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June 2020
Foundations Report
Northwest Corridor
COLUMBUS
GRANDVIEWHEIGHTS
UPPER ARLINGTON
WORTHINGTON
DUBLINWESTERVILLE
GAHANNA
NEW ALBANY
WHITEHALL
HILLIARD
GROVE CITY
BEXLEY
OBETZ
GROVEPORT
REYNOLDSBURG
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Northwest Corridor Corridor Context Area
Northwest Corridor Corridor Focus Area
The Northwest Corridor Initiative is a corridor planning process that is the first undertaken for the larger LinkUS regional corridor mobility initiative.
The purpose of this document is to showcase the need and vision for this initiative by exhibiting current conditions, trends, and other planning efforts relevant to the corridor. This is the first of a series of reports that will be developed to examine the issues facing the corridor and the opportunities to achieve regional goals through mobility investments and coordinated development strategies. The end result will be an action plan to quickly implement infrastructure improvements with aligned policies for the LinkUS priorities.
OVERVIEW
CONTENTS
Development28
Preface02
About the Area12
Mobility20
Moving Forward30
Introduction04
This effort is being spear-headed by the City of Columbus in partnership with the Central Ohio Transit Authority (COTA), the Mid-Ohio Regional Planning Commission (MORPC), and The Ohio State University. The process has additional funding partners including Nationwide Realty Investors, Franklin County, OhioHealth, and the Columbus Downtown Development Corporation.
ACKNOWLEDGMENTS
2
Preface
This is a potential population growth of 28% between 2010 and 2050, which outpaces the state as a whole. How residents work, live, and move throughout the region will be impacted based on this projected growth.
A growing population and economy brings new challenges to the region. According to the 2019 Urban Mobility Report, residents in the Columbus area already spend an extra 50 hours per year commuting due to congestion. This comes at a cost of roughly $1,054 per person per year. Across the city, this amounts to more than 51 million hours and $1 billion city wide (Texas A&M Transportation Institute). Single occupant vehicle use, congestion, and environmental impact will continue to climb unless transportation alternatives exist. Additionally, national studies by the Urban Land Institute (ULI) show that people across the country are increasingly preferring denser, more walkable communities. With the right combination of public action and private partnership, the Central Ohio region can continue to grow in ways that are healthy, sustainable, equitable, and desirable. Providing adequate transportation choices and focusing development in strategic patterns that maximize each dollar spent on public infrastructure will create opportunities for economic vibrancy now and in the future.
By 2050, Central Ohio will be a region of 3 million.
Insight2050 (2014)
23%OF HOUSEHOLDS WITH ACCESS TO JUST ONE OR NO VEHICLES
2017 ACS
$1 BILLIONCOST OF TRAVEL DELAY IN
COLUMBUS IN 2019Texas A&M Transportation Institute
Insight2050 Corridor Concepts Study (2019)
NextGen (2017)
Central Ohio has engaged in a number of regional studies and initiatives to identify strategies to manage anticipated growth and improve regional quality of life. All contemplate advancement of high-capacity transit. These past studies led to the creation of a regional corridor initiative: LinkUS. The express goal of the LinkUS program is to use the regional corridor initiatives to promote transportation choice and supportive development that enhances economic vibrancy, brings together strategic partners, and creates actionable strategies for implementation that manage future growth and advances prosperity throughout the region.
LinkUS
3
PREFACE
Access to jobs, housing choices, education and healthcare are fundamental to individual opportunity and regional success. Improving mobility in the Northwest Corridor through the LinkUS initiative while focusing on these critical priorities will create connections that put these goals within reach, while supporting sustainability and economic vitality.
LinkUS PRIORITIES
EQUITYEnhanced mobility options will allow for increased access and opportunity for all members of the community. Mobility is crtical to improving equity in the region.
AFFORDABILITYMore travel options will reduce costs for our community. Reduction of combined housing and transportation costs also creates a more equitable region.
ECONOMIC DEVELOPMENTEnhanced mobility encourages public and private investment in transportation and development. This promotes local and regional economic vibrancy.
WORKFORCE ADVANCEMENTIncreased travel choice and connectivity better links jobs with workforce, promoting economic vibrancy and equity.
INNOVATIONMobility fosters innovation between our people and places, creating shared prosperity. Technological innovations in transportation make a more efficient system, promoting the region’s economy and sustainability.
Mobility is central to many of the region’s priorities.
SUSTAINABILITYIncreased mobility options lowers automobile dependence to reduce carbon emissions. Coupled with compact, walkable development patterns, growth can occur in the region while also preserving farmland and the natural environment.
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Hilliard
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The Northwest Corridor is one of the city’s most critical transportation connections, linking major institutional and employment centers including The Ohio State University, the Ohio Health hospital campus, Grandview Yard, Downtown, and the Arena District. The corridor is accessible by State Route 315, paralleling Olentangy River Road and providing commuter connections from northwest communities to Downtown. This corridor initially emerged as a potential regional transit connection through the development of COTA’s NextGen plan (2017) — and was then selected for analysis as part of the Insight 2050 Corridor Concepts Study (2019).
The Northwest Corridor is one of the most physically complex of the corridors studied in Corridor Concepts. It includes two major interchange areas (the “Knots”) that present significant challenges to north-south through movement, and is physically constrained by the Olentangy River, the CSX railroad, and the highway.
The corridor has experienced substantial new development in recent years, with new office space and residential units creating increased demand on mobility needs in the area. This new development, along with the many regionally significant employment centers and destinations, have led to congestion issues along the main artery of the corridor, SR 315. With the right combination of mobility infrastructure improvements and development patterns, there is an opportunity for the Northwest Corridor to enhance the region’s economic potential, access to jobs and quality of life.
Introduction
THE NORTHWEST CORRIDOR
South Knot
North Knot
OSU Main Campus
OSU West Campus
Riverside Hospital
OhioHealthHeadquarters
GrandviewYard
DublinBridge Park
The Ohio State University Airport
INTRODUCTION
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Hilliard
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ONE MILESeveral key characteristics make the Northwest Corridor a prime candidate for change and increased opportunity. This includes:
JobsThere are tens of thousands of jobs already in the corridor, with a high potential for job growth in the future.
ConnectionsThe corridor links multiple major institutions and employers.
CongestionCongestion is already being experienced within the corridor on 315 and continued travel delay could limit opportunities for future mobility investment that could provide choice and mitigate congestion issues.
EngineeringThe Northwest Corridor presents some of the most complex challenges from an engineering and design perspective compared to other regional corridors.
WHY THE NW CORRIDOR?
Although the Northwest Corridor presents some of the most complex challenges in the region, it also shows great opportunity for
improved mobility with high-capacity transit and thoughtful development.
COTA BUS STOP | COTA 5
The goal for the Northwest Corridor Mobility Initiative is to create an Actionable Strategy that focuses on four key elements:
WHAT ARE THE OUTCOMES?
