LinkUS East-West Corridor Project

June 2021
NORTHWEST CORRIDOR
MOBILITY STUDY
PHASE 1 SUMMARY REPORT
LinkUS | Northwest Corridor Study
Acknowledgments NOR
MOB
This effort was led 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, and other public and private
funders.
Executive Committee Project Management (Core) Team

Shannon G. Hardin, Columbus City Council President Justin Goodwin, City of Columbus Department of Public Service
Jennifer Gallagher, Director, City of Columbus Department of Zachary Sunderland, Central Ohio Transit Authority
Public Service Kelly Scocco, City of Columbus Department of Public Service
Michael Stevens, Director, City of Columbus Department of Randall Borntrager, City of Columbus Department of Public
Development Service
Joanna M. Pinkerton, President and CEO, Central Ohio Transit Bud Braughton, City of Columbus Department of Public Service
Authority
Steven Schmidt, City of Columbus Department of Public Service
William Murdock, Executive Director, Mid-Ohio Regional
Planning Commission Kevin Wheeler, City of Columbus Department of Development
Eric Janas, Deputy County Administrator, Franklin County Jacqueline Yeoman, City of Columbus Department of
Development
Greg Davies, Vice President of Planning & Development,
Columbus Partnership Terry Foegler, Central Ohio Transit Authority
Guy Worley, President and CEO, Columbus Downtown Kimberly Sharp, Central Ohio Transit Authority
Development Corporation Thea (Walsh) Ewing, Mid-Ohio Regional Planning Commission
Keith Myers, Vice President, Planning, Architecture & Real Dina López, Mid-Ohio Regional Planning Commission
Estate, The Ohio State University
Maria Schaper, Mid-Ohio Regional Planning Commission
Trudy Bartley, Vice President, Local Government & Community
Matthew Brown, Franklin County Economic Development &
Relations, The Ohio State University
Planning
Brian Ellis, President and CEO, Nationwide Realty Investors
Amanda Hoffsis, Planning, Architecture & Real Estate, The Ohio
Nathan Wymer, Vice President, Government Relations, State University
Nationwide Insurance
Beth Snoke, Transportation & Traffic Management, The Ohio
Karen Morrison, President, OhioHealth Foundation State University
Shawna Davis, Vice President, Community & Government Kimberly Moss, Planning, Architecture & Real Estate, The Ohio
Relations, OhioHealth State University
Table of Contents
RTHWEST CORRIDOR
BILITY STUDY
ESTABLISHING A FOUNDATION 02
PRIORITIZING RAPID TRANSIT 14
CONNECTING TO TRANSIT 40
BUILDING TRANSIT-SUPPORTIVE ENVIRONMENTS 56
PREPARING FOR SUCCESS 80

01
2
Project Overview
The Northwest Corridor Study
Ingredients for Success
What Have We Heard?
Establishing A
Foundation
3
Project Overview
LinkUS
LinkUS is the mobility corridor initiative for Central Ohio
LinkUS seeks to provide a complete mobility system along key
regional growth corridors, including high capacity and advanced
rapid transit, bicycle and pedestrian connections, safety
improvements, and new housing and job opportunities. The
initiative is a response to the challenges facing a growing region,
including managing traffic congestion, ensuring equitable access
to jobs and housing, promoting economic vitality, and improving
sustainability. It builds on numerous previous regional planning
efforts, including COTA’s NextGen plan and the MORPC Insight
2050 Corridor Concepts Study.
LinkUS focuses on six critical priorities:
EQUITY ECONOMIC
The introduction of mobility options DEVELOPMENT
allows for increased access and Enhanced mobility encourages public and
opportunity for all members of the private investment in transportation and
community. Mobility is critical to development. This promotes local and
improving equity in the region. regional economic vibrancy.
WORKFORCE AFFORDABILITY
ADVANCEMENT More travel options will reduce costs for
Increased travel choice and connectivity our community. Reduction of combined
better links jobs with workforce, housing and transportation costs also
promoting economic vibrancy and equity. creates a more equitable region.
INNOVATION SUSTAINABILITY
Mobility fosters innovation between Increased mobility options lowers
our people and places, creating shared automobile dependence to reduce
prosperity. Technological innovations carbon emissions. Coupled with compact,
in transportation make a more efficient walkable development patterns, growth
system, promoting the region’s economy can occur in the region while also
and sustainability. preserving farmland and the natural
environment.
4
Establishing a Foundation
How We Got Here

Central Ohio has engaged in a number of regional studies and initiatives to identify strategies for managing anticipated growth. All
contemplate the advancement of high-capacity transit. These efforts have been building toward the creation of a regional corridor
system, with the Insight 2050 Corridor Concepts Study being the prime catalyst.
INSIGHT2050 (2014)
Led by the Mid-Ohio Regional Planning Commission (MORPC) and in partnership with member communities and
other agencies, this effort considered various alternative growth patterns for the region. The outcome was a focused
strategy that aimed to balance and accommodate growth in a cost-effective, efficient, and sustainable manner.
NEXTGEN (2017)
The Central Ohio Transit Authority (COTA) undertook the NextGen planning process to consider and evaluate 26
potential transit corridors. These were narrowed down to 14 corridors, which were studied more closely using
themes of connectivity, equity, building on current successes, and sustainability.
INSIGHT2050 CORRIDOR CONCEPTS STUDY (2019)

Insight2050 Corridor Concepts built on the NextGen work by taking a more detailed look at five specific corridors.
The goal was to provide a demonstration of how more transportation choice and strategic development along each
corridor could create more efficient and affordable options for working, commuting and living in the region.
LINKUS FRAMEWORK STRATEGY (2020)

The LinkUS Framework Strategy was created to ensure a consistent
and replicable approach to corridor planning. This includes a guiding
mission statement and organizational framework that ensures the
successful integration between corridors and across modes, along
with a recommended project development process and steps for
implementation. It establishes a set of goals to guide the identification
of mobility investments and development opportunities.
The LinkUS initiative is currently advancing two corridor planning

processes: the Northwest Corridor (documented in this report) and
the East-West Corridor, which is being developed through a concurrent
process.
5
The Northwest Corridor Study

The Northwest Corridor is the first corridor planning process
undertaken for the larger LinkUS regional corridor mobility
initiative. The study focuses on improving mobility along the
Olentangy River Road corridor that links Downtown Columbus
with areas to the north and west.
The Northwest Corridor is one of Central Ohio’s most critical

transportation connections, linking major institutional and
employment centers including The Ohio State University, the
OhioHealth 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. The corridor is also served by the region’s most
heavily traveled greenway, the Olentangy Trail. 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 also 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 SR 315. Sections of Olentangy
River Road and many intersecting roadways have also been
identified as part of the High Injury Network in Columbus’
Vision Zero Action Plan. Improvements are needed to ensure
safe mobility for all traveling through the corridor.
Areas within the corridor, as well as in surrounding

jurisdictions that rely on the Northwest Corridor for
commuter access to and from Columbus, have experienced
substantial new development in recent years, creating
increased pressure on the transportation system. This new
development, along with the many regionally significant
employment centers and destinations, has 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.
6
Study Outcomes
The Northwest Corridor is more than a typical corridor study. It is the foundational effort for a regional corridor planning program
that clearly outlines a future process for achieving regional mobility success. The Northwest Corridor study:
~ Identifies a premium transit vision that connects Northwest Corridor destinations to Downtown Columbus
~ Defines a land use vision for creating a transit-supportive environment, adding more housing options and access to jobs in the
Northwest Corridor
~ Promotes active transportation as a method of connecting people to transit, and to regional destinations
~ Envisions a future that provides for the mobility needs of all users while promoting economic development, sustainability,
and equity
~ Defines a clear set of action steps that lead toward implementation
Planning Process
The Northwest Corridor planning process took place over one-year. The process began with a comprehensive analysis to identify
issues and opportunities, feasible transit options, and recommend a preferred alternative based on public feedback and technical
analysis.
Define Evaluate Advance

Issues & Opportunities Performance Document the results and present
Collect critical data that creates the The options are then evaluated using the final planning document. These
foundation for future analysis and a technical analysis process designed items are endorsed by community
recommendations to produce results to be shared leadership and used for action
1 2 3 4 5
Identify Express
Transit Feasibility our Preference
The options and technical data are
Options presented to project leadership,
Develop options for the corridor stakeholders, and the general public
by building on the analysis of the to determine a preferred option
foundational data
7
Why Focus on the Northwest Corridor?

