-use paths that are considered Rail Trails as listed in our classification system. The Camp Chase Trail section runs alongside an active rail and offers users a combination of nature and urbanity. Camp Chase is part of US Bicycle Route 50. The Scioto Trail section is a Natural Path Trail and includes access points for users who kayak, canoe, or fish.

WHERE Downtown, Hilltop, Franklin Twp, Southwest Columbus LENGTH 21 miles CHARACTER Natural, neighborhood-focused DESTINATIONS Scioto River, Big Run Park, Scioto Audubon Metro Park, Lou Berliner Sports Park, Battelle Riverfront Park, Bicentennial Park USERS

60 â&#x20AC;˘ Loop Analysis

315

270 40

71 62

270

Existing Trail Proposed Trail 1

Mile Loop Implementation Framework â&#x20AC;˘ 61

BIG RUN LOOP The southern section of this loop would extend the smaller Big Run Trail sections on Georgesville and Alkire Roads west and east and would provide a continuation of the Scioto Trail at its current terminus at Frank Road. A majority of this section would be a Natural Path Trail along the Scioto Big Run, with the southwest section utilizing existing infrastructure from Derby Hill - Big Run Park.

Significant Features The Big Run Loop provides a significant connection for a variety of parks and neighborhoods within the southwest quadrant of Columbus, including the Scioto River, Uptown District, and East Franklinton. The existing portion of the future Big Run Loop utilizes both the Lower Scioto Greenway and Camp Chase Trail. The portion of the Lower Scioto Greenway included in the proposed Big Run Loop is located on the east side of the Scioto River and

Existing signage and bike crossing

connects the Berliner Sports Park, Scioto Audubon, and Battelle Riverfront Park. Camp Chase connects the proposed loop with the Hollywood Casino and its surrounding commercial district. A large attraction for the proposed loop connection is the Scioto Big Run, a stream that runs east-west between the ends of the Camp Chase Trail and Lower Scioto Greenway. The stream runs mostly parallel with Clime Road and Frank Road and connects with roughly 10 individual neighborhoods south of the Hilltop and north of 270. Another destination located along the Scioto Big Run is the Derby Hill-Big Run Park, a 241-acre park that is host to wetlands, trails, playgrounds, picnic areas, and soap box derby events. Further east down the stream are several educational institutions, most notably Franklin Heights High School and Briggs High School just north of Clime Road. 62 â&#x20AC;˘ Loop Analysis

Existing on-street bike facilities

315

SHORT NORTH

GRANDVIEW HEIGHTS 70

Battelle Riverfront Park

Westmoor Park

270

Hollywood Casino Commercial District

Bicentennial Park

Wilson Road Park & Trailhead

Scioto Audubon Metro Park

Camp Chase Confederate Cemetery Franklin Heights High School 71

H I L LT O P

Lou Berliner Sports Park

Derby Hill Big Run Park

270

G A L LO W AY

SOUTH COLUMBUS

GROVE CITY

Existing Trail Proposed Trail 1

Mile

270

Park/Open Space Commercial/Retail Community Assets Loop Implementation Framework â&#x20AC;¢ 63

BIG RUN LOOP Challenges & Opportunities A major challenge within the Big Run Loop is wayfinding within the neighborhood context. The loop surrounds the spacious neighborhood of

Existing Broad St. cross section

Hilltop, but navigating throughout the neighborhood can be a challenge as it is not widely publicized that there is a trail surrounding the area. To somebody unfamiliar with the area, it may seem that a relationship between the loop and the surrounding neighborhood is nonexistent, which could lead to

Proposed Broad St. cross section with added bike infrastructure

minimal usage of the loop. An additional challenge to physical development for the loop is the required environmental assessment for any construction projects. While necessary, environmental assessments can be timely and costly procedures. Much of the loop crosses street intersections between different park spaces, leading to the potential need to invest in elevated pathways or tunnels to cross to increase pedestrian and bicyclist safety. Although there are challenges with the Big Run Loop, each challenge provides a wide array of innovative opportunities and partnerships. The location of the loop connects to the 62 corridors, Rhodes Park, Greenlawn Cemetery, Franklinton, and approximately 6 access points to the Scioto River by way of Central Ohio Blueways. Columbus Recreation and Parks Department oversees the vast majority of Big Run Loop.

Loop Vision Ultimately, we intend this trail to be the perfect marriage between a commuting route and a leisure destination. The trail serves both as a connection to downtown for residents in Columbus’s southwest neighborhoods and to nature found along the Scioto Big Run and within Derby Hill Park for those coming from the center of Columbus. Because of this, we envision a “river and rails” identity for the loop. While this picks up on the basic identifiers of the loop - the Scioto River, Scioto Big Run stream, and the various railways along Camp Chase - it also nods at the combination of both nature and transportation found throughout the loop. Transportation will be encouraged through building out existing onstreet infrastructure to connect the loop to various destinations and commercial corridors found within the proposed loop. Further identity can be created through the incorporation of rail and train-related public art, as well as creative design efforts for features such as seating and waste receptacles.

64 • Loop Analysis

Implementation For Big Run Loop, we suggest that implementation starts with the connection of Camp Chase Trail to the existing trails in Derby Hill - Big Run Park. As an initial connection, the on-street bike infrastructure on Clime Road between Georgesville Road and the Big Run bridge can serve as a temporary connector as easements are obtained along the Big Run north of Clime. Once the easements are obtained and this portion of trail is built, it should connect to the rest of the trail via the existing MUP along the east side of Georgesville Road. We suggest that points of crossing are located at the west side of the Big Run bridge and the north edge of the Clime and Georgesville Road intersection. Initially, these should be painted crossing paths with appropriate wayfinding and safety signage, since it seems this portion of Clime Road has been recently improved. There is an opportunity to utilize pavers or other identifying material for the crossings to alert drivers that there is a change in their environment. The portion of the trail west of Georgesville Road that connects to the existing Camp Chase Trail will

Associates. The trail would then cross the Big Run within the River Pointe Housing Parcel to connect to both the Camp Chase Trail and the corner of Eatonia Place and Hambrick Street. The connection to these streets should also be made if the first option is implemented. Considerations We suggest key engineering considerations for bicycle and pedestrian facilities, as our visioning includes both leisure and transportation goals for this trail. Strong, innovative design should be considered when constructing the crossings for this trail, especially near the bridge along Clime Road that crosses over the Big Run. Another aspect for this specific portion of the Big Run Loop would be the use of bicycle and community programming. This programming could include events located in Derby Hill - Big Run Park that promote the use of the connected trail. This could include education through organized rides from the park to Downtown locations to educate users on how to safely and efficiently use both the new portion and existing portions of trail. • Engineering: New bicycle and pedestrian facilities

require easements from Ashton Square Associates,

with new crossing infrastructure on roads that

River Pointe Housing LLC, and potentially AI Limited.

cross over the Big Run

We are proposing that the trail immediately cross

• Encouragement: New bicycle and community

the Big Run, since there is more room for the trail

programming to promote trail use and educate

along the northern edge of the Big Run. Depending

users on how to safely and efficiently use new and

on the available space and cooperation of River

existing portions of trail

Pointe Housing, the trail could continue along the northern edge of the Big Run until it connects with the Camp Chase Trail. Alternatively, depending on space, the trail could run along the southern edge of the Big Run, which would keep the trail within the Georgesville Green Parkland parcel and remove the need for the easement from Ashton Square Loop Implementation Framework • 65

FRANKLINTON LOOP This trail will be a meeting place of art, science, history, and recreation for the Franklinton neighborhood and the Central Ohio region. The Franklinton Loop is designed to encircle the neighborhood of Franklinton to the north and east

Quick Facts

of Interstate 70. The Scioto River and associated Lower Scioto Greenway form the eastern boundary of the Franklinton Loop. Approximately two miles of trail already exist in this stretch immediately along the River. The proposed additional trail mileage will extend the current trail westward on both the north and south sides of Franklinton in a partially elevated and separated trail facility. The Loop will aim to serve both current residents of the area, as well as new residents that are expected to arrive in the Franklinton neighborhood as a result of increased economic investment and new developments. At present, there are approximately 10,000 residents within a half-mile of the Loop. According to Longitudinal Employment Household 66 â&#x20AC;˘ Loop Analysis

WHERE Franklinton LENGTH 3 miles CHARACTER Urban, waterfront, and industrial DESTINATIONS Scioto River, Genoa Park, COSI, Dodge Recreation Center, Gladden Community House USERS

315 670

670

315

Ave 71

Ave 70

Existing Trail Proposed Trail 0.5 Miles Loop Implementation Framework â&#x20AC;˘ 67

FRANKLINTON LOOP Dynamic (LEHD) data from 2015, 58,000 individuals are employed within a half-mile of the proposed Franklinton Loop. Of this number, 17 percent are younger than the age of 29, 60 percent are 30-54 years of age, and 22 percent are over the age of 55. Additionally, 66.3 percent of these individuals earn more than $3,333 per month. Public administration, professional scientific and technical services, and finance and insurance make up the top three industries of the workforce with 30.8, 12.2, and 11.2 percent, respectively.

Lowest

The new developments of the Franklinton

Highest

Neighborhood contribute to a uniquely modern and artistic energy. The Franklinton Loop was inspired by this energy and is designed to increase accessibility while also providing a functional commuter trail. As

LEHD map of residents who live within a half-mile of trail

a trail on the edge of impressive views of Downtown, the elevated portions of the Franklinton Loop will provide new viewpoints from which the skyline can be seen. The Loop will also create a quick and efficient method by which people can circumvent the neighborhood on their way to particular destinations, minimizing interactions with vehicular traffic.

Significant Features One of the Franklinton Loop’s most inviting features is its proximity to Downtown Columbus. Just across

Lowest

the Scioto River from Downtown, the Franklinton Loop boasts beautiful views of the City’s skyline

Highest

along the riverfront at Genoa Park. Additionally, the Franklinton neighborhood has become a hub of urban revitalization, with businesses finding inviting spaces for their workplaces.

68 • Loop Analysis

LEHD map of residents who work within a half-mile of trail

GRANDVIEW HEIGHTS 315 670

ARENA DISTRICT

670

Lower Lights Christian Health Center

Veterans Memorial

Genoa Park

The Nest Theatre Gladden Community House

COSI Boys & Girls Club 62 Town Street

315

Mount Carmel Hospital

Restaurants & Bars

Columbus Metropolitan Library

Ave

Dodge Recreation Center 71

Ave 70

BREWERY DISTRICT

SOUTH FRANKLINTON

Park/Open Space

Existing Trail Proposed Trail

Commercial/Retail

0.5 Miles

Community Assets Loop Implementation Framework â&#x20AC;¢ 69

FRANKLINTON LOOP Simultaneously, Franklinton remains home to an economically diverse population and critical community resources such as the Dodge Recreation Center and Gladden Community House. Collectively, these features contribute to a distinct urban identity that lends the Franklinton Loop to a variety of users.

Challenges & Opportunities One of the critical challenges of designing the Franklinton Loop is the barriers created by 315, which runs North/South and divides Franklinton in two. This physical division also reflects a barrier between lower income single family housing residents on the west side of the highway and higher income apartments and businesses on the east side of the highway. Design of the Franklinton Loop took this challenge into consideration so that the Loop could serve as a bridge between populations and as a connection to

View looking west on West Broad Street in Franklinton

additional resources and downtown. An additional challenge lies in the fact that while Franklinton is close to many locations, it does not have the best accessibility to those locations. Specifically, Franklinton is within two miles of downtown, the Brewery District, and the Arena District but lacks safe and direct connections to those destinations. The greatest challenge in approaching the Franklinton Loop, as with many of these trails, is identifying the balance between â&#x20AC;&#x153;dreaming bigâ&#x20AC;? and finding a more practical solution for generating multi modal facilities in Franklinton. Transforming unused railroad that is still owned by the railroad company into a desirable destination for a variety of users proves to be a difficult task to implement.