1 Unbundling of roadway knots
Creation of an integrated multimodal mobility strategy
Identification of opportunities to create walkable/transit supportive development
Generation of a locally preferred transit alternative
2
3
4
INTRODUCTION
6 315 AND THE NORTHWEST CORRIDOR | KIMLEY-HORN
State Route 315 is one of the primary north-south transportation connections in Central Ohio and the dominant element of the roadway network in the Northwest Corridor. The freeway serves as a regional conduit, linking commuters to jobs, students to education, patients to healthcare, and fans to major sports and entertainment venues. The 6-lane highway moves over 100,000 vehicles a day.
STATE ROUTE 315
Traffic has been steadily growing on 315 in recent years, as new development in Downtown Columbus and throughout the corridor bring additional transportation demands. Commuters are increasingly experiencing travel delays during peak hours and congestion is projected to increase further as the region grows. Regular traffic backups are a concern for the viability of employment locations that rely on commuter accessibility through the corridor, posing a threat to the potential for expanded economic development opportunities in this important regional economic hub.
GROWING CONGESTION
Targeted improvements, such as the recently completed interchange upgrade at West North Broadway, have improved traffic flow through sections of the highway and facilitate better access to destinations along the corridor. The Ohio Department of Transportation has initiated an entrance ramp metering study to improve the flow of traffic accessing 315. However, the potential for significant freeway capacity expansion is limited. With much of the highway situated tightly between the Olentangy River and Olentangy River Road, and with portions of the highway elevated above the river, adding additional lanes to 315 is not a feasible option.
LIMITATIONS OF FREEWAY IMPROVEMENTS
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Corridor Focus AreaINTRODUCTION
7
While the highway provides an important function in moving people and goods through the city, it also acts as a barrier, creating a wall between development and the river and limiting opportunities for east-west travel for all transportation modes. Even if additional vehicular capacity could be added to the highway, it would have a diminishing return on investment over time – as more traffic can be expected to flow to an expanded route, ultimately adding more demands on the surface street network that distributes traffic from exit ramps to destinations.
The domino effect of street and intersection impacts would further limit the effectiveness of transit and other modes of transportation that are critical to creating the types of walkable, vibrant places the Central Ohio market demands. If we do not take action now, this cascade of traffic impacts will serve as a limiting constraint on future growth and economic development potential in one of Central Ohio’s most important hubs of economic activity.
A more balanced set of solutions is needed to unlock the potential of the Northwest Corridor. Strategic investments in a robust multimodal transportation system will improve access to our existing employment centers and institutions, facilitate opportunities for more productive use of land, and better connect workforce to jobs.
A NEED FOR NEW ALTERNATIVES
315 TRAFFIC | GOOGLE
INTRODUCTION
8
THE “KNOTS” Dublin
Hilliard
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ONE MILEGenerally paralleling Highway 315, Olentangy River Road provides direct access to development along the corridor, while funneling traffic to and from the highway. The four lane roadway moves over 20,000 vehicles a day. Two key interchanges of 315, Olentangy River Road, and surrounding roadways are colloquially titled the “Knots”, locations where travel through the corridor is significantly constricted. The Knots also create constraints for pedestrian, bicycle and transit movement. Untangling these roadways and the surrounding geography will be critical to improving mobility for all modes of transportation within the Northwest Corridor.
THE NORTH KNOT(Olentangy River Road, Highway 315, Kinnear Road, John H. Herrick Drive)Untangling the North Knot is vital for providing better east-west access across 315 and the Olentangy River and connecting The Ohio State University Wexner Medical Center to the OSU West Campus. Olentangy River Road jogs at a right angle underneath the highway, while John H. Herrick Drive provides an indirect connection across the river. Commuter access between 315 and the medical center is challenging, as is commuter shuttle service between the hospital and satellite lots at West Campus. The North Knot has been explored for improvement with OSU’s Campus Master Plan, including the extension of Kinnear Road across the Olentangy River to the main campus and a more direct alignment of Olentangy River Road. The tight configuration of roadways, freeway ramps, and the river present engineering challenges for any realignments at this location.
THE SOUTH KNOT(Olentangy River Road, I-670, Highway 315, Goodale Boulevard, Souder Avenue, Twin Rivers Drive)Creating a clear connection from Olentangy River Road to W Broad Street (Downtown, Franklinton) is a critical path for unlocking mobility in the corridor. Travel between Olentangy River Road, Downtown, the Arena District, and Franklinton is complicated by the Scioto River and a series of roadway jogs and misalignments that limit north-south movement and force traffic onto a handful of streets such as Vine Street and Neil Avenue. This location presents an especially complex engineering and design challenge due to the tangled web of freeway flyovers, entrance/exit ramps, and roadways crossing over and under I-670 and 315. The Souder Avenue bridge and Scioto River floodwall present additional challenges.
connect kinnear & olentangy
sR-315
Realigned Cannon Dr.
Kinnear Rd.
Olentangy River Rd.
Olentangy River Rd.
sR-315
I-670
Dublin Rd.
Olentangy River Rd.
connect olentangy
souderAve.
Untangling of the interchange “Knots” has been most recently contemplated during Ohio State’s Olentangy Greenway Charrette process (2017).
SOUTH KNOTCONNECTION
CONCEPT
NORTH KNOTCONNECTION
CONCEPT
9
INTRODUCTION
Dublin
Hilliard
Upper Arlington
Worthington
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NORTH KNOT
SOUTH KNOT
SOUTHERN PORTION OF THE NORTHWEST CORRIDOR | GOOGLE EARTH
10
INTRODUCTION
RELEVANT PLANNING EFFORTS
CITY OF COLUMBUS
Columbus Citywide Planning Policies (C2P2)Three City of Columbus communities that fall partially within the Northwest Corridor study area have early adoption status (Design Guidelines but not a Land Use Plan update) under C2P2: Fifth by Northwest, Harrison West, and Franklinton. This means that C2P2 design guidelines would apply to any changes or new development within these areas. There are no areas within the study area that have complete adoption.
Transit System Redesign (TSR)Along the Northwest Corridor study area, TSR increased the frequency for many routes that operate within the Northwest Corridor study area. Additional East-West routes that cross the corridor also increased in frequency of service.
COTA
NextGenNextGen identified the Northwest Corridor, from Downtown to Dublin, as a having potential for high capacity transit, specifically Bus Rapid Transit (BRT). NextGen also supported the proposed TSR frequency updates along the corridor and smart mobility options.
COTA Strategic PlanWith respect to the Northwest Corridor study area, one of COTA’s Strategic Plan initiatives is to build upon its existing service network with the expansion of high capacity transit including ensuring transportation planning supports access to jobs, healthcare and education for disadvantaged communities.
It is critical to leverage previous and ongoing planning efforts that are already invested in the Northwest Corridor. The information in this section highlights some of the major entities in the region and provides a brief overview of associated planning efforts that affect the corridor.