The first outcome of the Northwest Corridor process was a Foundations Report, which documented the key challenges and
opportunities affecting mobility in this corridor. As documented in that report, several key characteristics make the Northwest
Corridor a prime candidate for change and increased opportunity.
This includes:
~ Jobs. There are tens of thousands of jobs already in the
corridor, with a high potential for job growth in the future.
Connecting this corridor to neighborhoods throughout the
region is key to ensuring equitable access to jobs. 18.2 Million
sq. ft. of development within last five years
~ Connections. The corridor links multiple major institutions and or currently planned
employers.
~ Congestion. Congestion is already being experienced within

the corridor on 315. Continued travel delay could limit
opportunities for economic development and access to jobs.
~ Engineering. The Northwest Corridor presents some of the $3 billion

most complex challenges from an engineering and design of investment within last five years or
perspective compared to other regional corridors. It is critical currently planned
to begin work now in order to solve these challenges.
As a part of the planning process, both a corridor context area and corridor focus area were defined. The Corridor Context Area
spans from Downtown Columbus to Dublin, the second largest city in Franklin county, and includes portions of Grandview Heights,
Clinton Township, 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.
The Corridor Focus Area captures a large portion of 315 congestion and barrier issues and is representative of a smaller subsection
of the corridor study area and is the primary focus area for the first phase of this study. This “southern reach” of the corridor extends
generally from Downtown and Franklinton to Bethel Road.
As the Northwest Corridor Mobility Study advanced through technical analyses and the creation of implementation priorities,
specific recommendations for transportation system improvements, including transit alignments, multimodal roadway designs
and interchange modifications, were developed for this focus area. Similarly, transit-supportive development opportunities were
identified in this area.
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Key Destinations
~ Downtown – Downtown Columbus has a daytime population
of 121,000+ people. Many of whom use the Northwest
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Corridor to travel there daily.
~ Riverside Hospital/OhioHealth – Riverside 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.
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~ The Ohio State University – The university has over 60,000
Northwest Corridor
Corridor Context Area
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.
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315
~ The Ohio State University Innovation District –The Ohio

State University’s West Campus is currently undergoing
the first phase of a master development plan for 270 acres
as a new Innovation District. The Innovation District will
be a collaborative space combining academic research,
education, private enterprise, and local communities to
study and solve 21st Century challenges, ranging from smart
mobility, sustainable energy, pharmaceutical and medical
§
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advancement, and more. A major funding partnership with

JobsOhio and Nationwide Children’s Hospital is leveraging
Ohio State’s nearly $650 M of investment in the campus with
nearly $100M of state funding to accelerate the potential
of the Innovation District as a major jobs engine in Central
Ohio.
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315
~ Wexner Medical Center – The Ohio State University’s

medical campus has 23,000 employees with over 1,300
beds. An expansion is currently underway.
~ Grandview Yard – Nationwide 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 more than 1,500 residential units.
~ Nationwide – Employs 12,000+ within the region and is Northwest Corridor

headquartered in the Arena District. Corridor Focus Area
~ Battelle – 1,500+ employees at headquarters within the
corridor.
~ Arena District – Developed by Nationwide Realty Investors

as a mixed-use entertainment district with around 800
residential units.
~ City of Dublin – Dublin is the second largest city in Franklin

County and home to many jobs as well as residents who
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commute to work in the Northwest Corridor.
~ Parks and Recreation – There are 677 acres of parks and §

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open space in the Corridor Context Area, highlighted by the

Olentangy River and Olentangy Trail.
9
Ingredients for Success

Achieving our regional goals will require advancing a The Northwest Corridor has identified three key ingredients for
number of interrelated initiatives that work together to success. These evidence-based elements are common themes
create a sustainable, economically vibrant future. While among successful regional mobility programs throughout
the advancement of premium transit is a primary objective, the country and form the core of the Northwest Corridor
without a complete strategy the region is likely to lose out framework. By focusing on these elements, we can ensure the
on opportunities to make positive contributions toward the Northwest Corridor develops as a vibrant place that connects
regional goals. To take full advantage of this opportunity, the people to economic opportunities, provides safe ways to
project development process includes additional elements travel, and improves our overall health and sustainability as a
designed to reflect regional priorities. community.
BUILDING
PRIORITIZING CONNECTING TRANSIT-
RAPID TRANSIT TO TRANSIT SUPPORTIVE
ENVIRONMENTS
By 2050, Central Ohio will be a region Developing and building a premium Land use and transportation are
of 3 million people. The region’s growth transit option means nothing if riders inextricably linked: sprawling and
rate of 28% by 2050 outpaces the state cannot connect to the system safely disconnected development patterns
as a whole, highlighting the region’s and comfortably. Most transit riders encourage travel by single occupant
continued draw as a vibrant economy. travel to their departure station and vehicle, while compact, connected
Already a regional employment center, their final destination on foot, bicycle, development places most destinations
development in the Northwest Corridor or personal mobility device. Because within waking or biking distance.
is expected to accelerate, potentially of this, first- and last-mile connectivity Because of this, the Northwest Corridor
creating the need to accommodate options are critical to ensuring the process identifies a strategy to direct
thousands of new trips per day. corridor works for all users, regardless transit-supportive development
of age or ability. throughout the corridor, ensuring
Developing premium transit options the built environment supports and
that move more people through the Street design in the Northwest Corridor promotes a multimodal travel pattern.
corridor quickly, efficiently, and through should support other regional efforts,
the use of clean fuels is the only way such as Vision Zero. Prioritizing safe The transit-supportive development
to maintain the region’s high quality of system road design ensures that strategy is also aligned with the
life as growth continues. Rapid transit vulnerable road users are provided with region’s economic development and
is also a critical element in creating an facilities that meet their needs, and housing goals by providing mixed-use
equitable transportation system that ultimately improves safety for everyone activity centers where people can
provides a reliable, affordable mobility using the corridor, whether or not they live, work and play, making use of the
option for our regional workforce. ride transit. connections to all the opportunities
Central Ohio has to offer.
10
What Have We Heard?

Throughout the planning process, approximately 1,000 general consistency with the sentiments provided in the first
individuals shared their insights and opinions on the Northwest series. However, some specific areas of emphasis emerged:
Corridor Mobility Initiative. Community members were engaged
through stakeholder workshops, virtual public meetings, ~ A greater emphasis on the importance of Workforce
an online open house and a public survey. The events were Advancement and Economic Development as priority LinkUS
attended by residents who lived in the Northwest Corridor, Goals. Both were seen as a critical elements of advancing the
employees who work in the corridor, students and faculty from broader goal of Equity.
The Ohio State University, commuters who travel the corridor,
and many regional residents who are interested in advancing ~ A recognition of the cost burden that car-based
rapid transit options. transportation places on low-wage workers and the impacts
of unreliable, infrequent and slow or convoluted transit
While community participation largely reflected those who live routes on the ability of low-wage workers to access and keep
or work near the corridor, restrictions resulting from COVID-19 quality jobs.
influenced the engagement process. Respondents to online
~ Concern with the disconnect and distance between quality,
surveys were largely white, with participation by minority
affordable housing and quality, well-paying jobs, with an
groups occurring at rates less than the regional population.
interest in development patterns that co-locate both.
To mitigate this divide, the LinkUS Initiative includes an More detailed information on the initiative’s public engagement
Equitable Engagement Strategy aimed at expanding the diversity strategy, methodology, and results can be found in the
and quality of engagement by reaching as many representative Alternatives Feedback Report and Community Sentiment Report
voices as possible. Targeted outreach efforts included invitations (separate documents).
to a wide selection of community groups, small business groups
and social service organizations representing communities of
color. Key takeaways from these additional workshops indicated
Key Takeaways
There was general consistency in overall sentiment and priorities for the corridor. These include:
IMPROVED TRANSPORTATION How strongly do you feel that Rapid Transit is needed to
accommodate our region’s continued growth?
OPTIONS 2% 1%
There was general support for rapid transit improvements, 3%
regardless of the specific mode of transit. Many respondents
noted the need for more public transit options and alternatives
17%
to motor vehicles. Respondents recognized the need for more
travel options in the Northwest Corridor as the region continues
to grow:
~ Desire for more emphasis on safer and more connected 77%
active transportation (pedestrian/bicycle) facilities, improved
transit and sustainable mobility options (and less auto-
centric roadway design). Traffic is fine and I’m not
Rapid transit should be an concerned about growth.
~ 80% of participants indicated a desire for future travel
integral part of our regional
options in the Northwest Corridor to focus on a combination growth and economic
Things have worsened over
of transit, walking and biking. Over 90% recognized rapid the years but are s�ll
development strategy.
tolerable.
transit as an important part of a regional growth strategy
(see chart). Growth is imminent and we I’m unclear about the
need to begin adding travel rela�onship between regional
op�ons. growth, transporta�on, and
~ The majority of participants (56.4%) indicated a willingness
our economic vibrancy.
to accept slightly longer car trips in exchange for more travel
choices and transportation safety enhancements.
11
BROAD SUPPORT FOR THE SIX LINKUS

GOALS
~ Sustainability, Equity, and Affordability are consistently
ranked as high priorities.
~ For many, Equity is recommended as a broader lens through

which the other goals should be aligned.
~ Workforce Advancement and Economic Development vary in

priority, but still rank highly.
~ Many view Innovation as a tool to achieve the other goals.
How would you rank the importance of each of the LinkUS

goals, from 0 (Least important) to 7 (Most important)?
6.07 In-field Engagement

5.62 5.67
5.10 5.19 TYPE OF TRANSIT INFRASTRUCTURE

Average Ranking
4.97 Respondents have stressed the need for dedicated transit

lanes and signal priority to ensure fast travel times and
travel reliability, thoughtful station design and locations (i.e.
enclosed stations for inclement weather), and environmental
consideration (i.e. electric vehicles). While some participants
have advocated for light rail over bus rapid transit, there is
consensus on whatever the mode, rapid transit should be
high quality and its movement through the corridor should be
prioritized with infrastructure design.
“Functionality is key, focus on

improvements that increase speed
WORKFORCE ADVANCEMENT
ECONOMIC DEVELOPMENT
and reliability - give us true

BRT.”
SUSTAINABILITY
AFFORDABILITY
INNOVATION
EQUITY
“This is long overdue! As a

resident near one of the proposed
stations I would love to have this
as an option for running daily
errands around Olentangy River
Road, or even getting into
downtown.”
12
ACTIVE TRANSPORTATION OPTIONS