Existing Lower Scioto Greenway 70 â&#x20AC;˘ Loop Analysis

While assuming this â&#x20AC;&#x153;dream bigâ&#x20AC;? approach would

but also with its history of the 1913 Flood and the

required significant dedication and resources

devastation experienced as a result. The Franklinton

from the City of Columbus, the result would be a

Loop can provide a place to reflect on this unique

unique and state-of-the-art trail facility that would

history.

contribute to economic growth for the Franklinton

Finally, the Franklinton Loop can serve as a place for

neighborhood.

community to come together, with portions of the Loop opening up to night markets and additional

In addition to the possibility for economic growth as a result of implementation of the Franklinton Loop, there are also several other opportunities for ths Loop. The Franklinton Loop has the potential to connect to the larger Big Run Loop, which encircles the Franklinton Loop, as well as to the Scioto Audubon Metro Park across the River. Adding an additional pedestrian/bicycle bridge across the Scioto River can help connect the Franklinton neighborhood and its residents to additional resources across the river and beyond. Franklinton also consists of many alleyways that have the potential to be used for trail facilities.

Loop Vision

Existing rail corridor through Franklinton

The Franklinton Loop will be a meeting place of art, science, history, and community. Franklinton is home to a unique artist community that can lend itself to creating a distinct brand and identity for the Loop. Local artists can inspire the logo and create art installations along the Loop. Additionally, COSI provides a strong youth-oriented science education program that can be incorporated into the Loop. The Loop can serve as a source of education related to green infrastructure and sustainable energy. Franklinton also has a unique and storied history starting as the first settlement of Franklin County,

Existing sightlines of Downtown Columbus from Franklinton

FRANKLINTON LOOP transportation to and from breweries and festivals.

street separated facilities, and be a picture perfect

Ultimately, the Franklinton Loop will be a meeting

area critical for marketing the Loop and Franklinton

place for a diverse mix of people and events.

as a whole.

Implementation

Considerations

The primary approach of implementation for the Franklinton Loop should be connecting the trail with the surrounding neighborhood as to provide a walkable and bikeable transit network that increases both access and connectivity. Due to the recent development along Broad Street and the central role it plays in connecting the rest of Franklinton to Downtown, the Hilltop, the Arena District, and the Big Run Loop, we recommend that this segment is prioritized during the development of the Franklinton Loop. Engineering challenges may be caused by adding the suggested facilities, but as the backbone of the loop, these facilities will supply a true transportation purpose to residents. This connection is furthered in value due to proximity to the Gravity and Gravity 2.0 development, as well as the CoverMyMeds main campus via Souder Road. We are proposing grade-separated bike lanes along Broad Street, and that bike boxes, bicycle traffic lights, and modifications to traffic signal phasing should all be considered by transportation engineers to help create the safest bike experience. Additionally, for the feature path section that runs along an elevated Franklinton active rail line, we predict acquisition of right-of-way from CSX Transportation or provisions to protect pedestrians and protect CSX from liability could be difficult hurdles. We are including this section in our final proposal because we believe in the potential for that the space to host local programming, supply off

72 â&#x20AC;˘ Loop Analysis

For the Franklinton Loop, we identified the areas of engineering, equity, and encouragement to be crucial aspects to consider to ensure short- and longterm success of both the trail and the residents and businesses of Franklinton. Due to the loop including a large amount of on-street facilities, safe right-of-way and intersections will be key to convince interested but concerned riders to use new bicycle facilities. These concerns are best addressed through the use of engineering considerations. Aside from the physical interventions, understanding what potential impacts a successful Loop can have on the local residents, the local economy, and equity could not be overlooked or understated. Planning for those changes can help fight rent inflation and gentrification in the area. From our research and outreach, we found that when Community Benefit Agreements between community coalitions and developers exist prior to trail expansion, it gives community members influence over future

development, as well as tools to increase local wages and to fight rising rent. Programming along the trail should be utilized to encourage walking and biking within the neighborhood. Franklinton is well-known as an arts district. Utilizing the creativity of local artists, the Loop has potential to create more public space for Franklinton residents, as well as being a hub for

Proposed greenway infrastructure on West Broad Street

outdoor public events. The influx of artists moving into the neighborhood provides an opportunity to utilize those local talents for meaningful additions to the proposed Franklinton Loop. The possibility of an art competition for artists to design trail facilities would not only increase notoriety of the project but include the community in the process. â&#x20AC;˘ Evaluation: Prioritize loop due to recent

Proposed greenway infrastructure along raised rail corridor

development along Broad St. - Gravity, Gravity 2.0, CoverMyMeds main campus - and connections to Downtown,the Hilltop, the Arena District, and Big Run Loop

Loop Implementation Framework â&#x20AC;˘ 73

LINDEN GREEN BELT This trail will be a passage for recreation and leisure as well as a key mobility option for the neighborhood, opening up new opportunities for active transportation. The Linden Green Belt is projected to serve as a north-south connector within the Linden

Quick Facts

neighborhood with the exciting potential to link together a vast amount of land uses via active transportation. The loop has a length of approximately 8.34 miles, beginning in Cooper Park and running south, ending at Maloney Park at Joyce Avenue and 17th Avenue. These two parks, along with the Columbus Soccer Fields, serve as easy access points to the trail, as well as a starting point and destination. The loop runs roughly parallel to the existing Alum Creek Trail to the east and connects to the latter at its endpoints. There are also other potential locations for the two trails to connect and thus enhancing the relationship between them. One unique historical aspect about the proposed trail is its former identity as a part of Columbusâ&#x20AC;&#x2122;s railroad network. 74 â&#x20AC;˘ Loop Analysis

WHERE Linden neighborhood LENGTH 8 miles CHARACTER Historic, industrial, residential, and commercial DESTINATIONS Cooper Park, Maloney Park, Columbus Public Library, Northern Lights Shopping Center USERS

270

161 161

161

Existing Trail Proposed Trail 1 Miles

270

670

Loop Implementation Framework â&#x20AC;˘ 75

LINDEN GREEN BELT Railroad tracks once filled the vacant land where

Bus ridership data can also be used to understand

the proposed loop is meant to take place, revealing

mobility trends and patterns for a large portion

a legacy of transportation service along the route.

of Linden residents. Utilizing COTA’s ridership

The presence of the railroad right-of-way enables

numbers can identify not only popular bus stops,

the loop to run within a close proximity to industrial,

but common destinations within the neighborhood

residential, and commercial land uses.

as well. This can assist in identifying potential priority connections from the trail to those key areas.

Demographic data from within half a mile of the loop

Several different bus routes lie within half a mile

can give insight into the needs of the community

of the Linden Loop and are classified as frequent

and the opportunities for the loop to provide. All

(arriving every 10-15 minutes) or standard (arriving

data was pulled from ESRI’s 2018 demographic data

every 30 minutes). Notable standard lines that run

and conducted within a half-mile buffer. The area

near the loop are Lines 6, 35, and 11, which travel

contains a population of 42,428 and a median age of

on Cleveland Avenue, Westerville Road, and Joyce

33. According to ESRI’s projections, the population

Avenue, respectively. The CMAX, a frequent service

is expected to increase to 44,565 between 2018

line primarily serving the Cleveland Avenue corridor,

and 2023. In addition, the population density is

is COTA’s flagship bus rapid transit line that, along

higher towards the northern end of the loop. Median

with Line 6, provides the bulk of the ridership within

household income in the area is $35,506, which is

a half-mile of the loop. The stops with highest

on the lower end compared to the rest of Columbus.

weekday ridership (boardings plus alightings) are

The median income per block group decreases

the stop pairs at Cleveland at Morse (CMAX & Line

while travelling south on the loop. Additionally, the

6), Cleveland at Huy (CMAX & Line 6), and the single

proportion of homeowners and renters with no

stop at Morse and Cleveland (Line 34). Data was

vehicles is 17.7%, while those with exactly 1 vehicle

pulled from COTA’s Automated Passenger Count

comprise 45.4%. From this statistic, we can see that

system from the September 2018 trimester.

over half of the total number of households within a half-mile radius possesses 1 vehicle or less, with the majority of these correlating with lower-income portions. Lastly, there are 1,123 total businesses within the area and 11,685 total employees. The top employers in the area are the Davey Tree Expert Company on Westerville Road (40), Innis Elementary School on Kohr Boulevard (55), Ohio Steel Industries on Ferris Road (80), and Calypso Logistics on Innis Road (63).

76 • Loop Analysis

270

161 161

161

F O R E S T PA R K EAST

Existing Trail Proposed Trail 1 Miles

Columbus Metropolitan Library

EASTON

270

Northern Lights Shopping Center

Innis Park

NORTH LINDEN

Columbus Metropolitan Library Mock Park

NORTHEAST COLUMBUS

270

670 Park/Open Space

Maloney Park

Commercial/Retail Community Assets Loop Implementation Framework â&#x20AC;¢ 77

LINDEN GREEN BELT Significant Features The existing assets, amenities, and land uses around the Linden Green Loopâ&#x20AC;&#x2122;s route contribute to the trailâ&#x20AC;&#x2122;s potential role of accessibility over recreational purposes. Unlike the adjacent Alum Creek Trail, the Linden Loop does not run alongside quite as much vegetation, forests, or waterways. Although there

of small businesses, grocery stores, pharmacies, and money wiring services. In addition, the trail lies adjacent to a variety of community services and religious gathering places along these major corridors such as the Columbus Metropolitan Public Library, New Salem Baptist Church, and Masjid AlSahaba.

are some parks that serve as entry points for the loop, it seems that the loop does not quite serve as a connector of open spaces like the Alum Creek Trail does. Instead, a variety of residential, commercial, and industrial land uses lie in close proximity and thus bring the trail closer to the routines of everyday life. Therefore, just as parks, parklands, creeks, and golf courses construct a heavy recreational feel to the Alum Creek Trail, the land uses around the Green Loop may potentially contribute to a hybrid identity of function and enjoyment. The prospective Linden Loop displays the potential to link together a variety of land uses. The trail provides direct service to several open spaces in its

Existing Alum Creek Trail

span, including Cooper Park north of 161, Columbus Recreation & Parks Soccer Fields, and Maloney Park on 17th Avenue. The facilities on these parks include basketball courts, spaces for picnicking, playgrounds, soccer fields, gazebos, and more. Many residential neighborhoods run along closely to the trail, with the largest of them including Minerva Park, Greenhill Village, and Capital Park apartments. For residents in these neighborhoods, the trail has the potential to be a nearby asset. The loop also serves as a connector for commercial activity, with several larger destinations including the Alum Creek Plaza and the Northern Lights Shopping Center and smaller ones including Amos Center and Banadir Mall on Cleveland Avenue. These plazas contain a variety 78 â&#x20AC;˘ Loop Analysis

Maloney Park in Linden

Challenges & Opportunities A key area of opportunity but also potential challenges is the Linden Loopâ&#x20AC;&#x2122;s connection to the neighboring Alum Creek Trail. Linking these two loops would be aligned with the vision to create a more interconnected network of trails in Columbus. One area that should be worth considering is a potential crossing at Westerville Road around 1400 feet south of Cooper Park. This connection could potentially cut through the north alleyway of Alum Creek Plaza and enjoin the Alum Creek Trail at James O Casto Park soccer fields. This connection would not only provide access to another open space, but to the businesses within the Alum Creek Plaza as well, most notably the Iron Pony Motorsports store. The main obstacle for achieving this is the necessity of easements on industrial and commercial property on both sides of Westerville Road. Another opportunity would link the Columbus Recreational Soccer Fields with the Alum Creek Trail via Valley Park Avenue. This would likely be more feasible to achieve, as a trail crossing at Westerville Road and Valley Park Avenue already exists, as well as horizontal trail connectors south of the soccer fields and north of Parkridge Park. Most likely, only signage permits will be needed for travelers entering and travelling along the sidewalk on Valley Park Ave. A lack of pedestrian amenities within the existing infrastructure can prove to be a challenge for the maneuverability of the trail in its connections. Crosswalks, traffic signs and signals, and sidewalks are essential for the safety of those participating in active transportation. Currently, there are no crosswalks or signs on the roads where the loop intersects. Priority should be given to providing these amenities on major roads including ADA ramps when necessary,

crossing lines, and possibly stop signs. Where these amenities cannot be provided feasibly, reroutes utilizing existing crosswalks should be considered. Several examples of this include the crossings at Morse Road, State Route 161, and Westerville Road. Morse Road is one of the busiest corridors in the city and has a speed limit of 45 mph with six lanes at its intersection with the Linden Loop. It seems that a reroute to the east would be most likely for this situation, as the crosswalks at Morse and Chesford Road are located 190 ft and 235 ft from the trail on its north and south entrances, respectively. Westerville Road is a interesting crossing where the trail intersects the road at almost a 20 degree angle from the north. Intersecting a four lane, 45 mph road, the trail would almost certainly need to travel along the road and utilize a safer location to cross. This would be challenging because of a lack of sidewalks on the road. In regards to Route 161, an underpassage will be needed, similar to the Little Turtle Loop.