OVERVIEW
Adopted Plans• Fifth by Northwest Area Plan
• Olentangy West Area Plan
• Northwest Area Plan
• West Franklinton Plan
• OSU Framework 2.0
• SciTech Innovation District Strategic Plan
Current Planning Efforts• West Franklinton Gateway
District
• Design Guidelines
• OSU Comprehensive Trans. & Parking Plan
• COTA Long Range Transportation Plan
• Upper Arlington Lane Avenue Corridor Study
Columbus Community Groups• Franklinton Area Commission
• Fifth by Northwest Area Commission
• Northwest Civic Association
• Far Northwest Civic Association
Affected Jurisdictions• City of Columbus
• Franklin County
• Clinton Township
• City of Grandview
• City of Upper Arlington
• City of Dublin
Connect ColumbusThis multi-year transportation planning effort is aimed at updating the City’s policies, procedures and roadway design guidelines with the goal of creating a sustainable, 21st Century multimodal transportation system. Early phases were conducted in tandem with NextGen – together helping to spur the selection of the five model corridors studied by Corridor Concepts. In 2019, the first phase of deliverables was advanced, including a Transportation Policy Framework and the updated Columbus Multimodal Thoroughfare Plan.
11
INTRODUCTION
Insight2050The strategy of focusing growth set the foundation for Corridor Concepts, a report that the identified selected major thoroughfares for further study, including the Northwest Corridor.
MORPC
Corridor ConceptsThe report determined that under the focused corridor concept for the Northwest Corridor, 50,500 new homes and 93,600 new jobs could be supported within the area within half-mile mile corridor area. This concept prioritized high growth in major nodes at the northern end near Sawmill and Bethel roads and the southern end near Downtown Columbus. It also suggested that moderate intensity growth should be focused along the rest of the corridor near the OSU West Campus and the OSU airport.
Metropolitan Transportation Plan (MTP)The Northwest Corridor falls within the planning area for the MTP and will therefore be subject to the goals, objectives and performance measures identified in the MTP, along with the specific improvements identified. The updated 2050 MTP (in progress) has identified a base assumption of over $400 million for high capacity transit improvements and other major mobility investments along the Northwest corridor.
THE OHIO STATE UNIVERSITY (OSU)
Comprehensive Transportation and Parking PlanThe latest plan update (2.0) focuses on a number of access, connectivity, and other improvements that were recommended within the Northwest Corridor planning area, including:
Better access to SR 315At Kinnear Road, Medical Center Drive and 12th Avenue.
Gateway enhancementsIncluding at Lane Avenue and Rte 315 as well as others.
Multimodal improvementsKeeping with OSU’s Comprehensive Transportation and Parking Plan (2014).
East-west connections enhancementEnhancements to the streetscape, connectivity and programmatic uses along primary east-west corridors including Lane Ave, Woody Hayes Drive, Anne and John Glenn Avenue., and Kinnear Road) and north-south corridors (including Olentangy River Road as well as the existing corridor along Kenny Road and proposed corridor along Cannon Drive (phase 1 complete, phase 2 underway).
Active transportation and open space connectionsImproving greenspace, pedestrian and cycling connections within the Northwest Corridor study area was also identified as a priority through a proposed Olentangy Riverfront Greenway.
Promotion of infill developmentAlso within the Northwest Corridor planning area are a number of the campus districts that were identified for significant infill and redevelopment. This includes the St. John’s Arena site, the Health Sciences/Wexner Medical Center District, the Athletics District, Mid-West Campus, and West Campus. There are a number of ongoing development projects as a result of these planning efforts.
An update (3.0) to the existing plan is currently underway.
OTHER COMMUNITY PLANS AND STUDIES
In addition to the planning efforts identified here, it is important to recognize existing policies and initiatives of the various jurisdictions located along and near the Northwest Corridor, including the cities of Grandview Heights, Upper Arlington, Dublin and Worthington. In recent years, these communities have undertaken efforts to spur denser, walkable development in keeping with the objectives of Insight 2050. These include substantial development and infrastructure improvements in Grandview Yard (Grandview Heights), the Lane Avenue Corridor (Upper Arlington), and the Bridge Street District/Bridge Park (Dublin), all of which contribute to the travel demands on Route 315, Olentangy River Road, and the various east-west connections to both. Throughout the process of this Initiative, these communities will be engaged to ensure consistency across planning efforts that serve the regional needs of the corridor.
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Corridor Context AreaThe Northwest Corridor Context Area spans from Downtown Columbus to Dublin, the second largest city in Franklin County, and includes portions of Grandview Heights and Upper Arlington. This context area, represented on the map (right), depicts a geography rather than a specific roadway or alignment.
This generalized area reflects the broader long term vision of creating a high capacity transit corridor connecting the major employment centers and transit-supportive developments throughout the Northwest Corridor from Downtown to Dublin. A variety of potential alignments have been explored in previous studies, including NextGen, Connect Columbus, and Corridor Concepts. This boundary is used to gather high-level data and informs the corridor’s long term potential.
Corridor Focus AreaThis boundary, capturing a large portion of 315 congestion and barrier issues, is representative of a smaller subsection of the corridor study area and is the primary focus area for the first phase of this initiative. This “southern reach” of the corridor extends generally from Downtown and Franklinton to Bethel Road. This boundary is used for more detailed analysis and recommendations, like the land use diagnostic and mobility assessment seen later in this report.
As the initiative advances through technical analyses and the creation of implementation priorities, specific recommendations for transportation system improvements, including transit alignments, multimodal roadway designs and interchange modifications, will be developed for this focus area. Similarly, transit-supportive development opportunities will be identified in this area.
The focus area is home to a large variety of active and planned development. Upon the completion of the Crew Stadium, all five major sports venues in the region will exist within this boundary.
THE PLACE
About the Area
$3 BILLIONOF INVESTMENT WITHIN LAST FIVE YEARS OR CURRENTLY
PLANNED
Inside the Focus Area
18.2 MILLIONSQ. FT. OF DEVELOPMENT
WITHIN LAST FIVE YEARS OR CURRENTLY PLANNED
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Corridor Focus AreaABOUT THE AREA
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R R
D
N BROADWAY
LANE AVE
HENDERSON RD
KINNEAR RD
¬«315
¬«315
§̈¦71
§̈¦270
§̈¦70 §̈¦670
§̈¦270
CSX
CSX
CSX
Sci
oto
Riv
er
Scioto River
Olen
tang
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iver
Corridor Context Area
Corridor Focus Area
ONE MILE
KEY DESTINATIONSThe Ohio State UniversityThe university has over 60,000 students and over 36,000 employees with a daytime population that would put it in the top ten of Ohio cities. Between Main Campus and the growing West Campus, the university spans over 1700 acres.
Riverside Hospital/OhioHealthRiverside Hospital is a 1,000 bed facility and annually admits over 46,000 patients. In 2019, OhioHealth opened a new administrative office adjacent to the hospital (with $50 million interchange project) with 1,600 employees and plans for 900 more within five years.