Connectivity & Accessibility
In particular, participants want to see pedestrian and bicycle
AFFORDABILITY & EQUITY
Participants have advocated for affordability in both new
improvements. Most important to respondents were safety housing developments as well as making transit more
improvements for pedestrians at roadway crossings, separated cost-effective for riders. Other considerations included
bicycle facilities, and accessible facilities for all ages and connecting underserved areas and reaching more residents
abilities. that need to connect to major employment centers.
Connec�ng to exis�ng bicycle trails
“Equity is paramount. Any
Filling sidewalk gaps
changes should help mitigate
the city’s high economic
segregation and inequality.”
Priori�zing safety enhancements
“All investments in better

Crea�ng well-designed mul�modal intersec�ons
transit will pay for themselves
in the benefits to equity and
Providing places for bike parking and storage the environment.”
0% 20% 40% 60% 80% 100%

Most Important Not as Important
Important Least Important
Neutral
Corridor Bus Tour (pre-Covid19)
WHAT ARE YOU 80%

LOOKING FOR IN A 70% 74%
TRANSIT OPTION? 60%
Faster & More Frequent Service
In particular, participants say they 50% 55%
could be induced to ride transit 45%
40% 43%
if the service were faster and
36%
more frequent. The second most 30%
31%
important feature was convenient
20%
stop locations. This shows the
15%
importance of both strong corridor 10% 13.5%
planning, as well as a strong 0%
regional investment in providing Faster & More More More covered Lower cost Modern, No changes I already ride,
true premium service that is more convenient reliable shelters & than driving more would en�ce but would be
frequent stop service stop comfortable me to ride great if it
competitive with driving. service loca�ons ameni�es vehicles more were
frequently improved
13
02
14
Why Rapid Transit?
The Process
Initial Concepts and Screening
Advancing and Evaluating Alternatives
Preferred Alignment
Transit Mode Options
What is Premium BRT?
Technology and Innovation
Multimodal Interchanges & the “Knots”
Prioritizing
Rapid Transit
15
Why Rapid Transit?

Through public engagement, we heard that those who live, Travel demand and highway traffic congestion are expected
work and travel in the Northwest Corridor are looking for to increase in the Columbus metropolitan area through 2050
a faster and more reliable transit option that will provide a and beyond. The Northwest Corridor’s street and highway
viable alternative to driving, and help to address the growing network as currently planned and programmed cannot meet
challenges of traffic congestion. Today, the corridor offers the region’s travel needs alone. A more sustainable, multimodal
limited north-south transit service, given the surrounding low- transportation network is needed to provide reliable travel
density development pattern that is not conducive to higher options for people, support existing communities, achieve
frequency service. The Northwest Corridor initiative will result community land use visions, support economic competitiveness,
in a new high-quality rapid transit line to meet the existing and and respond to growth in the corridor.
long-term regional mobility and local accessibility needs for
residents, businesses, and institutions within the project area.
Transit in the Northwest Corridor will...
01 Provide equitable access to jobs and opportunities
Ensure travel time reliability by prioritizing transit movement so it won’t get stuck in
02 traffic
03 Provide an all-day travel option that facilitates commuting and local trips
04 Provide high-quality amenities to create an attractive alternative to driving
Integrate with existing and future COTA and CABS (Ohio State’s Campus Area Bus
05 Service) services to form a complete and seamless network
Advance the City’s goals for Vision Zero through multimodal roadway design that
06
prioritizes the safety of all corridor users
The purpose of the Northwest Corridor project is to provide affordable

transit service to meet the existing and long-term regional mobility and
local accessibility needs for residents, businesses, and institutions within
the project area.
16
Prioritizing Rapid Transit
The Process
Considerations
Developing a new transit service strategy in the Northwest Corridor is a complex endeavor. Four major pieces fit together to
determine the preferred corridor option:
GOODALE TO BETHEL DOWNTOWN

Transit service along this portion of the
corridor must provide access to major ALTERNATIVES
activity centers and new development Connecting the Northwest Corridor to
Downtown is complicated by several factors.
Downtown alternatives are further explored
later in this section.
Interrelated
Considerations
EXISTING AND FUTURE
EAST-WEST CORRIDOR TRANSIT OPTIONS
The East-West Corridor is also part of the The new transit service developed in the
LinkUS initiative, and will explore separate Northwest Corridor will complement existing
but coordinated future transit investments transit service, including COTA bus routes,
on Broad Street. CABS, and the CMAX, while positioning
the corridor for phased extension further
Northwest.
Evaluation Process
The Northwest Corridor Study prioritizes rapid transit by identifying: a preferred alignment that connects existing and future activity
centers, an integrated bicycle and pedestrian network, and a framework for future transit-oriented development around station
areas. The development and evaluation of high capacity transit alternatives in the Northwest Corridor followed a multi-tiered data
driven process to identify the best transit solution for the Northwest Corridor. The transit alternatives were defined, screened, and
then revisited following public engagement for further refinement. Each tier of evaluation narrowed the field of alternatives, while
adding an additional level of detail.
Establish Perform Perform Refine

Alternatives Tier 2 Screening Full Evaluation Final Alternatives
Facilitate Perform Facilitate Facilitate Select

Public Outreach Tier 1 Screening Downtown Workshop Public Outreach Preferred Alternative
17
Initial Concepts and Screening

At the beginning of the evaluation process, the project team identified three primary objectives for implementing rapid transit
service in the Northwest Corridor. These primary objectives are:
Pace of implementation. Major transit and mobility projects Ability to support current and future development. The
are time intensive to plan, design and construct. The Central Northwest Corridor is an economic growth corridor for Central
Ohio region is facing challenges to manage congestion in the Ohio. It also provides an opportunity to address our growing
Northwest Corridor and finding a viable solution to implement housing needs. The right investment in rapid transit can support
in a relatively short timeline is a key to the region’s success. sustainable growth while providing a travel option for new
residents and workers without putting more cars on the road.
Provide value for cost. Rapid transit is a community investment.
We must allocate public resources wisely to ensure successful
outcomes. Major transit projects typically are funded through
a combination of federal and local dollars. Federal dollars are
available through competitive grants – Central Ohio needs the
strongest grant application possible to secure federal funding.
Initially, the planning process identified six possible rapid transit

alignments and mode configurations for evaluation.
Additionally, any investment in transit and other mobility Later, in November 2020 – the Northwest and East-West
improvements should support the LinkUS goals. In June Corridor planning teams participated in a workshop to discuss
2020, the project team held a technical workshop to identify the connectedness of the two transit lines through Downtown
alignment options between Goodale Boulevard and Bethel Columbus. This process resulted in three unique alignments
Road. This process yielded six possible alignment and mode connecting Goodale Boulevard to Downtown Columbus. These
configurations for further evaluation. initial alternatives are described in further detail and showcased
in the following pages.
Goodale Boulevard to Bethel Road

Initially, the planning team looked at several routing SR 315 is a grade-separated freeway that poses significant
possibilities, including Olentangy River Road, Kenny Road, challenges for accessing stations via bicycling or walking.
State Route 315, and the CSX rail corridor. After examining Using a subset of the evaluation metrics, the four routes using
right-of-way constraints, potential costs, and other challenges, Olentangy River Road and Kenny Road were screened and three
routes that relied on Olentangy River Road or Kenny Road were of the four were advanced for full evaluation.
determined to be the most feasible options. The railroad was
eliminated from consideration following discussions with the
CSX freight rail operator which deemed use of the corridor
infeasible.
Following an initial technical screening process, the Core Technical Team,

which included representatives from COTA, the City of Columbus, MORPC,
and Ohio State identified three potential routes along Olentangy River
Road and Kenny Road to advance for full evaluation.
18
Transit Alternatives
SR 31
To City of Dublin
5
BETHEL
MORSE GOODALE TO BETHEL
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OLENTA
D
LAN
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KENNY
NO
RT
H WE
ST 11TH
HIGH
5TH
M
Marble Cliff
CK
IN
LE
Y
RIV
ERS
GRANDVIEW
NEIL
IDE
Grandview Short North LEONARD

Heights
GOODALE
ER
FISH VINE
§
¦
¨ 70
NATION
WID E
SPRING LONG
Valleyview
Downtown
§
¦
¨
670
SOUDER
Columbus
FRONT
HAGU
BROAD
3RD
Franklinton MAIN
E
TOWN RICH
CENTRAL
19
PARSONS
LIVINGSTON
ANT
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Connecting to Downtown
Developing a dedicated rapid transit connection between While this document recommends an alignment to connect
Olentangy River Road and Downtown Columbus is challenging high capacity transit from Olentangy River Road into Downtown
for a number of reasons, including: Columbus via Spring and Long Street , further analysis is being
conducted as part of the East-West Corridor Study to determine
Lack of bridge options. The Olentangy and Scioto Rivers the best north/south routing within Downtown. Currently
converge just south of Goodale Boulevard and only four bridge options being evaluated include High Street or a combination of
options exist to connect the west bank of the Olentangy 3rd and 4th Street.
and Scioto Rivers with downtown Columbus. Constructing
a fully dedicated transit corridor would likely require major
improvements on one of those bridges, increasing the overall Downtown Columbus Alignments Considered | AECOM/COTA
cost.
The South Knot. The interchange with SR 315 and I-670 and
surrounding area currently creates major access challenges from
Olentangy River Road across the Scioto River. The South Knot is
discussed further on page 38.
To evaluate some of the options, the planning team assembled

potential alignments identified in previous studies as ways to
connect the west bank of the Olentangy River with downtown
Columbus. Following public feedback in February 2021, a fourth
Downtown alignment was added and evaluated alongside the
original alignments.
20
KE
11TH
HIGH
5TH
To Bethel Road
NEIL
iew Short North
ts
GOODALE ¬
«
315
VINE
AT I O NWIDE
N Downtown
SPRING Columbus LONG
SOUDER
FRONT
BROAD
3RD
Franklinton
TOWN RICH
NTRAL
21
Advancing and Evaluating