LINDEN GREEN BELT Loop Vision The Linden Loop has the opportunity to be an exciting complementary touch in the Northeast Columbus community. Its introduction as a consistent active transportation option, as well as a provider of improved accessibility, will provide additional credibility to Linden’s name and a reason to be proud of the neighborhood. The identity of the loop can be established and solidified with creative branding and signage where necessary. With its proximity to neighborhoods, businesses, parks, and other land uses as mentioned before, the loop can be marketed as an intimate and friendly neighbor to many of Linden’s inhabitants. Greater access between land uses that the loop provides may encourage the intersection of members of different demographic categories such as nationality, age, and profession. In addition, the identity of the trail can be seen as an “escape” from busy main corridors while encouraging exercise and activity. While the amount of open spaces may be not be as high as other loops, there are opportunities for the possible inclusion of new open spaces as a result of frequent use of the trail.

Implementation

The first recommended step would be to examine the crossing of the trail and Route 161. Due to the elevation and structure of the road, an underpass would be needed to ensure a safe and direct crossing and would require engineering expertise and creativity. Next would be to examine the feasibility of potential connections to the Alum Creek Trail. As discussed in the challenges and opportunities section above, two potential options exist north of Morse Road: one at James O Casto Park, and the other at Parkridge Park. The first option would involve securing right-of-way west of Route 3 and along the alleyway on the northern edge of the Alum Creek Plaza. Additionally, pedestrian amenity options should be considered for safe passage across route 3. The second connection is a much more feasible option as mentioned above, due to the existence of a trail crossing across Route 3 and horizontal trail connectors already. Therefore, creative options for signage should be considered that fit the theme of Columbus’s trail network and effectively guide travelers through the residential neighborhood on Valley Park Avenue. Considerations The Linden Loop, although primarily adapting foundation and land once home to active commuter

It is recommended that the optimal place to begin

rail, has significant engineering considerations that

implementation would be to focus on the northern

must be addressed for the trail to return to its roots

portion of the trail. This would be an approximately

as a thriving transportation corridor. Throughout

2.3 mile stretch starting at Cooper Park in the north

Linden, key connections between the linear rail

and ending at Morse Road to the south. This portion,

lines and surrounding greenspace, amenities,

if implemented, would likely be a microcosm of the

and bus stations will take significant engineering

trail as a whole due to the variety of surrounding land

considerations of multiple options in order to

uses such as plazas, schools, bus stops, parks, and

best service the patrons using the trail for either

neighborhoods. It also features intersections with

transportation or leisure. The trail crosses the major

major corridors and relatively simplistic connection

roads of Morse, Westerville and US Route 161 at

opportunities with the Alum Creek Trail. 80 • Loop Analysis

locations where existing intersections, sidewalks,

An added benefit to implementation of the Linden

or crosswalks do not currently exist. Before a final

Trail Loop is better access to green spaces that

design is decided upon, a traffic impact study

span along the proposed path. Parks with a variety

should be performed to see how traffic signal

of recreational facilities lie along the trail such as

timing changes, additional pedestrian and bicycle

Cooper Park, Maloney Park, and the Columbus

crosswalks,or other possible solutions will best suit

Recreation soccer fields. In addition, connection to

the intersections between the street network and the

James O Casto Park, Parkridge Park and the Alum

proposed Linden Greenbelt.

Creek Trail would give Linden residents safer access and quicker connections to recreation facilities

The primary approach of implementation of the

east of Route 3. Studies over a 30-year period in

Linden Loop should be its connectivity with the

communities, neighborhoods, housing projects and

surrounding neighborhood and its amenities. As a

prisons show that when landscaping projects are

neighborhood poised for economic intervention,

promoted, there is a definite increase in self-esteem

Linden would be remiss to not take advantage of

and a decrease in vandalism. Additionally, parks and

the impact this loop could have on the community.

green spaces have been found to be second only to

Several bus stops located off of the proposed trail

education in residentsâ&#x20AC;&#x2122; perceived value of municipal

loop see a heavy amount of ridership, most notably

services offered.

the northbound and southbound stops located on Cleveland Avenue and Morse Road, totaling 93 boardings per day and 235 boardings per day respectively. Because of high bus ridership in the area, completion of this proposed trail loop would provide residents with safe access to local businesses and help uplift the community by increasing foot and bike traffic to local establishments. This would make travel to key locations like the Columbus Metropolitan Library safer and more efficient.

Loop Implementation Framework â&#x20AC;˘ 81

LITTLE TURTLE LOOP This trail is envisioned to not only serve the adjacent residents in Northeast Columbus but anyone in Central Ohio seeking to enjoy a scenic, beautiful walk or ride. The Little Turtle Loop is located in northeast Columbus, with Westerville to the north and

Quick Facts

Gahanna to the south, and contains four main trail sectors which run through different areas. The western sector, the most important sector, is the Big Walnut Trail connector, following the Big Walnut Creek from the Westerville portion until Cherry Bottom Park, where the northern sector of the Oval Loop takes over as the connector to the Gahanna portion. The southern sector crosses Cherry Bottom Road and goes through Blendon Woods to East Dublin-Granville Road. The eastern sector, part of which is completed, crosses Dublin-Granville and runs along Ulry road until Central College Road.

82 â&#x20AC;˘ Loop Analysis

WHERE Northeast Columbus LENGTH 9 miles CHARACTER Primarily residential, runs through natural and low-density residential areas DESTINATIONS Hoover Reservoir, Blendon Woods Metro Park, Inniswood Gardens Metro Park USERS

270

161

270

Existing Trail Proposed Trail 0.5

Miles Loop Implementation Framework â&#x20AC;˘ 83

LITTLE TURTLE LOOP Finally, the northern portion runs along Central College from Ulry to the Big Walnut connector. With the exception of the aforementioned portion of the eastern sector, the loop is largely incomplete, with the only existing access point at the moment being the Westerville portion of the Big Walnut Trail. The Little Turtle Loop will provide access to 11,600 residents living within a half-mile of the trail, with the median income for these residents ranging from $37,000 to $121,000. Parklands and residential neighborhoods make up the majority of the loopâ&#x20AC;&#x2122;s physical character and user base regarding origin and destination. In line with these details, the Little Turtle Loop will primarily serve as a recreational trail system. Because recreation is valued over serving as a means of commuter transportation, major employers within the immediate area of the loop are bears little significance compared to other, more urban trails in the COG network. Despite this, the loop is within close proximity to multiple churches, including the Scriptural Study Center near

Significant Features The highlights of the Little Turtle Loop are primarily parklands and water bodies, which are located either within or adjacent to the loop perimeter. The most important feature of the Loop is the Big Walnut Creek, which runs along its western portion. This western segment of the Little Turtle Loop serves as a connector between two separate segments of the Big Walnut Trail, one segment located in Westerville and the other in Gahanna, creating the continuity that COG aims to achieve in its implementation. The other notable body of water present near the Little Turtle Loop is Hoover Reservoir, located in east Westerville and sitting to the north of the loop. The Reservoir is home to multiple boating and sailing events, including the Hoover Regatta and Columbus Fall Classic, and a 4,700 acre park on the east side with a 27-hole disc golf course. The walkway constructed atop the eponymous Hoover Dam, which provides an overlook of Big Walnut Creek, is also a notable draw for the Reservoir area.

the southern sector and the Columbus Eastwood Seventh-Day Adventist Church in Westerville; the Wyandotte Winery, also near the southern sector; and the Sunbury Plaza shopping center, located near the western sector. The construction of residential developments along Ulry Road have served as a starting point for construction on the loop, as demonstrated by the completion and continued development of a portion of the eastern sector. Once these developments are completed, it is expected that the population of these developments will provide an expanded user base for the loop, and as a result generate further interest in its use upon its completion. Existing leisure path in Westerville 84 â&#x20AC;˘ Loop Analysis

WESTERVILLE Hoover Reservoir Park Inniswood Metro Gardens

270

The Golf Club at Little Turtle Sunbury Plaza

161

EASTON Blendon Woods Metro Park

270

Wyandot Winery Cherrybottom Park

Existing Trail Proposed Trail 0.5

Park/Open Space Commercial/Retail Miles Loop Implementation Framework â&#x20AC;¢ 85

LITTLE TURTLE LOOP Outside of Hoover Reservoir Park, the Little Turtle

Another challenge is the portion of the trail that

Loop provides access to multiple other parks within

runs parallel to Big Walnut Creek between Hoover

the trail area. Located northwest of the loop is

Reservoir and Ohio State Route 161. A major tract

Inniswood Metro Gardens in Westerville, a 123-acre

of land, temporarily named Shafer Park, has been

botanical garden and nature preserve known for its

bought by the City of Westerville and the City of

wide variety of plant species. Located southwest of

Columbus. This allows for the beginning of the

the loop is Cherry Bottom Park, a sanctioned but

trail to begin to be built by the City of Westerville.

nearly inaccessible park along the Big Walnut Creek

Nevertheless, although an easement along the river

that would benefit from the construction of the

has been granted by the Golf Club at Little Turtle,

Big Walnut connector. The most notable parkland,

recent ownership changes of the club could alter

however, is the Blendon Woods Metro Park, which

the easement, which would produce a setback to

the southern portion of the loop runs through. Sitting

this portion of the project. These portions will also

at 653 acres with one-sixth of its total size dedicated

be susceptible to flooding, which is an additional

to a wildlife refuge for waterfowl, Blendon Woods is

challenge for users. If the plan to place the trail along

perhaps the biggest destination point along Little

the river falls through, the option of having the trail

Turtle Loop. The Golf Club at Little Turtle, a private

cross the neighborhood between Shafer Park and

country club located within the loop, is also a notable

the potential underpass below State Route 161 will

location within the loop’s vicinity, in spite of its limited

need to be explored. Discussions with residents and

user base among the trails’ potential audience.

community leaders will need to be had in order to determine the feasibility of this idea. In either case,

Challenges & Opportunities

the goal is for the trail to pass underneath State

One of the challenges for this loop is that multiple

Route 161. This underpass will require significant

urban jurisdictions and organizations are implicated

investment and creative engineering.

and will have to work together to make this trail a reality. The City of Westerville, the City of Columbus,

Another challenge is the potential creation of new

Metro Parks, the Ohio Department of Natural

crossings on Cherry Bottom Road and Ulry Road.

Resources, private investors, etc. will need to devise a

In partnership with private developers, a portion of

funding strategy, agree upon segment prioritization,

the trail south of State Route 161 will be created,

and orchestrate construction efforts if this trail is

connecting the underpass with Cherry Bottom

to materialize. This challenge, however, creates a

Road, north of Cherry Bottom Park and Gould Park

unique opportunity for COG to step in and act as

neighborhood. In order to connect the trail with

the connector among all these organizations. It also

Blendon Woods Metro Park some sort of crossing

creates amazing opportunities for the public to enjoy

will need to be created, which could be problematic,

diverse public amenities such as Hoover Reservoir,

given the fact that the portion of Cherry Bottom Road

Inniswoods Park, and Blendon Woods.

in question is a relatively fast curve (35 mph) without stops until it reaches Morse Road. Blendon will also have to create a new entrance in order to line up this

86 • Loop Analysis

trail to their internal network. Another option is to have the trail go further south along Cherry Bottom Road and create a crossing where the side entrance to Blendon currently is. This entrance would also have to be made operational since it is only open during certain times of the year. Another problematic crossing would be the bridge over State Route 161 on Ulry Road. This bridge is quite narrow and a lane would have to be taken up if a safe trail is to be created. A final challenge presented by this trail is creating a connection from the portion of the loop crossing Cherry Bottom Road to the existing Big Walnut Creek Greenway. The aforementioned greenway ends abruptly when encountering Morse Road from the south along the river. One option is to have the trail go along Cherry Bottom Road all the way

Existing State Route 161 underpass

south, crossing Morse Road and connecting to the Greenway. Another option is having the trail go south on Cherry Bottom Road, enter Cherrybottom Park and cross Big Walnut Creek over to City-ofColumbus-owned Hap Cremean Water Plant. Going south along the river on the Water Plantâ&#x20AC;&#x2122;s property, the trail would cross over the river once again and cross Morse Road, connecting to the Greenway. However challenging, if this connection is accomplished, the Little Turtle Loop could provide opportunities for connections with other loops in the COG network, providing residents in the area a safe transportation route to other sectors in the city.