Grandview YardNationwide Realty Investors’ mixed-use development that currently has around 1,900 jobs in the development. Full build-out will include 1.2 million square feet with than 1,500 residential units.
NationwideEmploys 12,000+ within the region and is headquartered in the Arena District.
Wexner Medical CenterThe Ohio State University’s medical campus has 23,000 employees with over 1,300 beds. An expansion is currently underway.
Battelle1,500+ employees at headquarters within the corridor.
DowntownDowntown Columbus has a daytime population of 121,000+ people. Many of whom use the Northwest Corridor to travel there daily.
Arena DistrictDeveloped by Nationwide Realty Investors as a mixed-use entertainment district with around 800 residential units.
Parks and RecreationThere are 677 acres of parks and open space in the Corridor Context Area, highlighted by Olentangy River and Olentangy Trail.
OSU West Campus OSU Main
Campus
OhioHealthHeadquarters
RiversideHospital
Battelle
CoverMy Meds
Lennox Shopping Center Wexner
Medical Center
Nationwide
GrandviewYard
DOWNTOWN
ARENA DISTRICT
FRANKLINTON
MOUNT CARMELWEST
New Interchange
14
ABOUT THE AREA
EMPLOYMENT
Central Ohio Rank** Employer Central Ohio Employees Type of Business
1 Ohio State University* 36,315 Public university
2 OhioHealth 23,836 Healthcare system
5 Nationwide* 12,500 Insurance, retirement, investment and banking services
17 American Electric Power Co. Inc.* 4,294 Electric power utility serving 5.4 million customers
21 Wendy's Company* 2,338 Quick-service restaurant chain
33 Charter Communications Inc. 1,779 Telecommunications provider
41 Cameron Mitchell Restaurants LLC* 1,658 Multi-concept restaurant developer and operator
42 Battelle* 1,636 Research and development; manufacturing; government contracts
101 White Castle* 719 Quick-service restaurants and retail food products
103 CoverMyMeds* 700 Streamlines medication prior-authorization process, electronically connecting providers, pharmacists and insurance plans
The table below highlights the top Central Ohio employers who have a presence within or very close to the Northwest Corridor Context Area. The information provided is from Columbus Business First and was last updated in fall of 2019.
AN ECONOMIC ENGINEThe Northwest Corridor, and specifically the southern portion of the corridor from Riverside Hospital to Downtown, is an economic engine of regional significance. 3 of the top 5 largest employers in Central Ohio are located within or very near the corridor.
Unsurprisingly, the Ohio State University is an economic force for the corridor and the Central Ohio Region, with the main campus generates about $7 billion annually for the state. Development of West Campus will only increase this importance. Nationwide and OhioHealth are also critical employers in the corridor and region. Nationwide is responsible for catalytic developments at Grandview Yards and the Arena District.
*Majority of employees listed work within the Northwest Corridor Context Area**Ranked by number of employees
ABOUT THE AREA
15
Dublin
Hilliard
Upper Arlington
Worthington
Grandview Heights
Marble Cli�
Riverlea
Valleyview
I-270
KEN
NY R
D
3R
D S
T
RE
ED
RD
FISHER RD
BETHEL RD
SULLIVANT AVE
FISHER RD
IND
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A A
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W 5TH AVE
FR
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N H
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SA
WM
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RIVERSIDE D
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OLE
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HENDERSON RD
KINNEAR RD
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§̈¦70 §̈¦670
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Sci
oto
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Olen
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Corridor Context Area
Corridor Focus Area
ONE MILE
Low Wage Living (<$1,250 per Month)
more
less
187,261PEOPLE EMPLOYED WITHIN CORRIDOR CONTEXT AREA
190:100RATIO OF EMPLOYEES
TO RESIDENTS
106,509EMPLOYEES IN DOWNTOWN COLUMBUS (ZIP CODE 43215)
21%EARNING LOW WAGES (LESS
THAN $1,250 PER MONTH)
Almost one fourth of the people living in the context area earn less than $1,250 a month. The map depicts where those earning lower wages live within the corridor. These populations are likelier to use and will benefit more from transit options.
There are areas of lower wage just outside the corridor as well such as Franklinton and the Hilltop. Improved connections to these neighborhoods will create more job access to the Northwest Corridor, promoting shared and equitable prosperity.
Finance & Insurance | 7.7%
TOP INDUSTRIES*LEHD Census Data 2017
1
5
4
3
2
Health Care and Social Assistance | 24.3%
Accommodation and Food Services | 11.1%
Professional, Scientific, and Technical Services | 10.3%
Retail Trade | 9.2%
The Northwest Corridor plays a critical role in regional employment. An almost 2 to 1 ratio of employees who work in the context area to residents emphasizes that this is a jobs corridor, and daily travel to large employers is vital to the current and future success of the corridor. With over 100k jobs located Downtown, tens of thousands of people are using the corridor everyday to get to work.
ABOUT THE AREA
The context area is home to almost 100,00 people, and is growing significantly faster than the region. Though a lower median age and income is likely somewhat skewed by the presence of university students, it’s worth noting that young professionals and lower income populations both value transportation choice and enhanced mobility.
DEMOGRAPHICS
PROJECTED ANNUAL POP. GROWTH RATE (2019 - 2024)
MEDIAN AGE
68.3%PEOPLE WITH ASSOCIATE,
BACHELOR, AND/OR GRADUATE DEGREES
INCOME
98,445PEOPLE LIVE IN THE CORRIDOR
45%PEOPLE AGES 20 - 34
74%
7%
13%
10%White
Black
Asian
Other
DIVERSITY
32.3
37.3
39.438.2
30
35
40
NorthwestCorridor
ColumbusMSA
Ohio USA
$59,595
$63,076
12.0%
13.0%
14.0%
15.0%
16.0%
$55,000
$60,000
$65,000
Northwest Corridor Columbus MSA
Median Household Income (ESRI, 2019)
Income below poverty level (2013-2017 ACS)
1.4%
1.1%
0.3%
0.8%
0.0%
0.5%
1.0%
1.5%
NorthwestCorridor
ColumbusMSA
Ohio USA
COTA16
*The demographic infographics shown on this page for the Northwest Corridor reflect the Corridor Context Area previously established. The majority of the data was collected via ESRI Business Analyst, which utilizes US Census/ACS and is reflective of the most current data available.
ABOUT THE AREA
17
*The housing infographics shown on this page for the Northwest Corridor reflect the Corridor Context Area previously established. The majority of the data was collected via ESRI Business Analyst, which utilizes US Census/ACS and is reflective of the most current data available.