Alternatives
Subsequent to the preliminary screening, the remaining The retained alternatives and secondary evaluation were
alternatives were advanced through a set of detailed evaluation presented to the Core Team in December 2020, the Executive
criteria. The raw data from the technical analysis was translated Committee in January 2021, and the public in February 2021.
into relative ratings indicating how well each alternative Reviewing the relative performance of the alternatives helped
addressed the LinkUS goals. These ratings, and other key enable the public and stakeholders understand the tradeoffs
information, were included on “report cards” (showcased between the alternatives and identify how well each scenario
on subsequent pages) for each alternative and helped to meets the LinkUS goals. See below for indicators related to each
communicate the relative performance of each alternative to LinkUS goal:
the public and stakeholders.
EQUITY ECONOMIC DEVELOPMENT

~ Invests in underserved and transit dependent communities ~ Provides access to job and activity centers
~ Increases low-wage individuals’ access to jobs ~ Supports existing economic development
~ Supports community health and improves mobility options ~ Provides access to redevelopment potential
~ Improves mobility options
WORKFORCE ADVANCEMENT AFFORDABILITY

~ Access to facilities and centers that support workforce ~ Strengthens connections to existing and planned transit
advancement services with higher quality rapid transit service
~ Targets infrastructure development to serve a higher number ~ Decreases travel times and improves reliability
of people and jobs
~ Makes connections to affordable housing
INNOVATION SUSTAINABILITY
~ Supports innovation in funding ~ Helps reduce the percent of people driving alone
~ Leverages innovative transit technology and multimodal ~ Provides service to manage congested corridors
hubs
~ Contributes to the region’s fiscal sustainability
~ Connects the region to innovation spaces
22
Additional Evaluation Criteria

In addition to the LinkUS Goals, each alternative was evaluated based on a set of additional criteria. This additional evaluation was
designed to ensure that each alternative responded to federal funding requirements (see page 83 for additional information), and
to COTA’s regional service planning criteria. This secondary evaluation played a role in determining the technical feasibility, funding
competitiveness, and regional consistency of each alternative.
Note: Full evaluation results can be found in the Transit Evaluation Technical Memo (separate document).
FEDERAL TRANSIT ADMINISTRATION CENTRAL OHIO TRANSIT AUTHORITY

Capital Investment Grants Criteria COTA’s Regional Service Planning Criteria
Nearly all major transit projects throughout the country include COTA has five criteria by which it evaluates changes or additions
some form of federal funding. Most rely on a Capital Investment to the regional transit system to ensure they are consistent
Grant (CIG) from the Federal Transit Administration (FTA), which with the system’s overall goals. Each alternative was evaluated
is a nationwide competitive process. The Northwest Corridor against these criteria to ensure the final service augments the
alternatives were evaluated with the FTA’s CIG scoring criteria in overall system.
mind to ensure that the selected locally preferred alternative is
federally competitive against similar projects. ~ Density. Improves average population and employment
density of ridership network
Project Justification ~ Uniqueness. Service does not overlap and compete for
riders within 1/4 mi.
Mobility Improvements Cost-Effectiveness ~ Continuity of Development. Service does not cross large
Environmental Benefits Economic Development gaps that do not have any destinations, such as vacant land,
Congestion Relief Land Use bridges and open space.
~ Linearity. Alignment is straight and lowers total deviations in

network.
Local Financial Commitment
~ Walkability. Area around service is easy and safe to walk in,
Local Financial Condition Funding Reliability improving passenger safety.
Commitment of Funds
Overall Project Rating
23
Goodale Boulevard to ALIGNMENT ALTERNATIVE 1

Olentangy River Road
Bethel Road This route follows Olentangy River Road from Goodale
Boulevard north to Bethel Road. Major challenges along this
route may include complex traffic patterns and discontinuity at
The report cards shown here detail each alternative’s relative
the "North Knot" (the jog in Olentangy River Road at Kinnear
performance against the LinkUS goals, as well as a number of
Road) as well as a lack of direct connectivity south of Goodale
technical indicators, such as population served, employment,
Road to downtown Columbus.
and travel time. These report cards are graphical summaries
based on over 40 quantitative measures that were organized
into the LinkUS goals. The full evaluation results are available in
2020 | 28,000
SR 31
the Transit Evaluation Technical Memo (separate document).
5
BETHEL
MORSE
2050 | 32,000
¬
«315
The key below corresponds with the report card symbology HENDERSON
presented on the following pages. Clintonville

COOKE 2020 | 63,000
2050 | 65.000
KARL
REED
Population Served
INDIANOLA
Population within 1/2 mile of proposed stops based
LEIL
RV
STE
OAKLAND PARK
on existing and future employment estimates for the
WE
FISHINGER ADWAY
18-30 Minutes
T
NORTH BRO
ON
HIGH
EM
AGLER
region
TR
WEBER
Upper Arlington
ACKERMAN
Jobs Served DODRIDGE

HUDSON
Jobs within 1/2 mile of proposed stops based on §

¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
existing and future employment estimates for the

LANE
JOYCE
OLENTA
D
LAN
region
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KENNY
NO
RT
H WE
ST 11TH
HIGH
Travel Time
5TH
M
Marble Cliff
CK
5TH
IN
LE
Y
Estimated range for daily travel time based on peak

RIV
ERS
GRANDVIEW
NEIL
IDE
hour conditions and the existing roadway network Heights

GOODALE
FI SHER
VINE
§
¦
¨ 70
NATIONW
IDE
SPRING LONG
Valleyview
Downtown
§
¦
¨
670
SOUDER
Checkmark
Columbus
FRONT
HAGU
BROAD
3RD
Franklinton MAIN
Indicates the alternative performs best against this

E
TOWN RICH
criteria
CENTRAL
PARSONS
LIVINGSTON
ANT
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Good Better Best

Equity
ALTERNATIVE PERFORMANCE
REPORT CARD Workforce
Advancement
LinkUS Goals
How well does this alternative perform against the Innovation
LinkUS Goals relative to other alignments? Reference
page 22 or the Transit Evaluation Technical Memo
(separate document) for the indicators for each goal. Economic
Development
Affordability
Sustainability
24
ALIGNMENT ALTERNATIVE 2 ALIGNMENT ALTERNATIVE 3

Olentangy River Road/Kenny Road via Kinnear/Lane Olentangy River Road/Kenny Road via Broadway/Henderson
This route option diverges from Olentangy River Road to serve This route option diverges from Olentangy River Road through
The Ohio State University Innovation District. Major challenges Upper Arlington and destinations along Henderson Road. This
along this route include an at-grade rail crossing along Kinnear option provides access to a larger residential area but is faced
Road, as well as a rail bridge. Additionally, there are heavy with challenging traffic considerations at the Broadway and
traffic patterns along Lane Avenue in proximity of the SR 315 Henderson Road intersections, as well as the need to traverse
interchange. under two additional railroad bridges.
2020 | 30,000 2020 | 38,000

SR 31
SR 31
5
5
BETHEL BETHEL
MORSE
2050 | 37,000 MORSE
2050 | 42,000
¬
«315 ¬
«315
HENDERSON HENDERSON
2020 | 66,000 2020 | 67,000

Clintonville Clintonville
COOKE COOKE
2050 | 70,000 2050 | 68,000

KARL
KARL
REED
REED
INDIANOLA
INDIANOLA
LE
LE
IL
IL
RV
RV
STE
STE
OAKLAND PARK WE OAKLAND PARK
WE
FISHINGER ADWAY FISHINGER ADWAY
23-25 Minutes 26-38 Minutes

T
T
NORTH BRO NORTH BRO
ON
ON
HIGH
HIGH
EM
EM
AGLER AGLER
TR
TR
WEBER WEBER
Upper Arlington Upper Arlington

ACKERMAN ACKERMAN
DODRIDGE DODRIDGE
HUDSON HUDSON
§
¦
¨ §
¦
¨
ER
ER
71 71
¬ ¬
SUMMIT
SUMMIT
« «
NGY RIV
NGY RIV
315 315
LANE LANE
JOYCE
JOYCE
OLENTA
OLENTA
D
D
LAN
LAN
VE
VE
RIV
RIV
CLE
CLE
FOURTH
FOURTH
ER
ER
17TH 17TH
SID
SID
E
E
KENNY
KENNY
NO NO
RT RT
H WE H WE
ST 11TH ST 11TH
HIGH
HIGH
5TH 5TH
M
Marble Cliff Marble Cliff

CK
CK
5TH 5TH
IN
IN
LE
LE
Y
Y
RIV
RIV
ERS
ERS
GRANDVIEW
GRANDVIEW
NEIL
NEIL
IDE
IDE
Grandview Short North LEONARD Grandview Short North LEONARD

Heights Heights
GOODALE GOODALE
FI SHER FI SHER
VINE VINE
§
¦
¨ 70
NATIONW
IDE §
¦
¨ 70
NATIONW
IDE
SPRING LONG SPRING LONG

Valleyview Valleyview
Downtown
§
¦
¨
670 Downtown
§
¦
¨
670
SOUDER
SOUDER
Columbus Columbus
FRONT
FRONT
HAGU
HAGU
BROAD BROAD
3RD
3RD
Franklinton MAIN Franklinton MAIN
E
TOWN RICH TOWN RICH

CENTRAL
CENTRAL
PARSONS
PARSONS
LIVINGSTON LIVINGSTON
ANT ANT
SULLIV SULLIV
Good Better Best Good Better Best