Big Walnut Creek Loop Implementation Framework â&#x20AC;˘ 87

LITTLE TURTLE LOOP Loop Vision The area between Hoover and Blendon has come to be known as Little Turtle, which immediately gives residents and non-residents alike an idea of the area in view. Our belief is that this name should be retained, given that it already provides strong and positive connections to the area. The identity of the trail is primarily recreational, connecting important amenities in the area. Given its recreational nature, it will be important to emphasize this as a strength of the trail and as an integral part of its identity and branding. Marketing the trail as a way to escape from the business of urban life and get to enjoy public parks readily available to residents is a way to draw users into this loop. Nevertheless, given current use of each of the important amenities in the area, it will not require much effort to draw users to enjoy the loop.

Implementation After examining the full extent of the loop, it is our implementation recommendation to focus on the western portion of the trail. The ideal scenario envisions creating a relatively straight north-south path along the river. We chose to focus on this portion of the trail because it most directly connects the major attractions of the trail: Hoover Reservoir, Blendon Woods Metro Park, and Inniswood Gardens. Additionally, the intensely recreational and scenic nature of this portion of the trail has the potential to give the area tremendous character and high levels of ridership. Finally, most of the land along the river has already been bought, easements have been obtained, or is undeveloped land. There is a strong case to secure an easy victory on this section of the city, creating a strong trail with tremendous potential and showing the public what COG is capable of. 88 â&#x20AC;˘ Loop Analysis

The first step is to create a bike path starting at the intersection between Sunbury Road and Central College Road, connecting the Little Turtle Loop to the already existing Big Walnut Trail, which leads to Hoover Reservoir, and Chipmunk Chatter Trail, which leads to Inniswood Gardens. This bike path would go eastward along Central College before it encounters Big Walnut Creek, where it will enter Shafer Park to the south. There, the trail will either follow the river until it encounters the 161 underpass or it will cut across Shafer Park and emerge through the Little Turtle neighborhood until it arrives at the 161 underpass. In either case, the path must go below 161, where a significant intervention will be required to secure the crossing for trail users. Once through the underpass, the trail will go along the river going through undeveloped land. The trail may need to make a few crossings across the river, one after the undeveloped land directly south of 161 and another one back into Cherrybottom Park. Once in the park, the trail will lead directly into Cherry Bottom Road, where a crossing will need to be added. Once the crossing is made, the trail can enter Blendon Woods, where users can enjoy a scenic ride through the beautiful Metro Park.

Considerations Of the six E’s relevant to implementation considerations, the three that are the most important to the Little Turtle Loop are Engineering, Encouragement, and Enforcement. Engineering is important because with certain portions of the trail such as the bridge over Big Walnut Creek near Shafer Park and the underpass along Big Walnut at 161, design and construction for safety is important, especially when balanced with keeping the cost and timeline for construction within an acceptable range. Encouragement is a very important factor in loop implementation, as the Little Turtle Loop will be a wholly new set of trails providing access to an audience who might not be familiar with the COG network. As such, promoting the trail to this audience through campaigning and updates surrounding its construction and eventual opening will encourage them to use the trails as pedestrians, bikers or commuters. Lastly, Enforcement ties into the safe design qualities of Engineering, namely in that the newly constructed trails should produce a safe environment for both users and non-users once open for use. • Engineering: Bridge over Big Walnut Creek near Shafer Park; the underpass along Big Walnut at 161 • Encouragement: Education on new set of trails for users not be familiar with the COG network campaigning and updates on construction and opening • Enforcement: Encourage safe environments for both users and non-users

Loop Implementation Framework • 89

THE OVAL A circulator where residents can access nature and engage with their neighbors, while providing greater connectors to all communities across the east side and within the entire network. The Oval Loop will be completed by connecting portions of two existing trails: Alum Creek Trail and

Quick Facts

Big Walnut Trail. It starts from the intersection of Alum Creek and Big Walnut Creek in the south, follows the two rivers, and ends at the intersection of Sunbury Road and Interstate 270 in the north. 35 miles in total, the Oval connects four communities - the City of Columbus, City of Whitehall, City of Gahanna, and City of Bexley - and will serve 132,600 residents within a half-mile of the loop. At the same time, the loop is intersected with three Interstate Highways I-270, I-670 and I-70 - and State Route 33.

WHERE East Columbus, Whitehall, Gahanna, Bexley LENGTH 35 miles CHARACTER Riverfront/riparian, natural, recreational, suburban DESTINATIONS Parks (22 in total), community centers (4) USERS

90 â&#x20AC;˘ Loop Analysis

62 270

670 270

670 62

70 33

270

70 70

317

104

Existing Trail Proposed Trail 1

Miles

33 270

Loop Implementation Framework â&#x20AC;˘ 91

THE OVAL For the existing trails, the Alum Creek Trail has 14

Although people with luggage wonâ&#x20AC;&#x2122;t enjoy walking

trailheads, which promise adequate access points

or riding to the airport, the trails may potentially

for the loop on the west side. However, because

offer the airport employees a way to commute and

Big Walnut Trail only has several short segments,

avoid congestion. Besides those, two educational

the east portion has only 4 trailheads existing. Also,

attractions are also near the Oval: Capital University

the Alum Creek Trail has adequate facilities such as

and Franklin Conservatory. The trails provide access

drinking fountains and restrooms for use, which are

to natural science, knowledge and art, and will

also lacking on the Big Walnut Trail. Therefore, more

serve as an important transportation method for the

trailheads will be required for better access to and

students.

greater experience on the long completed loop. Within a half-mile of the loop are multiple employers from the four communities, among which include significant ones such as John Glenn International Airport, Easton Town Center, Eastland Mall, Town and Country Shopping Center, and Livingston Court Shopping Center. With just Easton already having more than 25,000 employees, the Oval area has a wide employee user base for its associated trails.

Significant Features Upon completion, the loop will directly link about 22 parks, including two Metro Parks - Three Creeks Metro Park and Blendon Woods Metro Park - and

Existing Bridge along Alum Creek Trail

a large quantity of open space, with a total area of about 4000 acres, providing the residents abound with abundant opportunities for recreational activities in nature. At the same time, the loop will provide access to four community centers within its area Far East Community Center, Howard Community Center, W.H. Adams Community Center and Barnett Community Center - offering residents access to indoor amenities, public information and social support. Also, with its access to the Easton Town Center, the loop will attract residents in the area with a new way to enjoy their shopping, dining or entertainment trips. John Glenn Columbus International Airport is another attractive destination. 92 â&#x20AC;˘ Loop Analysis

Three Creeks Metro Park

Blendon Woods Metro Park

Parkridge Park Cherry Bottom Park

Academy Park 62

Woodside Green Park Innis Park

270

GAHANNA

Howard Community Center 71

Mock Park

670

Amvet Village Park

270

W.H. Adams Community Center Hayden Park 16

670 62

Nelson Park

Franklin Park

WHITEHALL 40

Hanford Village Park

Big Walnut Park

Far East Community Center

270

70 70

Noe Bixby Park 317

Helsel Park 104

Elk Run Park

Existing Trail Proposed Trail 1

Miles

Three Creeks Metro Park 33 270

Nafzger Park

BLACKLICK E S TAT E S

Park/Open Space Community Assets Loop Implementation Framework â&#x20AC;¢ 93

THE OVAL Challenges & Opportunities The overall size and number of jurisdictions that the Oval Loop runs through present a unique plethora of challenges and opportunities in its phasing, prioritization, programming, and branding. The existing trails have some gaps, particularly on the eastern side of the loop along Big Walnut Creek. These proposed portions are very lengthy and cross several jurisdictional lines. The size alone presents some obstacles regarding how the loop becomes fully connected, and when jurisdictions construct these portions and are able to acquire the land where the trails are proposed. Furthermore, this creates difficulty in deciding how the loop segments are planned for and prioritized in a greater timeline to service users and improve connectivity throughout the process. Lastly, the size creates an identity problem. Unlike other loops that are located within or around distinct neighborhoods that can be branded towards the residents and local amenities, the Oval Loop runs through many different communities, and thus cannot be branded this way. In building the trails, there are also several obstacles. Highways and active rail lines that cut through the communities on the East Side of the city present barriers that the trails will need to cross over or under in order to become part of greater connected transit network. While some are overpasses and can be crossed underneath, there are also clearance and grading issues. Presumably, many of the trails will need to cut through current forested areas and may require different types of infrastructure, like boardwalks instead of pavings when running alongside the river, in order to deal with grade changes and flooding. 94 â&#x20AC;˘ Loop Analysis

There is a distance of approximately 13.2 miles between the northernmost and southernmost trail segments within the entire Oval Loop. Meanwhile, the east-west distance between the two creeks is roughly 4.5 miles. Thus, there is a clear need and opportunity to provide a segment or connector that makes it easier for users to get from one side of the loop to the other. There are several corridors where this could be possible, including Main Street, Livingston Avenue, and Broad Street. There is also the opportunity to create greater connections to John Glenn Columbus International Airport. This could put a greater focus on commuting, rather than solely using the trail for recreational and park use. Thus, 5th Avenue or Johnstown Road could also be areas where a trail or bike infrastructure could connect the east and west sides of the Oval Loop. If chosen, the streets would need to be retrofitted in order to accomodate bike users. The current trail and the places where segments would be added to expand the current trail network offer unique opportunities to connect with nature within the urban region. Gradation changes along the river can create natural vistas and opportunities for rest areas. Since the trail runs through over 20 different established parks on the East Side and several different jurisdictions, the trail creates opportunities for greater community engagement, not only within communities but across the greater Columbus region. It allows for greater connections between cities and more collaboration in regards to programming and planning for residents in the area and users of the Oval Loop.

Loop Vision Once completed, the Oval Loop will connect several East Side communities across 36 miles of bike infrastructure through natural areas. Not only will it provide recreational outlets for residents and a chance to enjoy the local landscape that runs through their communities, but it will also create connections to recreational facilities, which can host many different community events, as well as after-school and educational programs. Moreover,

be connected more to their communities through programmed events and community engagement. Having different events along the parks on the Oval Loop will require greater planning and programming by the parks and recreation departments of its jurisdictions. Furthermore, there will need to be greater collaboration amongst these organizations in order to create broader recreational and communityoriented events that can be enjoyed by all yearround.

a finished Oval Loop will create greater connections that go beyond jurisdictional lines, creating a greater sense of community along the entire East Side of the Columbus region. The Oval Loop will be branded as a recreational outlet for families, acting as an affordable way for people of any age to enjoy local recreational amenities and get exercise. The different city parks located along the trail will provide resting points and destinations for families who use the trails. Furthermore, programming will create a

Proposed programming in Nelson Park along The Oval Loop

host of events, creating different opportunities for entertainment and adventure for every outing on the Oval Loop. Throughout the year, different communities can create calendars of events. These events will be located at different parks and recreational facilities along the Oval Loop. Thus, people from any East Side community will be able to enjoy them due to their proximity to the trails. For example, a community event or concert series held during the summer in Whitehall would be enjoyed not only by Whitehall residents, but also by families from Columbus, Gahanna, or Bexley who would be able to attend by walking or riding their bikes to the event location. Not only will families have quick access to natural spaces, but they will also Loop Implementation Framework â&#x20AC;˘ 95

THE OVAL Implementation The current trails run through very natural areas, which contributes to its use by residents and the purpose for access to affordable exercise options, parks, and community spaces. The current proposed portions of the Oval Loop are planned to be built alongside current waterways and through many different natural areas. Thus, we do not propose any significant changes in regard to the proposed segments that would finish the Oval Loop. However, COG should be mindful of the current ecologies that exist throughout the east side, and plan the trails in a way that minimizes the environmental impact the construction and implementation may have. Furthermore, the proximity to the river and the several crossings under and over interstate freeways present several other challenges in implementation that other loops may not need to address. A significant portion of the Oval Loop is already completed; however, due to its size, the unfinished portions make up very lengthy sections. Additionally, the Loop runs across several jurisdictional lines, which creates complications and obstacles regarding the full implementation. While COG needs to prioritize its completion, they need to be communicative of each jurisdictionâ&#x20AC;&#x2122;s efforts regarding when their segments can be funded and implemented. COG also needs to take on the role of facilitating conversation between communities that are connected to the Oval Loop.