HOUSEHOLDS
$246,414MEDIAN HOME VALUE
1972MEDIAN YEAR
STRUCTURE BUILT
8%HOUSEHOLDS WITH NO
ACCESS TO VEHICLE2017 ACS
OCCUPANCY
57%
33%
35%
61%
7%
6%
0% 20% 40% 60% 80% 100%
Columbus MSA
Northwest Corridor
Owner Occupied Renter Occupied Vacant
40%OF HOUSEHOLDS ARE RENT
BURDENED (GROSS RENT IS 30+% OF INCOME)
2017 ACS
32.6%
12.1%
55.1%
Single-FamilyDetached
Single-FamilyAttached
Multi-Family
HOUSING TYPE2017 ACS
GRANDVIEW YARD MULTI-FAMILY RESIDENTIAL UNITS
The context area features a high percentage of rent burdened households. Improvements to mobility and potential high capacity transit can help to offset typical transportation expenses for these households. As development continues, the amount of multi-family housing will likely increase, requiring a need for denser residential development that is more supportive of mobility improvements.
Dublin
Hilliard
Upper Arlington
Worthington
Grandview Heights
Marble Cli�
Riverlea
Valleyview
ARENA DISTRICT
CLINTONVILLE
FRANKLINTONHILLTOP
I-270
KEN
NY R
D
3R
D S
T
RE
ED
RD
FISHER RD
BETHEL RD
SULLIVANT AVE
FISHER RD
IND
IAN
OL
A A
VE
W 5TH AVE
FR
AN
TZ
RD
N H
IGH
ST
WIL
SO
N R
D
HARD RD
SA
WM
ILL
RD
RIVERSIDE D
R
SIN
CL
AIR
RD
W DUBLIN-GRANVILLE RD
N H
IGH
ST
BR
ITTO
N P
KW
Y
SULLIVANT AVE
OLE
NTA
NG
Y R
IVE
R R
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N BROADWAY
LANE AVE
HENDERSON RD
KINNEAR RD
¬«315
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§̈¦70 §̈¦670
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CSX
CSX
Sci
oto
Riv
erScioto River
Olen
tang
yR
iver
Corridor Context Area
Corridor Focus Area
ONE MILE
ABOUT THE AREA
18
CORRIDOR CHARACTERWithin the 23 square miles of the Corridor Context Area, there are four distinct character areas that have their own unique set of land uses, residences, employment, and character. The character area boundaries depicted here are meant to be general and illustrative.
UNIVERSITY AREA
DOWNTOWN EDGE
Key Features:
• OSU Main and West Campus, Battelle, Wexner Medical Center
• Campuses divided by Olentangy River and 315
• Medium densities with mixed-uses, especially around campus
• Some auto-oriented land use patterns (strip malls, etc.), high redevelopment/infill potential
• Well served by transit via COTA and CABS (campus transit) routes
• Biking/walking common for commute to campus and connections to Olentangy Trail
UNIVERSITY AREA
Key Features:
• Downtown, Arena District, Grandview Yard, Franklinton, Cover My Meds, Nationwide, Scioto Peninsula, Mount Carmel West
• High density of businesses, horizontally mixed-use and vertically mixed in highest density spots
• Land use pattern is less auto-centric and more bike/walk friendly
• COTA routes serve the area fairly well for daily commuters
DOWNTOWN EDGE
THE OHIO STATE UNIVERSITY MAIN CAMPUS
Dublin
Hilliard
Upper Arlington
Worthington
Grandview Heights
Marble Cli�
Riverlea
Valleyview
ARENA DISTRICT
CLINTONVILLE
FRANKLINTONHILLTOP
I-270
KEN
NY R
D
3R
D S
T
RE
ED
RD
FISHER RD
BETHEL RD
SULLIVANT AVE
FISHER RD
IND
IAN
OL
A A
VE
W 5TH AVE
FR
AN
TZ
RD
N H
IGH
ST
WIL
SO
N R
D
HARD RD
SA
WM
ILL
RD
RIVERSIDE D
R
SIN
CL
AIR
RD
W DUBLIN-GRANVILLE RD
N H
IGH
ST
BR
ITTO
N P
KW
Y
SULLIVANT AVE
OLE
NTA
NG
Y R
IVE
R R
D
N BROADWAY
LANE AVE
HENDERSON RD
KINNEAR RD
¬«315
¬«315
§̈¦71
§̈¦270
§̈¦70 §̈¦670
§̈¦270
CSX
CSX
CSX
Sci
oto
Riv
er
Scioto River
Olen
tang
yR
iver
Corridor Context Area
Corridor Focus Area
ONE MILE
Dublin
Hilliard
Upper Arlington
Worthington
Grandview Heights
Marble Cli�
Riverlea
Valleyview
ARENA DISTRICT
CLINTONVILLE
FRANKLINTONHILLTOP
I-270
KEN
NY R
D
3R
D S
T
RE
ED
RD
FISHER RD
BETHEL RD
SULLIVANT AVE
FISHER RD
IND
IAN
OL
A A
VE
W 5TH AVE
FR
AN
TZ
RD
N H
IGH
ST
WIL
SO
N R
D
HARD RD
SA
WM
ILL
RD
RIVERSIDE D
R
SIN
CL
AIR
RD
W DUBLIN-GRANVILLE RD
N H
IGH
ST
BR
ITTO
N P
KW
Y
SULLIVANT AVE
OLE
NTA
NG
Y R
IVE
R R
D
N BROADWAY
LANE AVE
HENDERSON RD
KINNEAR RD
¬«315
¬«315
§̈¦71
§̈¦270
§̈¦70 §̈¦670
§̈¦270
CSX
CSX
CSX
Sci
oto
Riv
erScioto River
Olen
tang
yR
iver
Corridor Context Area
Corridor Focus Area
ONE MILE
ABOUT THE AREA
19
UNIVERSITY AREA
DOWNTOWN EDGE
DUBLIN TO BETHEL
BETHEL TO BROADWAYKey Features:
• Dublin Bridge Park, The Ohio State University Airport
• Low-density residential and commercial, very little mixed-use with primarily suburban character (with the exception of Bridge Park)
• Auto-oriented pattern of land use and mobility infrastructure
• Not as well served by transit
• Biking/walking primarily for recreation
DUBLIN TO BETHEL
Key Features:
• New $50 million interchange at N Broadway, 315, and Olentangy River Road.
• Riverside Hospital, OhioHealth HQ, Anheuser-Busch Sports Park
• Low-density residential and commercial, some higher intensities
• Auto-oriented pattern of land use and mobility infrastructure
• Not as well served by transit
• Biking/walking for recreation and connections to Olentangy Trail
BETHEL TO BROADWAY
BRIDGE PARK, DUBLIN | BRIDGEPARKLIVING.COM
BICYCLE COMMUTER ON OLENTANGY RIVER ROAD20
Over a hundred thousand people utilize the Northwest Corridor for their daily commute - whether they’re leaving their home inside the corridor, arriving at their job or educational institution inside the corridor, or traveling through it to Downtown or in reverse commutes to Dublin or other communities in the northwest. The commuting trends presented below show an opportunity for increased mode-share within the corridor, as well as a significant amount of commuters experiencing travel delay - most of which is happening on 315. Striking more of a balance between single occupancy vehicle commuting and alternative transportation modes in the corridor will reduce travel delay and increase economic vibrancy.