Equity Equity
Workforce Workforce
Advancement Advancement
Innovation Innovation
Economic Economic
Development Development
Affordability Affordability
Sustainability Sustainability 25
R
INDIANOLA
INDIANOLA
E
ILL
RV
Downtown Connection
STE
OAKLAND PARK OAKLA
WE
DWAY FISHINGER DWAY
T
NORTH BROA NORTH BROA
ON
HIGH
HIGH
EM
AGLER
TR
ALIGNMENT ALTERNATIVE 1 WEBER ALIGNMENT ALTERNATIVE 2 WEBER
Goodale/Vine Neil Avenue to Spring and Long
Upper Arlington
This routeACKwould
ERMAN follow Vine
2020 | 20,000 This routeACKfollows
ERMAN Goodale
2020 | 18,000
DODRIDGE
Street between Olentangy River 2050 | 46,000 HUDSON Blvd and Vine Street DODR
eastIDGE
from 2050 | 44,000 HUDSON
Road and North High Street, Olentangy River Road before
then travel south on High turning south on Neil Avenue. The
§
¦
¨ §
¦
¨
ER
ER
Street toward the Rich Street 202071| 82,000 route then continues on the one- 202071| 80,000
¬ SUMMIT
¬
SUMMIT
« «
NGY RIV
NGY RIV
315 2050 | 90,000 3 15 2050 | 87,000
Transit
LANE Terminal. Return way
LANE couplet of Spring Street and
JOYCE
traffic would follow Goodale Long Street to reach High Street.
OLENTA
OLENTA
ND
Street. Major challenges While this route also includes a
ELA
V
V
along this route include a one-way pair, Spring and Long are
RIV
CLE
CLE
FOURTH
FOURTH
ER
17TH
constrained right-of-way and closer together than Goodale and
SID
E
complex traffic patterns on Vine and feature a walkable grid

KENNY
KENNY
NO NO
RT R
HW Vine Street, and a historic district north of Goodale. Interstate THW system connecting the streets. This allows for potential stops
ES 11TH ES 11TH
T670 runs between the two roadways, creating an uninviting Ton each street, separated by only one block. Major challenges
pedestrian environment in this area. For this reason, no stops to this route include an increased number of signalized
are envisioned along Goodale and Vine. intersections, existing peak hour congestion, and potential
HIGH
HIGH
5TH 5TH
challenges in acquiring dedicated5TH roadway space. This alignment
M
Marble Cliff
CK
IN
originated in NextGen and Corridor Concepts and provides the

LE
Y
most direct service to the Arena District as it exists today.

RIV
ERS
GRANDVIEW
GRANDVIEW
NEIL
NEIL
IDE
Grandview Short North Grandview

LEONARD Short North LEO
Heights Heights
GOODALE GOODALE
ER
FISVH VINE
INE
§
¦
¨ 70
NATION
WID E
NATION
WID E

Valleyview
Downtown
§
¦
¨670 Downtown
§
¦
¨
670
SOUDER
SOUDER
Columbus Columbus
FRONT
FRONT
HAGU
BROAD BROAD
3RD
3RD
Franklinton MAIN Franklinton
E
TOWN RICH TOWN RICH

CENTRAL
CENTRAL
PARSONS
PARSONS
LIVINGSTON
VANT ANT
Good Better SULLIV
Best Good Better Best
Equity Equity
Workforce Workforce
Economic Economic
Sustainability Sustainability
26
R
INDIANOLA
INDIANOLA
E
ILL
RV
STE
OAKLAND PARK OAKLA
WE
DWAY FISHINGER DWAY
T
NORTH BROA NORTH BROA
ON
HIGH
HIGH
EM
AGLER
TR
ALIGNMENT ALTERNATIVE 3 WEBER ALIGNMENT ALTERNATIVE 4 WEBER
West Broad Street Twin Rivers/Spring/Long
Upper Arlington
This routeACKwould
ERMAN directly
2020 | 19,000 This routeACKwas
ERMadded
AN to the 2020 | 16,000
DODRIDGE DODRIDGE
connect to West Broad 2050 | 50,000 HUDSON alternatives analysis after public 2050 | 47,000 HUDSON
Street in Franklinton and feedback indicated a desire to
interline with the planned East- serve the Arena District,
§
¦
¨ §
¦
¨
ER
ER
West Corridor. This route requires 202071| 75,000 while providing transit 202071
| 80,000
¬ SUMMIT
¬
SUMMIT
« «
NGY RIV
NGY RIV
315 2050 | 85,000 3 15 2050 | 90,000
the highest
LANE number of turns, service
LANE from the Northwest
JOYCE
as well as challenging traffic Corridor that can also serve
OLENTA
OLENTA
ND
conditions through the South Knot Franklinton. This route continues
ELA
V
V
Interchange and existing bridge south on Twin Rivers Drive from
RIV
CLE
CLE
FOURTH
FOURTH
ER
17TH
configurations. It is anticipated the terminus of Olentangy River
SID
E
to be the costliest alternative for Road, then continues on Dublin

KENNY
KENNY
NO NO
RT RT
HW which to build dedicated infrastructure. While this alternative HW Road through the I-670/SR 315 interchange, where it becomes
ES 11TH ES 11TH
Thas the potential to recognize cost savings by interlining with TSpring/Long Street through the Arena District before turning
the East-West Corridor, the ridership along Broad Street will onto High Street. Similar to Alternative 2, this route provides
not be eligible for consideration in the FTA evaluation process access to the Arena District, but avoids using Neil Avenue which
HIGH
HIGH
5TH 5TH
due to being already accounted for inMarble
the East-West Corridor may pose a challenge for the5TH provision of a dedicated guideway.
M
Cliff
CK
IN
evaluation. Route option 3B is an alternative that would make This route option has some of the widest existing rights-of-way
LE
Y
use of a potential new roadway connection underneath I-670 at and bridge infrastructure, while also providing connectivity to
RIV
ERS
GRANDVIEW
GRANDVIEW
the South Knot. the new Astor Park.

NEIL
NEIL
IDE
Grandview Short North Grandview

LEONARD Short North LEO
Heights Heights
GOODALE GOODALE
ER
FISVH VINE
INE
§
¦
¨ 70
NATION
WID E
NATION
WID E

Valleyview
Downtown
§
¦
¨670 Downtown
§
¦
¨
670
SOUDER
SOUDER
Columbus Columbus
FRONT
FRONT
HAGU
BROAD BROAD
3RD
3RD
Franklinton MAIN Franklinton
E
TOWN RICH TOWN RICH

CENTRAL
CENTRAL
PARSONS
PARSONS
LIVINGSTON
VANT ANT
SULLIV Good Better Best
Good Better Best
Equity Equity
Workforce Workforce
Economic Economic
Sustainability Sustainability
27
Preferred Alignment
Following the evaluation and engagement process, a preferred This alignment allows us to:
alternative was identified that represented the best opportunity
~ Connect major trip generators including employment centers
to meet the high capacity transit needs in the Northwest
like OhioHealth and Ohio State.
Corridor and effectively compete for needed FTA funding.
Alternative 1 between Goodale Boulevard and Bethel Road, ~ Implement design improvements at the North Knot that will
and Alignment Alternative 4 using Spring/Long Street proved prioritize transit movement.
to be the combination of alternatives that align most closely
with public feedback, COTA Design Guidelines, and technical ~ Enter Downtown on the streets with the widest existing right-
performance. of-way and bridge structures.
Alignment 1 along Olentangy ~ Maximize ridership and geographic coverage by connecting

the Arena District and Astor Park.
River Road proved to be the most ~ Consider the realignment from Twin Rivers to Dublin Road
competitive and compelling option to prioritize BRT movement, with the ultimate build out to
consider the South Knot (see page 38), as well as an interim
given its public support, consistency solution to decrease transit travel times.
with COTA Design Guidelines, and ~ Build on current plans and continue to invest in enhanced
connections to Franklinton, without duplicating service.
technical performance Current plans include the soon to be constructed pedestrian
bridge across the Scioto as well as BRT service along West
Broad Street.
The implementation of the preferred transit alternative cannot
succeed in a vacuum – the next sections highlight the needed ~ Integrate with Ohio State’s CABS service and create
multimodal connections to create a safe walking and biking “Super Stops” as recommended in the Comprehensive
environment as well as the transit-oriented designs necessary Transportation & Parking Plan (CTPP) at Woody Hayes Drive
to rethink how we develop to support a high capacity transit and Kinnear Road.
investment.
~ Rethink the public realm along Olentangy River Road by
providing dedicated space for transit, safe pedestrian
crossings, bicycle facilities, and attractive streetscaping to
encourage biking, walking, and transit use.
~ Provide an alignment that is straight with minimal deviations

to provide fast and reliable service.
Drone footage of the Northwest Corridor, looking south towards Downtown Columbus
28
Preferred Alternative
SR 31
To City of Dublin
5
BETHEL
ALIGNMENT
MORSE 1 | Olentangy River Road
¬ DOWNTOWN ALIGNMENT 4
«315
HENDERSON
Clintonville
COOKE
KARL
REED
INDIANOLA
E
ILL
RV
STE
OAKLAND PARK
WE
ADWAY
NORTH BRO
FISHINGER
T
ON
HIGH
EM
AGLE
TR
WEBER
Upper Arlington ACKERMAN

DODRIDGE
HUDSON
§
¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
LANE
JOYCE
OLENTA
D
WOODY HAYES
LAN
KENNY
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KINNEAR
NO
RT
H WE
ST 11TH
HIGH
5TH
M
Marble Cliff
CK
IN
3RD
LE
Y
RIV
ERS
GRANDVIEW
NEIL
IDE