96 â&#x20AC;˘ Loop Analysis

The overall outreach and programming can be a greater coordinated effort that extends across all jurisdictions to encourage greater engagement of East Side residents and better allocate each jurisdictionâ&#x20AC;&#x2122;s resources for programming. Additionally, the implementation of improved signage and bike amenities at the parks can help encourage riders to stop and participate in the programmed events and enjoy the park system. Due to the size, connectors within the Oval Loop and to other loops within the COG network must be prioritized. For example, the City of Whitehall is proposing connectors that move between Napoleon Park and the proposed segments for the Oval Loop. Thus, COG should provide facilitation and guidance for ensuring the connectors extend beyond jurisdictional lines. Other regional connectors, like the East-West Greenway and the Hudson Street Greenway, should also be planned in a regional approach to ensure a much broader network of accessible trails, as opposed to individual trail loops.

Considerations Engineering and Encouragement are the main considerations that COG should evaluate in the implementation of the Oval Loop. The current environmental context creates the challenge in addressing several important connections while minimizing the impact of construction. All jurisdictions and community residents should be not only involved in the process of planning, but also in a greater effort that creates programming and engagement opportunities. Keeping Encouragement in mind, the Oval Loop can create a greater social connection between neighborhoods beyond the physical connections it will produce. • Engineering: Several important connections challenged by environmental context to minimize construction impact • Equity: Inclusion of all jurisdictions and community residents in planning process and creation of programming and engagement opportunities

Loop Implementation Framework • 97

SOUTHEAST LOOP The Southeast Loop will be a recreation and community accessoriented trail, running along Blacklick Creek and connecting several major parks This trail is split between the northern urban areas and more rural areas to the east, west, and south. The

Quick Facts

western portions in particular will exist beside various creeks that make up the border between Southeast and Oval loops. The first segment is East Livingston itself, running from the east bank of Big Walnut Creek, crossing I-270 and running all the way to the intersection of East Livingston and Blacklick Woods Park Road, where it merges into Blacklick Woods Metro Park. From there, the next segment the Blacklick Trail itself, which starts from the Blacklick Woods Metro Park, where it runs south under I-70 towards other parks such as Portman, and eventually parts of the Chatterton Parkland. The trail then follows Blacklick Creek until it reaches the Three Creeks Metro Park.

98 â&#x20AC;˘ Loop Analysis

WHERE Eastern Columbus, Southwest Reynoldsburg LENGTH 11 miles CHARACTER Primarily residential, runs through natural and low-density residential areas DESTINATIONS Hoover Reservoir, Blendon Woods Metro Park, Inniswood Gardens Metro Park USERS

270

70 70

270

Refugee Rd

Existing Trail Proposed Trail 1

Miles

Loop Implementation Framework â&#x20AC;˘ 99

SOUTHEAST LOOP The third segment runs from north here, crossing first

smaller parks that run alongside it, this park is

the small portion of Blacklick Creek that comes out

considered a focal point of the northeast area.

of Big Walnut Creek, before following Big Walnut as well. The loop goes north on the east bank of the

To the southeast is Three Creeks Metro Park, whose

creek, going through Elk Run Creek and Nafzger

proximity to the Oval Loop enables access between

Park. The loop stays on the west bank of the creek,

the two loops. This park straddling both loops will

before crossing over in the Noe-Bixby Park. From

enable it to serve as a welcome area for pedestrians

here, it remains on the west bank, moving north bast

coming from the Oval Loop. Additionally, it serves

the Far East Community Center, Far East Community

as the endpoint of the old Blacklick Trail, and thus

Recreation Center, and finally Big Walnut Park. From

serves as a natural destination for those coming from

here, it crosses the bridge into East Livingston.

the Blacklick Woods Metro Park. Three Creeks is the

The primary purposes of the loop are recreation in

springboard for the proposed construction of the

all non-urban areas, and for urban areas, it enables

trail.

easy and safe access for pedestrians to residential and business areas. Both of these purposes may

Tying the western construction and the already built

bleed into one another, with a family possibly joining

Blacklick Trail together is East Livingston Avenue. This

the trail on the west side and using it visit a store on

2.2 mile length of road is the sole urban part of the

East Livingston before turning back. Additionally, the

loop, and allows not only for rapid access between

eastern part of the trail may connect the residential

east and west, but also allows for access to residential

areas of the southeast to Reynoldsburg High School

and business areas alongside it.

to other community areas, such as the Far East Recreation Center to the west. The high number of local schools in the area means that establishing safe routes to and from school is a high priority.

Significant Features There are three major features within the loop. These are the numerous parks, the Blacklick Trail in the east, and East Livingston Avenue, which creates a natural corridor between western parks and the trail. Blacklick Woods Metro Park serves as a key entrance to the Blacklick Trail, its location next to the Reynoldsburg High School enabling a smooth transition from the urban environment of East Livingston down south and to the west to Three Creeks. Considering the large area of the loop Blacklick Trail occupies, as well as the numerous 100 â&#x20AC;˘ Loop Analysis

Blacklick Woods Metro Park

WHITEHALL

Big Walnut Park

REYNOLDSBURG

270

Far East Community Center

Reynoldsburg High School

Blacklick Woods Metro Park

Eastland Mall

Noe-Bixby Park

Nafzger Park

270

Refugee Rd

Portman Park

Pickerington Ponds Metro Park

Three Creeks Metro Park

P I C K E R I N GTO N

Winchester Square Shopping Center

Existing Trail Proposed Trail 1

Miles

Walnut Woods Metro Park

CANAL WINCHESTER

Park/Open Space Commercial/Retail Community Assets Loop Implementation Framework â&#x20AC;¢ 101

SOUTHEAST LOOP Challenges & Opportunities There are two unique challenges for the Southeast Loop, each of which then feed into possible opportunities. The first challenge is that the city of Reynoldsburg only has jurisdiction over around onefifth of the trail, but it is their section that will require some of the greatest infrastructure construction. The entire portion of East Livingston Avenue is in need of not only regular infrastructure, but additional work to make it compatible with urban greenway standards. This issue is further compounded by the lack of funds available to the Reynoldsburg government for such capital improvement needs, and lack of any plans to rectify this until at least 2022. Possible salvation for this problem in the short term comes from the many public schools along the length of East Livingston. The program Safe Routes to School (SRTS) aides in minor construction for areas

dedicated multi-use paths on East Livingston itself, would also face intense financial constraints, and as such, both sets of projects should be positioned for the next 5 to 15 years. The third challenge is the proposed trailâ&#x20AC;&#x2122;s interactions with Big Walnut Creek. The trail as it is currently proposed crosses the creek four times, sometimes nearly double-backing on itself. Not only does this raise issues of efficiency, but the actual cost of the bridges would deeply cut into any funds available for the project. Considering that this trail would most likely rely on private or limited public investment, as this portion cannot rely on SRTS, it is a luxury the project cannot afford. The lines have thus been redrawn, with only two major crossing across creeks requiring bridges.

Loop Vision

within 2 miles of K-8 schools, and the entire avenue is

In terms of the parks, the main focus should be

within 1 mile of a school at all times. These funds can

on enhancing natural surroundings, particularly

be used for some of the minor constructions, such as

the Blacklick Trail and any connected parks. Park

sidewalks and crossings.

amenities such as playground equipment and shelters should also be well-maintained. Though

In the medium and long term, however, many

the metro parks provide a couple of key access

projects require more money than would be

points, as the west side of the trail is designed and

available from the SRTS program or would not be

developed, the smaller parks should also be planned

eligible due to distance requirements. One example

as convenient access points, particularly as the trail

would be establishing a multi-use path on the East

meets up with East Livingston Avenue.

Livingston Bridge between Big Walnut Park and Noe-

In addition, the current lack of infrastructure along

Bixby Road. Not only would the existing shoulders

East Livingston Avenue should be thoroughly

have to be converted to multi-use paths or dedicated

addressed, as this is the area that will present the

sidewalks, but to alleviate spacing concerns, a road

biggest challenge in connecting the entire loop

diet would have to be implemented to save space

together. Short term objectives would be the setting

elsewhere. The current plan is to implement two

up of necessary amenities include trash, compost,

dedicated one-way lanes with a third rush-hour lane.

and recycling cans, followed by more benches

Expansion of curb buffers, as well as creation of

placed at consistent intervals will also provide

102 â&#x20AC;˘ Loop Analysis

needed rest stops for cyclists and runners. Shrubs

them would increase and they would become more

could be placed between sidewalks in order to

memorable.

seperate them from traffic.

Considerations

While the Blacklick Trail is wide enough to

In making this suggestion, we primarily considered

accommodate both cyclists and runners, as well

the concepts of engineering and equity. Adding

as families traveling together, future development

shrubbery to separate the multi-use paths from

projects on the west side of the trail should be

the busy traffic of East Livingston Avenue is an

designed to be at least 10’ wide to accommodate

engineering plan borne out of context sensitivity

various forms of traffic. This standard should be

to an area that is currently not the most conducive

applied to all segments leading into the Blacklick

to non-motorized vehicle usage. Shrubbery is also

Trail.

an easy and affordable design addition that will enhance safety of all users, non-motorized and

Given that the purpose of this trail is to provide

otherwise, as well as reduce noise of heavy traffic

recreational space to its users and easy access to

for pedestrians and bicyclists. Minor changes such

community focal points, many of these elements

as these also enhance overall community equity, as

are already present in the eastern part of the trail

many poorer area residents don’t own cars and rely

and simply need to be properly connected to the

on effective street infrastructure to live.

western portion. Although the northern segments are in far worse shape, by utilizing grant funding for

• Engineering: Barriers needed to separate the

simple but effective fixes, the foundation for a proper

multi-use paths from East Livingston Avenue traffic

urban greenway can be laid down. As far as the five

to encourage non-vehicle user use; shrubbery

components for a successful loop - those being

is an example of new design to enhance safety

attractiveness, access, amenities, accommodations,

of all users and reduce noise of heavy traffic for

and airiness, or open space - are concerned, the

pedestrians and bicyclists

elements are all there in various parts of the loop.

• Equity: Consideration for non-vehicle users key for

They just need to be expanded upon to be made

accessibility for many poorer area residents who

available throughout the completed trail.

do not own cars and rely on alternative modes of transportation

Implementation We suggest starting with East Livingston Avenue, in particular adding shrubbery to separate walking paths from the busy road, and to make an effort to fill in the smaller gaps in sidewalks. From there, another option is to create specialized programming in each of the parks along the trail. By highlighting local flora and fauna found in the parks, community interest in

Proposed greenway infrastructure along Livingston Avenue Loop Implementation Framework • 103

REGIONAL CONNECTOR: EAST-WEST GREENWAY The East-West Greenway offers safe, low-stress, and family-friendly on-street facilities along and near COG trails, from Madison County to Fairfield County. The East-West Greenway would serve as an essential active transportation connection from the Camp

Quick Facts

Chase Trail in Madison County, across the entire southern portion of Franklin County, to the Blacklick Creek Trail in Fairfield County. This greenway winds through rural, urban, and residential neighborhoods and connects Central Ohio residents to various daily

WHERE Columbus, Bexley, Whitehall, Reynoldsburg LENGTH 9 miles

and recreational amenities.

CHARACTER Dense urban core, historic neighborhoods

The East-West Greenway is portioned into a total of

DESTINATIONS Bicentennial Park, Columbus Metropolitan Library Main Branch, Columbus Commons, Academy Park, John Bishop Park

4 segments. The first segment is approximately 1 mile long and classified as Urban Trail. It begins at the proposed connection between the Franklinton Loop and the existing Scioto Trail at Bicentennial Park, and follows East Rich Street for about half a mile before directing trail users to East Town Street via South 4th Street. This segment of the East-West Greenway connects trails users to urban, commercial 104 â&#x20AC;˘ Loop Analysis

USERS

270

Hudson Greenway 315 71

270 670

670

270

East-West Greenway

317

104 270

Other Trails Proposed Connector 1

Miles Loop Implementation Framework â&#x20AC;¢ 105

EAST-WEST GREENWAY amenities such as the Columbus Commons and the Main Columbus Metropolitan Library. There are also a significant number of employers and employees within a half-mile radius of this segment of the trail. The next segment of the East-West Greenway begins at the Town Street Bridge, which crosses over I-71 at where Town Street turns into Bryden Road. This segment is classified as Neighborhood Greenway, following the scenic, primarily residential Bryden Road for 2 miles before connecting to Academy Park in Columbus. Through Academy Park, trail users have access to the Alum Creek Trail. This segment of the trail provides a low-stress connection through the historic Olde Towne East and Franklin Park neighborhoods, showcasing the City of Columbus’ architectural history. The remaining 2 segments of the East-West Greenway are both categorized as Neighborhood Greenways. Both segments are discussed in The Oval Loop Analysis on page X. They both offer on-street connectivity across the communities of Bexley, East Columbus, and Whitehall, from the Alum Creek Trail to the Blacklick Creek Trail. In total, the 4 segments of the East-West Greenway span approximately 9 miles between Bicentennial Park and Big Walnut Park. Going east from Big Walnut Park, trail users can access the Blacklick Creek Trail and the Southeast Loop. Heading west from Bicentennial Park, trail users can access the Scioto Mile, Franklinton Loop, Camp Chase Trail, and Big Run Loop.