COMMUTING
Mobility
79.4%DRIVE ALONE TO WORK
3.1%TAKE PUBLIC TRANSPORTATION
1.5%BIKE TO WORK
3.6%WALK TO WORK
IN THE CONTEXT AREA
30%EXPERIENCE A 25+ MINUTE
COMMUTE DAILY
7.2%CARPOOLED
COLUMBUS
GRANDVIEWHEIGHTS
UPPER ARLINGTON
WORTHINGTON
DUBLINWESTERVILLE
GAHANNA
NEW ALBANY
WHITEHALL
HILLIARD
GROVE CITY
BEXLEY
OBETZ
GROVEPORT
REYNOLDSBURG
£¤23
£¤33
£¤33
£¤23
£¤33
¬«315
¬«315
§̈¦71
§̈¦270
§̈¦70
§̈¦71
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21
MOBILITY
Dublin
3,373STAY
41,270 COMMUTE IN
19,192 COMMUTE OUT
1,182STAY
9,780 COMMUTE IN
16,232 COMMUTE OUT
Upper Arlington
The Northwest Corridor study area touches and connects multiple critical geographies for the Central Ohio region: the City of Dublin, the City of Upper Arlington, The City of Worthington, the City of Grandview Heights, the Ohio State University, and Downtown Columbus. Tens of thousands of people commuting in and out of these areas on a daily basis are utilizing the Northwest Corridor on those trips. Likewise, tens of thousands of Columbus residents and those living or working in other communities rely on the corridor for daily travel.
These daily commutes are heavily utilizing 315, which is already feeling ample congestion pressure on a daily basis. Growth in communities and job centers in and near the corridor will only heighten current congestion issues.
Worthington
385 STAY
15,452 COMMUTE IN
5,098 COMMUTE OUT
178STAY
27,369 COMMUTE IN
1,908 COMMUTE OUT
OSU
131STAY
8,313 COMMUTE IN
3,690 COMMUTE OUT
Grandview Heights
2,027STAY
104,586 COMMUTE IN
6,298 COMMUTE OUT
Downtown
MOBILITY
22
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
VE
W 5TH AVE
W LANE AVE
N H
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ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
CSX
CSX
CSX
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Context Area
ONE MILE
Corridor Focus Area
Crash Density (2018 ODOT)
more
less
High-Injury Network Road
VISION ZEROThe City of Columbus has launched the Vision Zero Columbus initiative, part of a global initiative to eliminate all roadway deaths and severe injuries, while ensuring safe, equitable mobility for all. The program, in its initial stages, is analyzing data and engaging the public to understand the locations, severity, and types of crashes throughout the city.
Numerous streets in the Northwest Corridor have been identified as part of the city’s “High Injury Network” – streets with a history of crashes involving fatalities, serious injuries, and vulnerable roadway users (i.e. pedestrians, bicyclists, and motorcyclists).
THE NORTHWEST CORRIDORDue to congestion along 315, the freeway is a hot spot for crashes, particularly around key interchanges. According to crash data from the Ohio Department of Transportation’s TIMS (Transportation Information Mapping System), total crashes decreased annually in 2017, 2018 and 2019 along Olentangy River Road and at intersections along the corridor. However, the number of serious injury crashes increased each year. Rear-end crashes are the most prevalent collision type along the corridor, followed by left turn and angle type collisions.
Of the 947 crashes occurring between 2017 and 2019, seven involved bicyclists and 13 involved pedestrians. Both of the fatalities that occurred along the corridor during this time were pedestrian involved collisions.
SAFETY
947TOTAL CRASHES (2017 - 2019)
34CRASHES INVOLVING BICYCLES
OR PEDESTRIANS ON OLENTANGY (2015 - 2019)
IN THE CONTEXT AREA
MOBILITY
23
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
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W 5TH AVE
W LANE AVE
N H
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ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
CSX
CSX
CSX
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Context Area
ONE MILE
Corridor Focus Area
Crash Density (2018 ODOT)
more
less
High-Injury Network Road
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
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W 5TH AVE
W LANE AVE
N H
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ST
SR
315
NO
RT
HW
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T B
LVD
KE
NN
Y R
D
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AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
CSX
CSX
CSX
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Context Area
ONE MILE
Corridor Focus Area
315 Congestion
more
less
LOS D, E, F
LOS B, C
LOS A
*AM on left, PM on right
VEHICULAR MOBILITYVOLUME-TO-CAPACITY RATIO (CONGESTION)Using the traffic congestion model developed by Ohio DOT’s Office of Statewide Planning and Research, as well as the MORPC regional travel demand model, existing volume-to-capacity (v/c) ratios were analyzed. While there are no notable congestion concerns along Olentangy River Road, the entirety of SR 315 is nearing or over capacity. Additionally in some locations, SR 315 is experiencing annual vehicle volume growth rates between 2 to 3%.
INTERSECTION LEVELS OF SERVICE (LOS)The project team analyzed 16 key intersections along the Olentangy River Road corridor - nearly all of which feed into major interchanges with 315. The analysis also provides that the PM peak hour typically operates worse than the AM peak.
Most notable in the PM peak are large queues extending from the northbound through movement at King Avenue that extends through the Third Avenue intersection. This has additional impacts on the side street queues at King Avenue, Fifth Avenue, and Third Avenue.
TRAVEL TIMEAccording to Streetlight Data, during the AM Peak, travel between Bethel Road and Goodale Boulevard along Olentangy River Road takes approximately 25 minutes. The average travel speed is approximately 30 mph.
During the PM Peak, travel between Bethel Road and Goodale Road along Olentangy River Road takes approximately 30 to 35 minutes. The average travel speed is approximately 25 mph.
High-capacity transit, supportive development, and other multimodal enhancements for transportation choice will help to mitigate congestion and LOS issues.
COTA BUS | COTA
MOBILITY
TRANSIT
CMAXThe system’s first high-capacity line, CMAX, began operations in 2018. The bus rapid transit service operates between Westerville and Downtown Columbus and served more than 1.2 million people in its opening year. That represents an increase of 25% over the traditional service that it replaced. The intent of the Northwest Corridor initiative is to identify a transit alternative with an even more enhanced level of service, compared to that of the CMAX.
NextGen recommends developing a high-capacity transit option to serve the Northwest Corridor.
1.2 MILLIONSERVED BY CMAX IN
OPENING YEAR (2018)
25%INCREASE IN CMAX CORRIDOR RIDERSHIP FROM 2017 TO 2019
RIDERSHIPWhile many transit systems throughout the country are struggling with declining ridership, COTA’s 2019 ridership recorded a 30-year high. The 2019 number represented a 4% increase since a system redesign in 2017. Many of COTA’s services, including CMAX, AirConnect, and the system’s paratransit services, all experienced increases in 2019. This increase in ridership shows an appetite for growth of the existing transit system - in areas like the Northwest Corridor.