Heights
FISH
ER
GOODALE ¬
«315
VINE
§
¦
¨ 70
NATION
WID E
Downtown
Valleyview
HIGH
LONG
§
¦
¨
670
SOUDER
BROAD
HAGU
3RD
Franklinton MAIN
RICH
E
TOWN
CENTRAL
29
PARSONS
LIVINGSTON
ANT
SULLIV
Transit Mode Options

Two primary forms of premium rapid transit were evaluated Both BRT and LRT operate in a very similar manner. When
for the Northwest Corridor: Bus Rapid Transit (BRT) and Light implementing features such as modern, state-of-the-art
Rail Transit (LRT). The project team evaluated the technical and vehicles operating in dedicated lanes, wi-fi-equipped transit
community benefits of both options, potential ridership and with comfortable seating and other innovative amenities, and
market demand, as well as potential conceptual costs. stations that also serve as attractive neighborhood focal points,
the proposed rapid transit line can bring significant community
Based on this evaluation of benefits, market demand, and benefits to the Northwest Corridor.
costs, BRT is the recommended form of premium rapid transit
to advance into a project design phase. This enhanced rapid When compared to light rail, Bus Rapid Transit presents an
transit system will best meet the project objectives outlined in opportunity to be forward thinking in our approach and deploy
this report and be the most likely mode to be awarded federal high quality, innovative rapid transit, at a fraction of the cost. As
funding. part of an integrated, regional system of rapid transit corridors
an investment in complete, high-quality, enhanced transit
infrastructure will provide a fast, comfortable, frequent, modern
The rendering below is an illustrative example of the typical and reliable travel option that connects commuters to jobs and
features found at BRT stations, refer to pages 50-51 for concepts housing within the Northwest Corridor and beyond.
illustrating how these station elements can be integrated into
street designs in a variety of configurations.
BRT is the best fit for providing premium rapid transit in the Northwest
Corridor because it is:
~ Most cost-effective ~ Compatible with likely ridership forecasts
~ Most federally competitive ~ Consistent with previous regional planning
~ Most timely to construct
30
Illustrative Concept: Before
Illustrative Concept: After
31
What is Premium BRT?

Bus Rapid Transit (BRT) will provide a premium level of transit service to Central Ohio with faster service, enhanced reliability, higher
quality amenities, state-of-the art vehicles, and world class stations. What is envisioned for the Northwest Corridor is an innovative
rapid transit infrastructure that has not yet been implemented in Columbus, characterized by the following types of premium design
features:
FREQUENCY & CAPACITY STATE OF THE ART VEHICLES

BRT will provide frequent, reliable urban mobility in the Vehicles can be designed to simulate modern rail, through
Northwest Corridor. BRT service typically operates every 10 external appearance, interior comfort, and ease of ride. Vehicles
minutes during peak hours and every 15-20 minutes during are typically larger and arrive with frequent, predictable
off peak hours over the majority of the day. This frequency, headways, moving more people faster. Modern vehicle
supplemented with articulated buses, provides for increased amenities may include wi-fi, wide aisles, comfortable seats, and
passenger capacity along the corridor. large windows.
LEVEL BOARDING & INNOVATIVE TECHNOLOGY AND

MULTI-DOOR BOARDING ADAPTABILITY
Elevated platforms and multi-door boarding simulate a Existing technologies include transit signal priority at
train station experience and speeds the boarding process. intersections to ensure vehicles can maintain rapid and reliable
Level boarding better provides access for passengers with movement through the corridor. Emerging technologies will
wheelchairs, strollers, wheeled luggage, or mobility limitations. allow for continued performance improvements, and the
potential for evolution of vehicle designs and connected vehicle
communications.
32
OFF-BOARD FARE COLLECTION DEDICATED RIGHT-OF-WAY &

To lessen dwell time and improve corridor travel time, BRT BUSWAY ALIGNMENT
systems often adopt off-board fare collection. Fare collection
may occur through the use of kiosks at stations, or integration Bus-only lanes in areas of high congestion can provide
of emerging technologies allowing for integrated payment meaningful improvements to speed and reliability, allowing
through smart phone apps (see Technology and Innovation in bus rapid transit service to have a competitive edge over car
next section). travel times, which helps attract riders. Right-of-way may
be designated with pavement color, pavement markings, or
physical separation. Where there are exclusive lanes, they are
either in the median or curbside. Median lanes may require
restricting left turns at key intersections but protect the vehicle
to a greater degree from auto traffic.
Curbside exclusive lanes, while still an improvement on running

a bus in mixed traffic, force buses to contend with auto traffic
turning right from the arterial onto local streets, either across
the bus lane or in sections near intersections where bus and
auto traffic is mixed. Dedicated transit lanes provide greater
permanence of transit infrastructure and can support diverse,
high-density land uses – particularly around station areas.
ENHANCED STATIONS
Stations are amenitized, conveniently accessible, and more
widely spaced from one another to minimize stops and
decrease travel time. While serving to identify the location for
transit arrival/departure they also provide passenger comfort
and amenities, give critical information about the route and
system, and represent the visual identity of the BRT system they
support, distinguishing it from local bus stops. Station amenities
may include shelter canopies and windscreens, lighting, seating,
trash and recycling receptacles, real time information signs, bike
storage, public art and iconic station identification. .
33
Technology and Innovation

COTA and the Central Ohio region are leading the way by implementing innovative technology throughout the transit system.
Technologies that can be deployed during implementation of the Northwest Corridor include transit signal priority at intersections to
ensure vehicles can maintain rapid and reliable movement through the corridor. Further leveraging emerging technologies will allow
for continued performance improvements, and the potential for evolution of vehicle designs and connected vehicle communications.
INTERSECTION CONTROL PASSENGER INFORMATION SYSTEMS

Transit Signal Priority (TSP). Utilizing sensors installed on BRT Pre-Trip Planning. By utilizing Interactive Voice Response
vehicles and at intersections for detection, TSP can alter signal (IVR) telephone system, 511 information number, cell phones,
timing, providing an extended green, an early green, truncate an computers, and tablets to receive information, passengers
opposing movement, or insert a bus movement, thus reducing can use real-time or static data to help plan their trip ahead of
the delay up to 50% at target intersections. time. Elements of these technologies are included in the Smart
Columbus Pivot App, a multi-modal trip planning and integrated
Signal Timing. Modifying signal sequences, such as cycle length, payment system for public and private mobility providers. The
phasing changes, and offsets to reduce delay for BRT vehicles. integrated payment system aligns with the pre-purchase ticket
This technique requires no additional components. efficiency inherent in BRT.
Transit Vehicle Priority (TVP). Methods to provide preference or En-route/Real Time/Next Bus. This is real-time information
priority to BRT vehicles to pass through intersections or sections given to the customer via a web-enabled device during their
of roadway, reducing the overall delay of vehicles at traffic trip to the station while waiting for their bus. This information
signals, and achieving improved schedule/headway adherence can include next bus arrival/departure times, park-and-ride
and consistency. availability, or whether the transit rider has missed their
prospective bus.
Queue Jump. TVP can be coordinated with Queue jumps to
allow greater transit vehicle access, for example clearing In-Vehicle/Next Stop. While in the BRT vehicle, passengers can
an intersection queue to facilitate faster nearside boarding. receive information about their route such as next stop, vehicle
Conversely, a reverse queue jump will halt traffic behind the bus schedule, transfers, or delays. This information can be delivered
until boarding is complete and allows safer re-entry into traffic. via an automated annunciation system (AAS), consisting of
dynamic message signs (DMS) and audio announcement.
Station/Terminal. Provided via a Dynamic Message Sign (DMS)

or through the use of a touch screen kiosk, information can be
given at the station indicating the arrival/departure times of
vehicles, delay information, and other information such as route
maps, fares, weather, local events, and traffic.
34
COMMUNICATIONS FUTURE PROOFING

CAD/AVL. Computer-Aided Dispatch (CAD) uses voice and data Electric Transit. Electric-powered, zero-emissions vehicles can
to communicate important route information to BRT operators. be used in place of typical gas powered transit vehicles thereby
CAD systems rely on Automatic Vehicle Location (AVL) to reducing the overall emissions from the transit system. The
monitor the exact location of the BRT vehicle, to assist BRT City of Columbus is leading the way in this effort, replacing 125
operators with route and schedule adherence. vehicles in their fleet with EV, and COTA adding electric buses
and EV charging at park and ride facilities.
CCTV. Closed Circuit Television (CCTV) are video cameras
that feed back to a central control room and allow real-time Connected Transit. Transit vehicles can be equipped with
monitoring and recording of BRT systems. sensors and communication systems to improve the operations
and safety of the system. These systems are data-based
Fiber/Wireless Connectivity. To provide high quality video solutions that can streamline trips, assist with schedule
streaming for CCTV and other services, fiber optics is often a adherence, provide crash warnings, as well as other relevant
required infrastructure improvement. Connectivity to BRT is data for transit agency decision making. Connected buses
significantly enhanced where the technology infrastructure could even platoon in a dedicated lane (imagine trains with
already exists, and Columbus is ahead of many cities already. tires), much the same as the Drive Ohio pilot program for truck
With 650 miles of fiber, 115 wireless links, and the citywide platooning on the Ohio Turnpike.
smart streetlighting effort, adding nodes for access at 58,000
locations throughout the city, a rapidly-growing technology Autonomous Transit. Self-driving vehicles such as autonomous
infrastructure already exists. shuttles, autonomous buses, and urban circulators, are being
piloted across the country. The majority of the vehicles are
small, limited-capacity micro-mobility solutions. The City and
COTA can leverage the success of Smart Columbus implementing
two such autonomous shuttle pilots, “Smart Circuit” and Linden
LEAP, serving as a first mile/last mile resource downtown and
Linden neighborhood. Pilots like these can encourage agencies
to evaluate the possibility of deploying the technology at a
grander scale in the future. Specifically, agencies are leveraging
the successes of autonomous shuttle pilots and applying AV/CV
technology in BRT corridors. Columbus would be an opportune
location for an autonomous BRT pilot. As emerging technologies
such as these allow for continued performance improvements
over time, COTA and the LinkUS partners will remain committed
to the critical role of the transit workforce who ensure a safe
and enjoyable rider experience every day.
35
Multimodal Interchanges &