106 • Loop Analysis

Challenges and Opportunities The primary challenge of planning on-street facilities is providing safe and comfortable spaces for both trail users and vehicles within the existing right-ofway. Acquiring easements or additional right-of-way can be costly, so it is preferable to reconfigure street design to accommodate the greenway design. This process will likely require community buy-in, as well as political support from city and regional decisionmakers. Another challenge for the East-West Greenway is the fact that the route crosses multiple jurisdictions. Interjurisdictional coordination will be essential to ensuring a cohesive greenway that can serve as a key corridor of the region’s multimodal on-street network. However, the fact that the proposed greenway provides low-stress bicycle and pedestrian connectivity between West Columbus, Downtown, Near East Columbus, Bexley, Whitehall, and Reynoldsburg is definitely an opportunity to provide Central Ohio residents access to amenities throughout the region. The Urban Trail segment of the East-West Greenway presents the opportunity to create an experience in Columbus similar to that of the Cultural Trail in Indianapolis. There is easy access to iconic destinations along that segment of the proposed route, which can support tourist activities. That accessibility also makes the proposed route an excellent option for commuters, as the East-West Greenway connects residential, commercial, and mixed-use neighborhoods

Implementation The section of the East-West Greenway that would be most impactful to implement first is the Neighborhood Greenway segment that stretches for roughly two miles between the Town Street Bridge and Alum Creek Trail along Bryden. This part of the route is low-stress and requires the least engineering considerations compared to the proposed Separated Urban Trail segments within the East-West Connector. However, engineering is still a key implementation consideration for the Bryden Road Neighborhood Greenway segment, as the roadway has a narrow right-of-way (about 40â&#x20AC;&#x2122; curb to curb) to accomodate active transportation modes, green stormwater infrastructure, and street parking. There is insufficient right-of-way along Bryden Road for separated bicycle facilities. However, this Neighborhood Greenway segment of the route could be accomplished through the placement of sharrows and bicycle and pedestrian wayfinding signage. As Bryden Road is street with a significant architectural history, there is also opportunity to include educational programming as an implementation consideration in order to incorporate culture and placemaking into the EastWest Greenway. Wayfinding signage could include cultural and history facts about the neighborhoods of the Near East Side that are accessible along the route. Additionally, education and encouragement implementation considerations to promote safe behavior are also key implementation considerations for this route.

Loop Implementation Framework â&#x20AC;˘ 107

REGIONAL CONNECTOR: HUDSON GREENWAY The Hudson Street Greenway will provide a comfortable eastwest link, connecting multiple trails and serving as a connector between the neighborhood of Linden and the west side of I-71. The Hudson Street Greenway is a proposed bicycle facility that would be implemented along Hudson

Quick Facts

Street in Columbus. The City of Columbus is currently in the design stage for a multi-use path that would run east-west along the south side of Hudson Street for approximately 1.4 miles between Interstate 71 and Cleveland Avenue. The proposed multi-use path would span 10 feet in width, replacing the existing sidewalk and 5 feet of lawn space that are currently in the right-of-way. This means that no right-of-way space would need to be taken from the current travel lanes.

WHERE Hudson Street, Columbus LENGTH 4 miles CHARACTER Urban, residential, commercial DESTINATIONS Olentangy Trail, High Street, Wild Goose Creative, MAPFRE Stadium, Alum Creek Trail USERS

108 â&#x20AC;˘ Loop Analysis

270

Hudson Greenway 315 71

270 670

670

270

East-West Greenway

317

104 270

Other Trails Proposed Connector 1

Miles Loop Implementation Framework â&#x20AC;¢ 109

HUDSON GREENWAY There is currently a multi-use path along the south side of Hudson Avenue for approximately half a mile to the east extending from the intersection of Cleveland Avenue, and terminating near the intersection of Parkwood Avenue. Once the City of Columbus project is complete, this would mean that there would be a multi-use path that spans nearly two miles between Interstate 71 and Parkwood Avenue. In the future, the Hudson Street Greenway could be extended so that it begins on Mock Road on the east side, briefly routing north on Rankin Avenue before continuing west on Hudson, and ultimately terminating along with Hudson Street at the Neil Avenue intersection to the west, making for a total of approximately 4.2 miles. This would provide a connection with the Olentangy Trail at the Greenway’s Western Terminus, as well as a connection with the Alum Creek Trail at the Greenway’s Eastern Terminus. There is also an opportunity for an intersection with the western segment of the Linden Green Belt loop, and the Greenway will also intersect with the separated bicycle infrastructure on 3rd Street and 4th Street. The Hudson Street Greenway would provide a vital east-west link in the COG network, as well as connecting the neighborhood of Linden with the area directly west of Interstate 71.

Challenges & Opportunities The Hudson Street Greenway presents a great opportunity to connect several trails and loops in the COG network, including the Olentangy Trail, the Linden Green Belt, and the Alum Creek Trail. It would also serve to connect the neighborhood of Linden with the area west of Interstate 71, as that freeway is currently a major barrier that divides those areas. There are also plans to convert MAPFRE Stadium, currently the home to Columbus Crew SC of Major League Soccer, into a community sports park, and the Hudson Street Greenway could be an important connector for the residents of Linden to be able to access that development. The Greenway also poses several design challenges. There are many car-centric curb cuts on the south side of Hudson Street, which the multi-use path would have to cross. The intersections at Cleveland Avenue, Interstate 71, and High Street also pose potential problems. Additionally, the Hudson Street bridge across Interstate 71 was rebuilt in the past two years, and it does not include sufficient width for a separated multi-use path. Hudson Street to the west of Interstate 71 also has limited right-of-way width, and a separated multi-use path similar to the east of the freeway is likely not feasible without additional right-of-way acquisition due to these constraints. One possibility would be to route bicycle traffic north from Hudson Street to Indianola Avenue, and then continue west on Duncan Street as a neighborhood greenway until it terminates into Tuttle Park and the Olentangy Trail.

110 • Loop Analysis

Implementation As mentioned in the previous section, the City of Columbus is currently in the design phase for the section of the Hudson Street Greenway between Interstate 71 and Cleveland Avenue. As such, the next logical phase in the future would be to implement the roughly two-mile stretch between Cleveland Avenue and the Alum Creek Trail, the latter of which lies parallel with Sunbury Road. Ideally, this would incorporate some sort of separated bicycle infrastructure on Mock Road, and this does present certain design and engineering challenges, as does the connection across Sunbury Road to the Alum Creek Trail. It will be important to consider equity in the implementation of the Hudson Street Greenway because the proposed route provides east-west connectivity between the historically underserved neighborhood of Linden to existing trails such as the Olentangy Trail, as well as proposed trails such as the Linden Greenbelt. Educational and encouragement programming are also key implementation considerations for the Hudson Street Greenway so that residents - whether driving, walking, or biking - are aware of the new route and understand safe behaviors. While implementing this route may present some challenges, there is also great opportunity to enhance accessibility and quality of life for the residents of Linden and the surrounding neighborhoods.

Loop Implementation Framework â&#x20AC;˘ 111

METHODOLOGY CHECKLIST In 2018, COG commissioned a Clarity Report to better understand the region’s readiness for an expanded regional trail system and the feasibility of the 500-mile regional trail vision. The recommendations from this report were shared at the March 2019 COG Board meeting, which members of our studio attended to gain clearer insight into the implications of the report findings. Based off of the recommendations from the consultants, we know that in the coming months and years, the COG Board will need to reevaluate its current structure and reassess how it goes about raising funds for trail development. Understanding this, our studio wanted to develop a replicable methodology on which to base loop analyses. The methodology is intentionally associated with “Donor Types” identified by Mollard Consulting in the COG Clarity Report because regardless of the structure or funding format of COG in the future, collecting the correct information to target donors will always be relevant for trail implementation. Therefore, the methodology detailed in this section examines the specific data and analysis considerations that each identified donor type may be looking for when contemplating whether or not to fund a trail project. By considering all of the elements within the methodology, the result should be a thorough analysis that can eventually be shared with potential donors.

112 • Loop Analysis

DONOR TYPE DEFINITIONS

The following seven donor types are pulled from the COG Clarity report provided by Mollard Consulting

1 | Pride in Place

5 | Civic Believers

Donors who give because of the place they grew up, have

Donors who invest in organizations and projects

established their business in a specific community, and/

because of a prominent position held, a belief in the

or have geographic proximity to an underserved area or

city leadership, and desire to advance the growth and

an institution with which the stakeholder is affiliated. For

potential of the community and its residents. For COG,

COG, Pride in Place donors could include:

Civic Believer donors could include:

• •

A corporation’s workforce that has access to trails An individual donor’s community that benefits from access to trails

• Elected officials who believe this campaign is a priority • Downtown corporations who see this as an economic benefit to the region

2 | Impact Donors Donors who give to proven, highly-effective programs and

6 | Who Matters

services with evidence-based practices, organizations that

Donors who give because someone close to them or

measure and analyze outcomes, and leaders who make

of influence asked, a gift given in honor or in memory

data-driven decisions and who disseminate their learnings

of someone, or the donor is celebrating a milestone or

to advance practice and the field. For COG, Impact

accomplishment. For COG, Who Matters donors could

Donors could include:

include:

• Donors who want evidence that health outcomes will be achieved with the expansion project

3 | Cause Supporters

• Campaign chair(s) personally asking • Elected officials advocating for funding

Donors who give to a specific issue because of a personal

7 | Legacy Givers

connection based on life experiences, alignment with

Multi-generational philanthropic families, companies, and

their values, or other belief systems. For COG, Cause

foundations who give because of their high net worth (the

Supporters could include:

“one percent”); their history of giving (that’s just what we

• Trail advocates who value their access to, and use of, the trail system

do); and values (responsibility to pay it forward). For COG, Legacy Givers could include: • A potential campaign chair or leader’s gift

4 | Event Goers Gifts based on an event ticket, table purchase, or an auction or raffle bidder. For COG, Event Goers could include: • Alignment with community-based events on or near the trail system

Loop Implementation Framework • 113

METHODOLOGY CHECKLIST Data & Analyses Considerations There are several considerations that must be taken into account when thinking about attracting specific donor types to fund trail projects. Demographic Data Relevant for Pride in Place donors, Impact Donors, Civic Believers. • Population along trail project • Demographics along trail project (e.g. age, race, income, ability, etc.) • Longitudinal population and demographic data • Population and demographic projections • Transportation costs • Mode share • Public health indicators Economic Data Relevant for Pride in Place donors, Impact Donors. • Nearby employers and industry type • Commuter origin and destination flows • Nearby existing and proposed development sites • Return on investment • For health impacts (e.g. air quality, obesity, chronic health diseases) • For economic development (e.g. property values, economic activity generated, jobs created) • For transportation (e.g. accessibility shed, mode shift, household transportation costs)

114 • Loop Analysis

Potential Impacts Relevant for Impact Donors, Pride in Place donors, Cause Supporters, Civic Believers, Legacy Givers. • Personal stories of trail (or lack of trail) impacts • Renderings • Support and opposition for trails based on surveys or polls • Short and long term vision • Evidence-based impacts of trails on multimodal connectivity (e.g. additional miles of facilities that trail project implementation would add to the existing bicycle network) • Evidence-based impacts of trails on public health Funding Relevant for Cause Supporters, Who Matters donors, Legacy Givers, Event Goers. • Existing public funding commitment • Other potential private donors • Financial/funding timeline

IMPLEMENTATION CONSIDERATIONS The following section outlines the important considerations that COG board should keep in mind as they work to implement the regional trail network vision. The section is organized into the 6

THE 6 E’S

E’s framework, which is transportation best practice used by organizations such as Complete Streets Coalition and the National Center for Safe Routes to School. We have adjusted the framework to reflect

ENGINEERING

considerations for trail development that are safe, inclusive, and effective. The 6 E’s are engineering, equity, education, encouragement, evaluation, and enforcement.