19.1 MILLION2019 TOTAL RIDERSHIP
24
85%OF COTA REVENUE COMES
FROM SALES TAX
25
MOBILITY
COTA offers bus service throughout the Northwest Corridor study area, including several lines that provide frequent service throughout the day to Downtown Columbus, mostly in the southern portion of the study area. In addition, augmented rush hour service is available on most of the major north-south routes or roadways. This service provides frequent service in both the AM and PM peak periods on weekdays.
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Dublin
Hilliard
Upper Arlington
Worthington
Grandview Heights
Marble Cli�
Riverlea
Valleyview
ARENA DISTRICT
CLINTONVILLE
FRANKLINTONHILLTOP
I-270
KEN
NY R
D
3R
D S
T
RE
ED
RD
FISHER RD
BETHEL RD
SULLIVANT AVE
FISHER RD
IND
IAN
OL
A A
VE
W 5TH AVE
FR
AN
TZ
RD
N H
IGH
ST
WIL
SO
N R
D
HARD RD
SA
WM
ILL
RD
RIVERSIDE D
R
SIN
CL
AIR
RD
W DUBLIN-GRANVILLE RD
N H
IGH
ST
BR
ITTO
N P
KW
Y
SULLIVANT AVE
OLE
NTA
NG
Y R
IVE
R R
D
N BROADWAY
LANE AVE
HENDERSON RD
KINNEAR RD
¬«315
¬«315
§̈¦71
§̈¦270
§̈¦70 §̈¦670
§̈¦270
CSX
CSX
CSX
Sci
oto
Riv
erScioto River
Olen
tang
yR
iver
Corridor Context Area
Corridor Focus Area
ONE MILE
Rush Hour Service
Standard Service
Frequent Service
COTA Stop
COTA Routes that cross or travel within Northwest Corridor:
135
101222
313233
7274
Top 3 most popular bus stops in the corridor:
Olentangy River Rd & Riverview Dr 128 ONS | 25 OFFS PER WEEKDAY
Olentangy River Rd & Harley Dr72 ONS | 8 OFFS PER WEEKDAY
Riverside Hospital85 ONS | 58 OFFS PER WEEKDAY
TRANSIT IN THE NORTHWEST CORRIDOR
Bench Shelter Lighting WasteReceptacle
% of Stops in NWC 5% 8% 39% 10%
Bus Stop Amenities
*COTA
1
2
3
MOBILITY
26
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
VE
W 5TH AVE
W LANE AVE
N H
IGH
ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
NORTH BROADWAY
HUDSON ST
HIG
H S
T
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
OLE
NTA
NG
Y R
IVE
R R
D
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315§̈¦71
§̈¦70
§̈¦670
Olentang
y River Trail
Bethel Rd TrailConnector
Whetstone TrailOverpass
Campus Trail Overpass
Goodale StConnector
Planned Twin Bridgesand Gap Conection
Ridgeview ElementaryPedestrian Overpass
Planned SouderAve Bridge
Spring/ Long St Crossing
Alum-Scioto Connector
Scioto Trail
COGO Bikeshare Station
Corridor Context AreaWater
Bike Lane, ExistingBike Lane, FutureMulti-Use Path, Existing
Bicycle Boulevard, ExistingMulti-Use Path, Future
COG Trails VisionLow Stress Crossing, Existing*Low Stress Crossing, Future*Problematic Crossing*
*Not all crossings shown
Corridor Focus Area
ONE MILE
This section describes the current conditions for walking and biking throughout the study area and some of the challenges for connectivity to the potential future transit in the corridor area.
BICYCLE FACILITIESThe Olentangy River Trail (ORT) is a multi-use path that runs along the length of the study area, paralleling the Olentangy River, and is the principle north/south route for bicycling. A few multi-use path segments connect into the trail; all other east/west connections into the trail are on shared roadways or standard bike lanes. Nearly all major roads in the study area were ranked with “poor” or “moderate” levels of bicycle comfort in a 2016 MORPC analysis, including the entirety of Olentangy River Road.
The ORT is also a central corridor within the Central Ohio Greenways (COG) network, a regional vision for a network of 230+ miles of connected trails in Central Ohio. The ORT ties into the Scioto Trail at the southern end of the corridor. Planned greenways along Hudson St/Ackerman Road will form the future Alum-Scioto Connector in the middle of the focus area.
There are new bicycle and pedestrian bridges and trail segments at Souder Avenue, West Como Avenue and Northmoor Place. New multi-use sidepaths are proposed along Kenny Rd, Olentangy River Road and Souder Ave that will expand north/south routes within the study area. A potential “Franklinton Loop” is also in planning stages that would create new multi-use paths at the southern end of the corridor.
ACTIVE TRANSPORTATION
74MILES OF BIKEWAYS EXISTING
OR UNDER CONSTRUCTION
16COGO BIKESHARE STATIONS
IN THE CONTEXT AREA
MOBILITY
27
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
W 5TH AVE
W LANE AVE
N H
IGH
ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Context Area
Sidewalk, ExistingSidewalk GapMulti-Use Path, Existing
Corridor Focus AreaMulti-Use Path, Future
ONE MILE
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
VE
W 5TH AVE
W LANE AVE
N H
IGH
ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
NORTH BROADWAY
HUDSON ST
HIG
H S
T
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
OLE
NTA
NG
Y R
IVE
R R
D
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315§̈¦71
§̈¦70
§̈¦670
Olentang
y River Trail
Bethel Rd TrailConnector
Whetstone TrailOverpass
Campus Trail Overpass
Goodale StConnector
Planned Twin Bridgesand Gap Conection
Ridgeview ElementaryPedestrian Overpass
Planned SouderAve Bridge
Spring/ Long St Crossing
Alum-Scioto Connector
Scioto Trail
COGO Bikeshare Station
Corridor Context AreaWater
Bike Lane, ExistingBike Lane, FutureMulti-Use Path, Existing
Bicycle Boulevard, ExistingMulti-Use Path, Future
COG Trails VisionLow Stress Crossing, Existing*Low Stress Crossing, Future*Problematic Crossing*
*Not all crossings shown
Corridor Focus Area
ONE MILE
PEDESTRIAN FACILITIESSidewalks are present intermittently in the study area, with the greatest concentration in the southern end of the study area. The Olentangy Trail and other existing multi-use paths also provide pedestrian connections for transportation and recreation. There are some major sidewalk gaps in residential areas and along major roadways as shown on the pedestrian facilities map on the right.
GAPS AND BARRIERS The Olentangy and Scioto Rivers, State Route 315 and Interstate 670, the Columbus Subdivision and Buckeye Branch Railroads, and Olentangy River Road itself are all important barriers to connectivity on the corridor. The roads that do cross these barriers are often the same ones that have sidewalk gaps or high levels of bicycle stress. The distance between bicycle and pedestrian-accessible crossings of any of these barriers is often between 1/4 and 1/2 a mile, which is well beyond typical convenient distance. Along Olentangy River Road, intersection designs are rarely pedestrian-friendly; the width of the roadway, turning vehicle patterns and right-turn slip lanes at some locations create additional challenges to crossing.