The “Knots”
The geography of the Northwest Corridor includes some of
the greatest engineering challenges of all the LinkUS corridors.
SR 31
Generally running north-south and paralleling State Route 315
5
and the river, Olentangy River Road is a four-lane roadway
BETHEL
MORSE
that moves 20,000+ vehicles a day. It’s also a corridor that

provides direct access to development, while accommodating ¬
«315
east-west cross-traffic to and from the freeway and between HENDERSON

neighborhoods and major destinations (The Ohio State Clintonville
University, Short North, Arena District and Downtown). The COOKE
result is a familiar situation where traffic has been prioritized
KARL
REED
resulting in caustic conditions for walking, biking and other
INDIANOLA
vulnerable roadway users while also making difficult the
creation of walkable, vibrant, compact and connected
developments that support our growing city. OAKLAND PARK
FISHINGER DWAY
T
NORTH BROA
ON
While these competing interests may seem irreconcilable, the
HIGH
EM
TR
corridor continues to attract new growth and its proximity WEBER
to major employment, education, and recreation make this Upper Arlington

an ideal place to leverage premium transit and enhanced ACKERMAN
DODRIDGE
connectivity to accommodate the growth of the region. Recent HUDSON
trends are already beginning to improve conditions as planned

§
¦
¨
R
71
NGY RIVE
improvements continue to expand connectivity (see Recent ¬
SUMMIT
Precedents below) and demand for greater travel choice
LANE «
315
OLENTA
D
LAN
increases. Many of these are identified for recommended
VE
RIV
CLE
FOURTH
pedestrian and bike crossing upgrades in the Connectivity Plan
ER
SID
The North Knot

E
(see page 53). As designs for BRT begin, an emphasis will be

KENNY
NO
RT
H
made to the places with the greatest conflicts. Most of these WE
ST 11TH
challenges are concentrated near seven complex freeway

interchanges.
HIGH
5TH
M
Marble Cliff
CK
IN
LE
Y
In order for BRT to be successful, the interchanges and major

RIV
ERS
GRANDVIEW
NEIL
intersections must be adapted to account for transit priority

ID
Grandview Short North

E
LEONARD
and the safe accommodation of the non-motorized public. Heights The South Knot
GOODALE
While some of this can be accomplished through enhanced FISH
ER
VINE
technology that integrates with modern traffic control systems,
§
¦
¨
70
other solutions will require physical changes to the design of the NATIONW
ID E
SPRING LONG
intersections to protect operational performance and safety Valleyview
for Downtown
§
¦
¨
670
SOUDER
all forms of travel. Some of these improvements may occur in Columbus

FRONT
direct coordination with the construction of BRT infrastructure.

HAGU
BROAD
3RD
Franklinton M
Others may occur as stand-alone projects through separate

E
TOWN RICH
funding sources and design processes. Whatever the path

CENTRAL
to implementation, all improvements to these areas should

PARSONS
LIVINGSTON
ANT
SULLIV
embrace the best practices, design principles, and connectivity
recommendations outlined in this report.
36
The Knots
Two key interchange areas present substantial connectivity challenges for all modes moving through the corridor. Colloquially
referred to as the “Knots,” these are locations where even automobile travel is convoluted, requiring additional turning movements
and circuitous routing for drivers attempting to access destinations when exiting the highway, to access the highway itself, or for
those simply traveling through the corridor on surface streets. The Knots also create significant constraints for pedestrian, bicycle,
and transit movement. Untangling these roadways and the surrounding geography will be integral to advance the long-term vision
for a robust multi-modal corridor.
THE NORTH KNOT ti on

ca
t Lo
(Olentangy River Road, Highway 315, Kinnear Road, John H.
Herrick Drive) o
Kn
Untangling the North Knot is vital for providing better east-west h
rt
access across 315 and the Olentangy River and connecting The
No
Ohio State University Wexner Medical Center to The Ohio State
Innovation District. 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 envisioned for improvements with Ohio
State’s Framework Plan and Transportation & Parking Plan,
including the extension of Kinnear Road across the Olentangy
River to the main campus, improvements to the at-grade rail
crossing to the west, and a more direct north-south realignment
of Olentangy River Road. A new freeway ramp from the Medical
Center to northbound 315 would allow for more direct highway
access, providing an alternative for drivers who must now travel
south to King Avenue, and then north on Olentangy River Road
to enter 315. However, the tight configuration of roadways,
freeway ramps, and the river present engineering challenges
for any realignments at this location. Refer to the Lennox Town
Center illustrative concept on page 78 for an illustration of these
potential North Knot improvements.
Implications for BRT

The jog in Olentangy River Road is the most constricted location
in the corridor. In its current configuration, there is no room
for dedicated transit lanes through the underpass of SR 315. To
maintain reliable travel times this location is an ideal candidate
for implementation of Transit Signal Priority (TSP) and/or Queue
Jump design. These strategies allow transit vehicles to move
quickly through the jog and avoid extensive delays waiting in
traffic. Signal operations and potential impacts on interchange
operations will need to be studied for mitigation in the project
design phase. Potential modifications to the 315 bridge
structure may also be explored. Opportunities for expanded
pedestrian/bicycle space should be included as part of any
potential structure modification. Other North Knot concepts
described above should be further advanced as funding allows.
Any future realignment of Olentangy River Road, which would
require substantial structural modifications to the freeway
(assumed to occur after initial implementation of BRT), should
upgrade BRT infrastructure to provide a fully dedicated transit
guideway through this location.
37
THE SOUTH KNOT

(Olentangy River Road, I-670, SR 315, Goodale Boulevard, Twin Rivers Drive, Souder Avenue)
Creating clear connection from Olentangy River Road to Downtown and Franklinton is a priority for unlocking the mobility potential
of the corridor. Travel between Olentangy River Road, Downtown, the Arena District, and Franklinton is complicated by the Scioto
and Olentangy Rivers and a series of roadway jogs and misalignments that limit both north-south and east-west movement and force
traffic onto a handful of streets such as Vine Street and Neil Avenue, creating peak hour congestion issues. This location presents an
especially complex engineering and design challenge due to the tangled web of freeway flyovers, entrance/exit ramps, roadways and
railroads crossing over and under I-670 and 315. The Souder Avenue bridge and Scioto River floodwall present additional challenges.
ca ti on
t Lo
Implications for BRT
The preferred alignment for BRT will require a series of roadway
o
improvements in the South Knot area. As with the North
Kn
Knot, some improvements may be implemented as part of the
initial construction of BRT infrastructure, while others may be
h
ut
phased over time. Potential widening of Twin Rivers Drive to
So
provide a dedicated transit guideway should be explored in the
project design phase. This will require examination of impacts
to existing railroad bridges. The preferred alignment assumes
implementation of a new underpass connection between
Twin Rivers Drive and Dublin Road. As engineering feasibility
and costs are better understood through additional study of
this concept, the timing of this improvement relative to BRT
implementation will be determined. Phased improvements may
be necessary, such as interim upgrades to transit movement
through the existing Twin Rivers/Dublin Road intersection (e.g.
TSP, Queue Jumps, roadway realignment), prior to complete
implementation of a new South Knot connection.
RECENT PRECEDENTS
y I n te r c h a n
Columbus continues to make progress. Recent improvements
a
adw ge
demonstrate how the City and partner agencies have
accomplished improved safety and ways to expand travel
o
choice. Br
h
~ Olentangy Trail Connection: a planned connection that will
rt
No
further enhance connectivity across the river.
~ Bethel Road Interchange: includes expanded trail access

for residents in the corridor and will provide another active
transportation connection to a future transit station.
~ Goodale/Olentangy Trail Connector: bridging a gap that

helps to complete a system making access and trips more
desirable.
~ North Broadway Interchange: example of providing a more

direct connection underneath Highway 315 (pictured).
Other elements of this project include expanded bicycle
and pedestrian connections through the existing freeway
underpass (not pictured).
38
THE FRANKLINTON CONNECTION Planned improvements include:
~ Scioto Trail Bridge and Trail Connection – along Souder