EQUITY

Under each of these 6 E’s, we have included key considerations that can be used to form action items as part of a comprehensive implementation plan. The key considerations have been formatted as a

EDUCATION

checklist to allow for easy and practical use. However, we urge that these considerations are continuously used throughout the implementation process in an iterative manner.

ENCOURAGEMENT

When creating the key considerations for our checklist, we have referenced examples that are specific to the Central Ohio region. We have done

EVALUATION

so to tailor our considerations to the COG network and to provide easy-to-understand suggestions and examples as the network is implemented throughout the region. We hope that the examples

ENFORCEMENT

provided can inspire other regions to consider similar programming they may have when using our implementation considerations outside of the COG network.

Loop Implementation Framework • 115

IMPLEMENTATION CONSIDERATIONS ENGINEERING Effective engineering and design standards are at the core of any implementation process. Not only must facilities be safe for users of all abilities and types of transportation (transit rider, bicyclist, or pedestrian), but they must also be built in such a way as to enable efficient connections with other modes of travel and work in concert with existing infrastructure. For trails in particular, this means designing facilities that can handle both bicycle and pedestrian commuters that will be useful not only today, but for the foreseeable future. To further add to the challenge, these trails need to be in compliance with local, state, and federal guidelines. The most common part of an active transportation trail is a multi-use path (MUP), also known as a shared-use path, which forms the part of any trail that expects to be used by multiple users of different modes of transportation at the same time. The minimum width of an MUP is 10’, with 2’ graded on either side. This allows two people to walk side-by-

An example of all of these systems interacting can be seen in intersections that allow for multiple modes of travel to converge in a single spot effectively. Bicycles, pedestrians, and transit each require specialized infrastructure to cross these points unscathed, with a focus on clear and dynamic signaling that makes each end user aware of who is supposed to go where. When everything is working well, the barriers to changing each mode of travel should be as low as possible.

Key Considerations Bicyle Facilities Bikes require specialized infrastructure in order to allow them to operate safely and effectively around cars and pedestrians. Bikes need to be able to have dedicated facilities on the road, but also be able to share a multi-use path effectively with pedestrians. Acknowledging the need for bicyclist safety alongside traffic and other concerns is always a balancing act, but only through effective infrastructure can a happy medium be reached.

side while still comfortably allowing for bicyclists and

Pedestrian Facilities

other pedestrians to pass.

Pedestrian facilities at their core have the simple task of allowing walking and other forms of pedestrian

Trails don’t exist in a vacuum, however, as their

movement from one end to another as safely as

integration with other transportation systems is what

possible. Considering the wide range of users who

increases their efficiency and ease of use. The ability

might be using them, including the elderly and

of bicyclists to use MUPs doesn’t preclude them

disabled, these facilities must be careful to not only

having their own dedicated facilities. In fact, having

be safe themselves but limit the danger when other

the choice allows for greater flexibility and safety

modes of travel are near.

in certain environments. Transit users also require safe and easy access to bus stops from trails, both in accessibility from the trail as well as in how well-lit they are.

116 • Loop Analysis

Transit Facilities As populations increase, public transportation systems will be under additional strain. Whether it be buses, streetcars, subways, or commuter trains, cities will need to design systems that integrate into an already complex transportation environment. For buses in particular, care has to be taken to make sure that bus stops are both easily accessible by pedestrians or cyclists, and well-lit enough to provide a sense of safety.

EQUITY Any large-scale project should aim to promote equity in the communities it is being built around. While no project can by itself solve all problems, making certain priorities can lead not only to better outcomes for area residents but also for the project itself. What do we mean by equity, though? Per the United Nations Development Program, equity in planning entails the establishment of equitable principles for allocation of land, development of

Intersections and Crosswalks

infrastructure, pricing for services, and participation

One of the most important parts of the engineering

in setting priorities.

guidelines is having safe connections between different modes of travel. These include bicycle,

For an active transportation project, equity can be

pedestrian, and transit facilities, while also taking

achieved in two major ways: transparency in how

into account regular vehicle traffic. These interactions

decisions are reached and focusing on specific

usually occur at intersections, requiring dynamic and

areas to influence, such as health or economic

high visibility intersection signage. Bicycles require

inequality. Transparency in this context means

clear right-of-way signals, while pedestrians need

involving the community about decisions about

clear crosswalks and refuge centers when crossing

specific routes, sources of funding, and the potential

especially wide roads.

effects of gentrification along certain segments. By working with area residents, not only can you

Context Sensitivity

gain a greater understanding of the areaâ&#x20AC;&#x2122;s context,

Care must be taken to understand the unique

but also the unique challenges they face on a daily

difficulties and opportunities of each area, so as to

basis. Considering the amount of construction and

both decrease cost and construction time as well as

extra cost associated with a trail system, bringing in

enable greater integration with existing resources.

a community at the ground level could also aid in

Safety in Design Construction must be in concert with local, state, and federal guidelines in order to ensure that whatever the end user they are protected.

stakeholder buy-in. Community involvement in the form of Community Benefit Agreements can be an excellent way to give community coalitions leverage to fight for higher wages and rent control. The second way is focusing on specific areas of inequality to help focus efforts. For instance, a public recreation program could choose to combat health inequality. People of lower socioeconomic status Loop Implementation Framework â&#x20AC;˘ 117

IMPLEMENTATION CONSIDERATIONS tend to have higher instances of obesity-related illnesses, and so the program could then could strive to create policies to lower the barriers to exercise. Another area would be improving access to trails to disabled residents, whether by locating trails near specific areas like hospitals or by including infrastructure like ADA ramps.

Key Considerations Impact Impact assessments highlight how certain parts of a community will be affected by a proposed action, these can range from the more macro-level environmental impact assessment, to more specific

EDUCATION Education programs are focused around the sharing and spreading of information. These programs should have a clear message that is directed at specific users in a cohesive manner. When used correctly, educational programs can assist with providing information to users on the location, benefits, and proper usage of trails and trail amenities. Knowledge of how to use trails along with an understanding of user rights and responsibilities are necessary to address safety concerns for bicycle users, pedestrian users, and those in-between.

ones such as racial impact assessments.

Key Considerations

Inclusion

An easy way to create buy-in on the creation and

A fundamental part of inclusion is transparency and

expansion of trails is to provide education on the

accountability. A key to both is equitable access to

benefits of trails. These benefits can include, but are

information, including the execution of laws and

not limited to: community health improvements,

public policies in a clear and transparent manner.

increased transportation options, socio-economic

Education on benefits of trails

benefits, and increased connections to a variety of Implementation of Feedback

amenities.

Feedback should be gathered not only through direct means, surveys and hotlines and local officials,

Pedestrian Education

but also through local government institutions.

In regards to trails, pedestrian education includes providing information on the proper use of

Process and Outcome

crosswalks, railroad crossings, and multi-use paths.

The public can take part in both the process as

Per Ohio law, pedestrians have right-of-way at

well as the outcome. Taking part in the process

unsignalized crosswalks. These crossings should

requires citizens to become informed, and to air their

utilize proper signage as to alert other users that

thoughts about the project at places like community

pedestrians have right-of-way, as well as to guide

meetings. Taking part in the outcome requires

pedestrians for appropriate use.

the commitment of human, material, and financial resources.

118 â&#x20AC;˘ Loop Analysis

Bicycle Education

Use of Trails for Educational Purposes

An efficient means of bicycle education would

Trails themselves can be used as a means of

be bicycle training courses that help new cyclists

education through the programming of nature walks,

develop the necessary skills and knowledge

age-appropriate educational tours, historic or cultural

needed to safely ride a bicycle along trails and

walks. For example, Yay Bikes! provides a variety of

road connectors. These courses are also a good

ride-alongs that provide education on bike laws,

tool for people who know how to ride a bike, but

safety, and commuter skills.

need a refresher on rules and regulations as to be confident riding on a more regular basis. Several

ENCOURAGEMENT

bicycle lessons, and repair and maintenance courses

Encouragement programs, as opposed to educational programs, are often motivational in nature, and can rely on incentives or existing programs and organizations to influence people

provided by local bike shops.

to make a positive change in their transportation

training programs already exist, such as the League of American Bicyclists (LAB) courses, age-appropriate

Transit Education Educational messages for transit riders can be conveyed through various media efforts, such as brochures, signs, and presentations. Effective educational outreach should focus on the safety, convenience, and mechanics of nearby transit systems and how they interact with COG’s network

habits. In regards to COG, many potential users may be interested in using trails for both recreation or commuter purposes, but could use some motivation or incentive to begin actively using the existing trail system. Appropriate programming and advertising can encourage safe and mutually beneficial use of the extensive trail network throughout the region.

of trails. For example, trails can help connect first-last

Key Considerations

mile gaps in the transit network.

Coordination and Exposure Coordinating with related campaigns, government

Motorist Education

agencies, and non-profit organizations allows for

To increase safety and provide information on

exposure to relevant users that may not know of

where and how COG trails interact with motorists

COG or be motivated to use the trails otherwise. For

or major streets and intersections, proper signage

instance, using the trails for Pelotonia events or other

should be utilized as to warn motorists and users of

bike/walk events exposes new users to trails and

a convergence of the two systems. When possible,

could likely encourage their return through exposure.

signage should be mixed with a change in street

Coordination with businesses could also increase

infrastructure, as to alert motorists that a change in

use through the provision of discounted or free

environment is coming up as to influence a change

items with the proven use of the trail as a means of

in behavior. In addition to appropriate signage,

accessing the business.

motorist education can be provided through a variety of classes, public service announcements,

Highlighting Efforts

driver’s education, and LAB education classes.

Building upon current and successful uses or programming is an easy and effective way to support Loop Implementation Framework • 119

IMPLEMENTATION CONSIDERATIONS the existing success of trails and create excitement

stops that are close to trails or providing clear

for additions and expansions. It is also important

connections and wayfinding signage between transit

to highlight these efforts through different media

stops and COG trail access points.

outlets, as to encourage participation in events and increase support for new or expanded trails.

EVALUATION

Pedestrian Encouragement

â&#x20AC;&#x153;What gets measured gets doneâ&#x20AC;? is a common

Pedestrian use of trails can be encouraged through achievable programming and audience-specific guidance. For instance, programs such as the Walk to School Events and Smart Trips Program encourage pedestrian use through group efforts that cause pedestrians to feel more motivated, knowledgeable, and safe as they make their first trip utilizing trails. The Columbus Neighborhood Walking Maps are also a great way to encourage use through providing residents with options that are relevant to local

saying in the transportation field. The data that a community chooses to collect and evaluate determines how transportation decision makers understand trends and allocate resources. For COG, developing performance measures is an opportunity to establish priorities and set realistic goals. Evaluating those measures is a way to understand how trails are helping move Central Ohio towards its goals.

amenities and locations that they already frequent.

Whether it is outputs or outcomes being measured,

Bicycle Encouragement

is being used. Chosen performance measures

While the educational aspect can be incorporated,

should support and supplement the regional vision

programming for bicycle encouragement mostly

for COG. As the COG board considers how best

focuses on creating incentive or support for those

to implement the regional vision, they can think

people interested in bicycling. Programs such as

broadly about what types of data to evaluate. Trails

Pedal Instead encourage biking through providing

impact more than recreation and transportation; they

bike parking for large events that would in turn

influence the environment, economic development,

reduce costs for the attendees. Having components

equity, and sense of place.

it is important to be intentional with how the data

easily available to users such as free lights or other safety components, or even bikes through

As COG decides how best to move forward with

bike shares, increases the possibility of biking for

data evaluation and performance measures, they can

individuals and thus encourages them to participate.

follow guidance from the National Complete Streets Coalition:

Transit Encouragement Transit encouragement as it relates to trails should have a strong focus in creating an ease of use between transit and trails. This includes having available bike parking or bike shares near transit 120 â&#x20AC;˘ Loop Analysis

1. Agree to goals and objectives Whether establishing performance measures for a project or for the network, it is important to bring stakeholders and community members together so consensus can be reached through an equitable process.