ACCESS Access points to the Olentangy Trail itself also limit its ability to serve as a connection throughout the corridor. There are few low-stress connections into the trail. Long distances between access points in some areas, especially in the southern and northern portions, create a feeling of isolation and limit its usefulness for transportation at all hours of the day. Access to the trail from the west side is more limited in the northern end of the corridor, due to the distance between river and highway crossings; this would also translate to lower access to the transit corridor from the residential areas to the east.
120MILES WITHOUT SIDEWALK
Inside the Focus AreaOlentangy
River 315 Railroad Olentangy River Road
# of Crossings Existing: 15Planned: 3
Underpass: 20
Underpass: 14At grade: 3Overpass: 1
Signalized: 15
Avg. space between crossings 0.4 mi 0.5 mi 0.4 mi 0.3 mi
Longest space between crossings 1.7 mi 0.9 mi 0.8 mi 0.8 mi
Crossings and Intersection Inventory
28
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
VE
W 5TH AVE
W LANE AVE
N H
IGH
ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Focus Area
ONE MILE
Moderate to High
High
Active Development
Moderate
Limited
Open Space
Development Potential
As noted earlier in the document, 18.2 million square feet of development has occurred within the last five years or is currently planned. The Land Use Diagnostic map presents the current development status of property within the focus area. The purpose of the Land Use Diagnostic map is to:
Guide Decision-MakingThe Land Use Diagnostic map will assist in decision-making about the location of potential new transportation infrastructure and/or service based on where development could take place.
Inform Future AnalysisThis information will inform an analysis of future development’s likelihood to change along the entirety of the corridor that will help in understanding future mobility needs and opportunities.
Provide ClarityThe Land Use Diagnostic map gives an understanding of how private land development, infrastructure investments, and/or new mobility options can coalesce to create transit supportive environments.
Descriptions of the land use categories are on the adjacent page.
LAND USE DIAGNOSTIC
Development
Opportunity areas for change
Recent or existing developments with mobility supportive design and character
OSU West Campus
Grandview Yard
OSU Main Campus
East Franklinton
29
LAND USE
1577.9
1251.4
842.6
344.3 274.2
1051.7
0%
10%
20%
30%
40%
50%
0
500
1000
1500
2000
2500
Limited DevelopmentPotential
Moderate DevelopmentPotential
Moderate to HighDevelopment Potential
High Development Potential Active Development Open Space and Other(ROW, etc.)
Acres % of total
Upper Arlington
Grandview Heights
Marble Cli�
Valleyview
3R
D S
T
RE
ED
RD
BETHEL RD
IND
IAN
OL
A A
VE
W 5TH AVE
W LANE AVE
N H
IGH
ST
SR
315
NO
RT
HW
ES
T B
LVD
KE
NN
Y R
D
N H
AG
UE
AV
E
RIVERSIDE D
R
E 17TH AVE
GOODALE BLVD
GR
AN
DV
IEW
AV
E
LANE A
VE
NORTH BROADWAY
HUDSON ST
HIG
H S
T
OLE
NTA
NG
Y R
IVE
R R
D
KING AVE
KINNEAR RD
HENDERSON RD
KEN
NY
RD
Scioto River
River
Scioto
Olentangy
River
¬«315
¬«315 §̈¦71
§̈¦70
§̈¦670
Corridor Focus Area
ONE MILE
Moderate to High
High
Active Development
Moderate
Limited
Open Space
Development Potential
LIMITED DEVELOPMENT POTENTIAL
• Plans and studies generally reinforce current land use.
• Physical condition, land use pattern, existing infrastructure and land use policy limit potential for additional development.
MODERATE DEVELOPMENT POTENTIAL
• Vacant or underutilized parcels exist within areas that are already largely developed.
• Infill and/or redevelopment is possible with existing or modified land use entitlements.
• Change in similar areas demonstrates possibility for development.
MODERATE TO HIGH DEVELOPMENT POTENTIAL
• Age and of buildings, vacancy, built form or other factors indicate development opportunity.
• Could be developed with existing or modified land use entitlements.
• Change in similar areas demonstrates possibility for development.
HIGH DEVELOPMENT POTENTIAL
• Development plans exist (level of detail for approval).
• Entitlements have been obtained or are being or actively pursued and have public support.
• Change in similar areas demonstrates possibility for development.
ACTIVE DEVELOPMENT
• Construction is underway or imminent.
• New development anticipated to be complete within 18 months.
DEVELOPMENT TYPE DISTRIBUTION
OPPORTUNITY FOR CHANGE2662.2 ACRES
Though Limited Development and Open Space make up the largest single diagnostic types, the combination of the moderate to high and active development areas add up to over 2,600 acres of opportunity. These areas can be identified for transit and mobility supportive development which will help create density and efficient growth in critical areas.
Each category is described on this page and the distribution is shown in the chart at the bottom of the page.
East Franklinton
30
The Northwest Corridor Mobility Initiative will bring four critical ingredients to the communities and partners in the region:
Clear Sense of DirectionIdentification of next steps that support implementation
Creation of a Shared VisionA commitment by communities and partners to work together to advance a shared vision for the corridor
Implementation StrategiesA coordinated strategy that allows for action to occur sooner rather than later
Repeatable ProcessA model for how to approach other corridor planning initiatives
KEY ELEMENTS
Moving Forward
The process will feature a wide variety of digital and in-person engagement opportunities for the general public and corridor stakeholders. The engagement strategy is focused on five primary elements:
Public SymposiaThere will be two formal public symposia along with a public rollout event at the completion of the plan.
Digital EngagementOnline surveys and engagement tools will be constructed and advertised on social media.
StakeholdersThe project team will meet with stakeholders in the corridor study area to further identify issues, challenges, and opportunities.
Focus GroupsTargeted meetings with key focus groups will be conducted.
Outreach and InreachThe engagement strategies will focus on outreach to the general public, as well as inreach to partner agencies within the region.
ENGAGEMENT
31
MOVING FORWARD
WHAT’S NEXT?The project team will be working through several phases that include stakeholders and community engagement to identify the best choices for the corridor.
DEFINE ISSUES AND OPPORTUNITIESCollect critical data that creates the foundation for future analysis and recommendations.
ENDORSE AND ACTDocument the results and present the final planning document. These items are endorsed by community leadership and used for action.
EXPRESS OUR PREFERENCEThe options and technical data are presented to project leadership, stakeholders, and the general public to determine a preferred option.
4
EVALUATE PERFORMANCEThe options are then evaluated using a technical analysis process designed to produce results to be shared.
IDENTIFY FEASIBILITY OPTIONSDevelop options for the corridor by building on the analysis of the foundational data.
2 51 3
We are here!
32
We encourage everyone to engage with this process to help create a better Northwest Corridor and Central Ohio Region
Stay up to date on the project process and engagement opportunities by checking the project website below:
For more info
LinkUScolumbus.com/northwest
33
MOVING FORWARD
THE NORTHWEST CORRIDOR | KIMLEY-HORN