2. Determine the best ways to measure goals

Equity

This step requires connecting goals to data. In some

• Proximity of project to population by age, gender,

cases, datasets of interest may already exist and be

income, disability status, race, and/or ethnicity

accessible. In other cases, data collection may be required. The availability of tools and funding should be considered. 3. Implement measures For successful comparisons, collect baseline data

• Accessibility to amenities by age, gender, income, disability status, race and/or ethnicity • Number of ADA compliant compliant curb ramps, audible crossing warnings • Diversity of labor force used for trail development projects

for each performance measure then develop targets

• Number of trail access points in neighborhoods

based on realistic timelines. Depending on the scale

with high populations of low-income persons,

of the performance measure, baseline data may

children, elderly adults, immigrants, and persons

include pre-construction measurements.

with disability

4. Share results Performance measures can be a valuable tool for

• Changes in property value of affordable housing units

sharing the regional impact of COG. Consider how

Place

different audiences may respond to different formats

• Number of placemaking projects that highlight

(e.g. interpreted reports or raw data).

Key Considerations Mobility and Impact • Miles of trail added

local art, culture, and/or history • Number of temporary or permanent public art installations • Number of pedestrian and bicycle wayfinding signs and/or maps

• Number of walk trips along project • Number of bicycle trips along project

Environment

• Number of transit stops within ½ mile of trail

• Number of GSI projects

• Feet of barrier or buffer-separated bike facilities

• Stormwater quality impacts of GSI

added

• Percentage of recycled materials used in project construction

Safety

• Number of low-energy lighting fixtures

• Number of crashes involving pedestrians or

• Air quality impacts of mode shift

cyclists • Number of ADA/AASHTO compliant fixtures

Economic Development

• Number of quality lighting fixtures

• Changes in property value • Number of temporary and/or permanent jobs created through trail development • Amount of private investment generated

Loop Implementation Framework • 121

IMPLEMENTATION CONSIDERATIONS ENFORCEMENT This element of implementation involves laws and common sense safety rules all trail users must follow. This includes considerations of which trails are designed for which users, including pedestrians, bicyclists, people with disabilities, and horse riders, plus rules regarding right-of-way, traffic safety awareness, and necessary safety equipment. The main goal of the Complete Streets Program is to maximize the safety of all users (Smart Growth America, 2013, 12). Smart Growth America lists five activities that need to be done by all transportation agencies to consistently ensure user safety: Implementation Planning This activity requires a thorough assessment of current procedures and activities, as well as a longterm game plan for implementing a trail network in Central Ohio.

Offering Training and Educational Opportunities This means providing ongoing education and support to agency staff, community leaders, transportation professionals, and the general public to help everyone understand the strategies and goals of the COG Network, the new partnerships and processes it requires, and the potential outcomes of having this new transportation system. Measuring Performance This requires the creation and modification of existing metrics to measure success in accommodating all users throughout all sections of the trail system (Smart Growth America 2013, 1). Another strategy to consider for maximizing safety of users of the COG Network is that of â&#x20AC;&#x153;Layered Networks.â&#x20AC;? This approach encourages planners and designers to consider the needs of an entire network, prioritizing safety and community needs while still

Changing the Way Decisions Are Made

ensuring access to key destinations and routes for all

This involves updating documents, plans, and

(Smart Growth America 2013, 18). A safe and orderly

processes used in decision-making and making new

trail system inspires confidence in its users.

ones when necessary. Reviewing and Updating Design Guidance

Key Considerations Crosswalks and Sidewalks

This step involves updating and adopting new

All marked mid-block crosswalks and intersections

design guidelines and standards to reflect

give pedestrians right-of-way. Pedestrians must

current best practices in providing multi-modal

also abide by walk signals. If a sidewalk is available,

transportation, in particular those that maximize

pedestrians must use it, but if none is available, they

pedestrian safety.

are permitted to walk on the side of the street facing traffic. All design guidelines must make pedestrian safety the top priority.

122 â&#x20AC;˘ Loop Analysis

Multi-Use Paths

Safe Routes to School Program Enforcement

Motorized vehicles are prohibited. Bicyclists and

This is where the fourth activity, offering education

micromobility users must always yield to pedestrians.

and training opportunities, will play a major role, as

Users should keep to the right side of the trail, and

it involves safety awareness education of parents,

only pass on the left. This standardization will ensure

school personnel, students, school crossing

consistency in the trail system and maintain a smooth

guards, and community watch organizations. Safety

flow of traffic.

education should focus on the traffic dangers of on speeding, distracted driving, and non-yielding

Bike/Equestrian Paths

behaviors, but also emphasize safe uses of all parts

These paths are provided exclusively for experienced

of the COG Network.

bicycle and equestrian usage. These paths are often unpaved and pedestrians and people with disabilities should use caution when traveling on these paths. Users should always yield to horses. Railroad Crossings Pedestrians and bicyclists should always be alert, looking both ways before crossing railroad tracks. They must always yield to closing gates, flashing lights, whistles, or stop signs. In addition, bicyclists should cross tracks at a 90-degree angle to avoid getting tires stuck in the tracks. Required/Recommended Bicycling Equipment Necessary safety equipment for bicyclists includes red rear reflectors and colorless front reflectors, a front white lamp for nighttime rides, a rearview mirror, bicycling gloves, bells or a horn, a helmet, locks, fenders and a rain cap, repair tools, and baggage such as a water bottle and extra clothes. This equipment ensures safety of bicyclists regardless of when and where they choose to travel.

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GLOSSARY

GLOSSARY Air Quality Buffer A strip of vegetation between two structures for public use meant to prevent pollutants from entering the vicinity.

Alley Greenway An individual or network of alleyways used for recreational use and/or ecological protection. An alley greenway will include lanscaping elements similar to a typical greenway.

Alley Greenway

Bioswale (Raingarden) Landscaping elements designed to remove debris and pollution out of stormwater, allowing the water to collect and infiltrate. Bioswales are used to manage the amount of water runoff on impervious surfaces.

Bollards A short, vertical post that is used a safety feature by creating a physical and visual barrier between car-traffic and pedestrians/bicyclists.

Vegetated Bioswale

Buffered Bike Lane A conventional bicycle lane paired with a designated buffer space separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane.

Crossing A place where two roads, two railroad lines, or a road and a railroad line cross, usually designed for pedestrians to navigate safely.

Bollards along a Buffered Bike Lane Loop Implementation Framework â&#x20AC;˘ 125

GLOSSARY Curb Bulbs A traffic-calming safety measure that extends sidewalks into roadways, reducing the amount of time and distance it takes a pedestrian to cross. Also refered to as curb extensions.

Curb Cuts A solid concrete ramp cut into a street curb at a corner for wheelchair and stroller access or at a driveway for vehicular access. It is designed primarily for pedestrian usage and commonly found in urban areas where pedestrian activity is expected.

Curb Bulbs

Curb Separated Bike Lane Separated bicycle facilities that run alongside a roadway separated from automobile traffic by a street curb. Curb Cuts

Dedicated Bike Signals separated bicycle facilities that run alongside a roadway separated from automobile traffic by a street curb. Bike signals are typically used to improve identified safety or operational problems involving bike facilities or to provide guidance for bicyclists at intersections where they may have different needs from other road users (e.g., bike only movements, leading bike intervals).

Dedicated Bike Signals Loop Implementation Framework â&#x20AC;˘ 126

Easement A nonpossessory right to use and/or enter onto the real property of another without possessing it. It is â&#x20AC;&#x153;best typified in the right of way which one landowner, A, may enjoy over the land of another, Bâ&#x20AC;?.

Grade Change

Green Design

Grade Change Grade changes occur when the incline or slope of a surface increases or decreases. These shifts may affect the ability for users to travel on them and may influence drainage of water on the site.

Green Design Green design incorporates strategies that reduces harmful effects from development on the planet. Strategies include choosing specific building materials that require less pollution or resource use to generate, landscaping with native species, adaptive reuse, and efficient stormwater management.

Horizontal Separation Horizontal separation is the horizontal distance between two objects. This provides space for structures on the streets like utilities; having adequate space increases safety of roadway users by providing a buffer to prevent collisions.

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GLOSSARY Intersection Infrastructure Intersection infrastructure provides access management for users entering the intersection. This may include reducing speeds, directing across lanes, alerting users to each otherâ&#x20AC;&#x2122;s paths, and controlling traffic flow. Landscaping Landscaping modifies land through greenery and aesthetics. The plants chosen in a natural landscape can also have draining properties and support local, small ecosystems.

Intersection Infrastructure

Median Greenway Median greenways separate roadways and lanes through strategic plantings. These buffers allow for more formal separation of roadway users than marked medians, which may reduce the risk of lane swerving collisions. Multimodal Infrastructure Multimodal infrastructure supports users of multiple modes of transportation. Modes may include pedestrians, bicyclists, wheelchairs, strollers, and other types of transport.

Multimodal Infrastructure

Parklet A sidewalk extension often installed along and on top curbside parking that provides sidewalk users more space and amenities Pavers Pavers are individual pieces of paved materials that can be organized to create a level surface. Pavers can improve permeability and streamline installation. Parklet Loop Implementation Framework â&#x20AC;˘ 128

Placemaking An approach to community design that focuses on the connection between residents and the physical location. Aspects of placemaking that are usually considered in planning are sociability, access, comfort, and uses/activites.

Placemaking

Public Art Public art provides aesthetic landmarks in an area. Sourcing from local artists also promotes local businesses.

Shade Shade measures the amount of overhead coverage that alleviates heat from the sun. Adequate amounts of shade gives trail users more comfort and ease in using the path during hotter months.

Shade

Shared Use Path This is a piece of infrastructure that can support multiple types of recreational and transportational uses, such as walking, biking, and in-line skating. A shared-use path typically has a surface that is asphalt, concrete or firmly packed crushed aggregate and should be physically separated from motor vehicular traffic by open space or some other barrier. These paths differ from dedicated bike-lanes or sidewalks, as they allow for a multitude of uses even if there is a primary use being catered towards.

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GLOSSARY Sight Distance Sight distance is the length of roadway visible to a user. Sight distance can be further classified into three different types: intersection sight distance, stopping sight distance, and passing sight distance. Understanding the visibility for these three components is important in creating a safe trail design.

Sound Buffer Masonry walls and landscaping can be utilized as to create a buffer than reflects and absorbs sound to create a quite and more natural environment for trails.

Sight Distance

Street Furniture Furniture can be utilized along trails in an effort to create places of rests and influence users to stay and experience the space. Both traditional or uniquely designed pieces can be used to create a sense of place within the trail. Street Furniture

Traffic Calming Traffic calming is the use of physical design as to slow traffic and activity near trails or pedestrian-oriented spaces in an effort to increase safety within that space and encourage use for pedestrians, cyclists, and other smallscale transportation users. This method is often approached through the narrowing of roads and the increase of medians, vegetation, or other built infrastructure that forces users to slow down and be aware of their surroundings. Traffic Calming Loop Implementation Framework â&#x20AC;˘ 130

Trail Curbing

Trail Curbing Trail curbing is the act of designing defined edges for pathways within trails. These curbs can include pavers or other engineered curbs for natural paths, or natural edges for paved or hard-surface paths. Railing or other indicators can be used in clever ways to clearly denote the edge of a path for clear wayfinding and to keep a consistent width for the path over time without the need for extreme maintenance.

Tread Tread width is the width of the actual walkable/ usable surface of a trail. Standards on tread width will vary between trail types and locations. Tread itself can be either native soil, grass, or a constructed surface. For “bare” trails, or those made of natural materials, tread width may increase over time and need extended maintenance. An example of natural tread

Vegetative Buffer Vegetative buffers are built out buffers that can serve as a means of separation between different modes of traffic both within trails or between trails and auto-oriented streets. These buffers serve additional purposes of increased aesthetics, stormwater management, and air quality management.

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GLOSSARY Vertical Separation This separation is in regards to thevertical distance between two objects. Regulation on vertical separation provides necessary space for activity, structures, signage, and vegetation along the trail. These regulations are important to consider when planning paths that utilize or are near bridges, raised paths, necessary signage, and tall vegetation or landscaping. Vertical Separation

Visual Buffers Landscaping, vegetation, and decorative walls can be utilized as to create a buffer that visually separates trails and open spaces from surrounding areas that may be more active or urban in character, giving the trail a more natural and separated feel. This can be used in conjunction with other buffers to increase both safety and sense of place for users. Warning Signage Warning signage can alert users of important information relevant for safe use and enjoyment of the trail. These signs can be utilized in a variety of means and should be consistent with sign regulations based on type and location.

Warning Signage

Wayfinding Wayfinding is the use of signs and strategically placed markings as to guide orient users along paths. Wayfinding tools are often used to let users know which path they are on, how far along they are on that path, and directional guidance to other paths or amenties located along the trail.

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