A new, more direct roadway alignment between Twin Rivers Avenue to Broad Street as part of Columbus Recreation and
Drive and Dublin Road/Souder Avenue would be an opportunity Parks’ “Franklinton Loop” (construction scheduled for 2022).
to serve all modes of travel and provide a more direct
multimodal connection between Franklinton and the Northwest ~ Souder Avenue Realignment – between W. Broad Street
Corridor. While the preferred BRT alignment is envisioned to and the railroad bridges. This improvement will align North
access Downtown Columbus via Spring and Long Streets, the and South Souder Avenues to a new signalized intersection,
alignment also will provide transit access to Souder Avenue eliminating the existing jog to the Davis Avenue traffic signal.
and emerging development in this area. Leveraging planned
~ Souder Avenue/Dublin Road Intersection Improvements – in
pedestrian/bicycle improvements and expanding on these
conjunction with the future Twin-Rivers/Souder connection
with continued First/Last mile investments will reinforce the
to facilitate safe, multi-modal movement that balance the
link between the Northwest and East-West Corridors while
needs of all users traveling between the corridors.
maximizing transit ridership across the high capacity transit
system.* ~ Future Mobility Service Adjustments – Opportunities to
expand and realign existing transit in both corridors will
*The Northwest and East-West Corridors will converge in occur. This could include adjustments to the Line-12 (Broad
Downtown Columbus. The exact location and configuration to McKinley) and/or additional mobility service along Souder
of interactions between both BRT lines will be determined in Avenue to connect East-West and Northwest BRT stations.
subsequent design phases for both projects.
Grandview
Yard White
Castle
USPS
Site
Astor Arena
Park District Downtown
Cover
My
Meds
Scioto
West Franklinton East Peninsula
West
Franklinton Franklinton
Gateway
39
03
40
The Need for Active Transportation
Active Transportation Today
Mobility Zones
Principles for Pedestrian and Bicycle Access
Street Design
Intersection Design Concepts
Enhanced Connectivity
Implementation Framework
Station Area Walksheds
Connecting to
Transit
41
The Need for Active Transportation

The Northwest Corridor aims to expand and enhance mobility Active transportation ties directly to the LinkUS priorities:
options for residents and visitors and enable more people to
utilize the region’s public transit system. To meet these goals, a Equity. Providing safe and comfortable active connections
robust network for walking, bicycling and rolling is indispensable directly impacts the lives of many low-income, young, or elderly
to connect the existing and future transit network to the people residents who may not be able to drive.
who will use it. All transit riders start and end their trip as a
pedestrian, bicyclist, or user of personal mobility device, so it Economic Development. Pedestrians and cyclists spend money
is imperative that the Northwest Corridor be designed with at local businesses, and activate the street to create a vibrant
safe, inviting, and comfortable bicycle and pedestrian networks neighborhood feel,
connecting to stations.
Workforce Advancement. Developing active connections to the
In addition to connecting to transit stations, during the corridor’s many businesses improves access to opportunities
first round of public engagement residents emphasized the for those who cannot reliably commute by car, and eliminates
importance of improving walking and bicycling connections barriers to employment.
overall throughout the corridor. Many who live in or travel
through the corridor would like to see more and safer bicycle Affordability. Transportation costs are often one of a
and pedestrian infrastructure, including separated facilities, household’s major expenses. A robust active network provides
lower stress bikeways, improved roadway crossings, filling in a free or low-cost alternative to driving, lowering transportation
sidewalk gaps ensuring well-maintained walkways and bikeways, costs.
and reducing vehicular traffic speeds.
Innovation. Active transportation ties directly to several Smart
Many of the trips taken within the Northwest Corridor are Columbus initiatives, including smart mobility hubs, which
short enough to be completed by foot or on a bike, but the connect multiple modes of transportation to make it easy to
current infrastructure currently is not conducive to active travel. move around the city.
Providing additional options to complete these short trips
can ultimately reduce the total number of vehicles within the Sustainability. Moving people out of single-occupancy cars is
corridor. a key strategy to lower greenhouse gas emissions and combat
climate change.
Every transit rider starts and ends their trip as a pedestrian, bicyclist, or
user of a personal mobility device, so it is imperative that the Northwest
Corridor explores safe, inviting, and comfortable bicycle and pedestrian
networks connecting to stations.
42
Connecting to Transit
Olentangy Bike Trail | City of Columbus

43
Active Transportation Today

While the focus area includes a number of current active transportation facilities, they
do not provide a continuous and connected network for biking and walking within and
beyond the corridor. The Olentangy Trail is a heavily used multi-use path that runs from
north to south throughout the length of the focus area, paralleling the Olentangy River
and weaving back and forth between the two banks. This trail is the principle north/
74
miles of bikeways existing or
south route for bicycling within the focus area and is an important piece of the 230-
under construction
mile regional shared use trail network. However, there are limited on-road, continuous
east/west connections or other parallel north/south facilities, and many of these are
considered high-stress facilities. High stress or low comfort roadways are generally
uncomfortable not only to ride along, but also to cross.
Streets within the Northwest Corridor focus area have intermittent sidewalks that
create network connectivity issues in the focus area. In total, there are approximately
33
COGO bikeshare stations
129 miles of roadway within the focus area missing sidewalks along at least one side of
the road.
The Olentangy and Scioto Rivers, State Route 315 and Interstate 670, the Columbus
Subdivision and Buckeye Branch Railroads (CSX), Olentangy River Road and other major
arterial roadways are all key barriers to pedestrian and bicycle connectivity within the
focus area. The ability to cross these barriers safely and in convenient locations could
have a major impact on walking and bicycling access to existing facilities and to the 129
proposed transit alignment. miles of roadway without sidewalks
Scioto Trail | Sciotomile.com
44
Existing Active Transportation
SR 31
5
BETHEL
MORSE
¬
«315
HENDERSON
Clintonville
COOKE
KARL
REED
INDIANOLA
E
ILL
RV
STE
OAKLAND PARK
WE
FISHINGER DWAY
T
NORTH BROA
ON
HIGH
EM
AGLE
TR
WEBER
Upper Arlington
ACKERMAN
DODRIDGE
HUDSON
§
¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
LANE
JOYCE
OLENTA
D
LAN
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KENNY
NO
RT
H WE
ST 11TH
HIGH
5TH
M
Marble Cliff
CK
IN
LE
Y
RIV
ERS
GRANDVIEW
NEIL
IDE

Heights
GOODALE
ER
FISH VINE
§
¦
¨ 70
NATION
WID E
SPRING LONG
Valleyview
Downtown
§
¦
¨
670
SOUDER
Columbus
FRONT
HAGU
BROAD
3RD
Franklinton MAIN
E
TOWN RICH
CENTRAL
45
PARSONS
LIVINGSTON
ANT
SULLIV
Mobility Zones
The Northwest Corridor strategy relies on the concept of “Mobility Zones.” Mobility zones define a connectivity strategy for the areas
directly surrounding transit stations to improve the ability to walk or bike to access transit. The defined mobility zones include two
tiers, as shown below.
Transit-Oriented
Development
A half-mile is generally considered to be a comfortable walking
distance, equivalent to approximately a 10-minute walk. As such,
the mobility network within this “zone” should focus on pedestrian
comfort to ensure that anyone who starts or ends a trip within this
area can do so comfortably on foot. Improvements within a half-mile
of proposed stations should consider:
~ Complete, comfortable and accessible pedestrian network to all

destinations
~ Safe and appropriately spaced pedestrian crossings
~ Frequent and reliable transit service connecting to key locations
Mobility-Oriented
Neighborhoods
One mile is generally considered to be a comfortable biking distance
(equivalent to about a 5-minute bicycle ride) or a longer walking
distance (about a 20-minute walk). The mobility network within
this “zone” should focus on providing a complete bicycle network
in addition to pedestrian facilities to facilitate the ability to access
transit stations. Additional supportive mobility options, such as
micromobility or microtransit connections, may be helpful to
improve access for persons with disabilities and others with higher
mobility needs. Improvements within one mile of proposed stations
should consider:
~ Complete, low-stress bicycle network that connect to key

destinations
~ Convergence of multiple transit routes or connection to a

frequent, all-day route or service
~ Microtransit service to improve access for all users
~ May feature convenient highway access to facilitate park-and-

ride or “park once” opportunities at strategic locations
46
Principles for Pedestrian and

Bicycle Access
People of all ages and abilities who live, work, and play within the Northwest Corridor will be able to safely and comfortably access
transit, trails and other destinations by walking, bicycling or rolling. Furthermore, every station will offer an easy and intuitive
transition between modes to get people anywhere they want to go.
The design of walking and biking facilities in the focus area will be guided by the following principles:
CLEAR COMMUNICATION SEPARATION OF MODES

Clear wayfinding signage and information should allow riders Pedestrian, bicyclist, transit vehicle, and motorist paths should
to quickly identify their path of travel to a station, connections be separated as much as possible, minimizing the length and
to trails and destinations, multimodal connections, and transfer number of locations where different modes come into conflict
options between bus routes. and clearly defining separate and shared spaces. Of highest
priority is separating low speed vulnerable roadway users from
high speed traffic.
SEAMLESS AND SAFE CROSSINGS CONTINUOUS ROUTES

Pedestrian crossings of roadways and barriers should be as Where possible, pedestrian pathways should be provided on
simple, short, and convenient as possible, aligned with the path both sides of high volume roadways so that pedestrians are not
of travel. Crossings should not add excessive delay or confusion obliged to make additional crossings to reach their destinations.
to a person’s path to the station. Bikeway separation, protection The walking and biking networks should provide the most
and dedicated space should continue through intersections. direct access possible, avoiding circuitous routes and avoidable
detours.
DIRECT INTERMODAL CONNECTIONS COMFORT

Station areas should be mobility “hubs” that allow for quick, Lighting should be provided at stops for the comfort and
easy and intuitive transition between multiple modes. This may security of bus patrons, and shade, art, street furniture, and
include secure personal bike parking, bikeshare stations, shared landscaping should be incorporated abundantly to make the
scooter parking, micromobility charging stations, ride-hail pedestrian environment more pleasing and the station areas a
loading areas, and other future micromobility technologies that destination in themselves.
may be developed. These should be placed directly at or within
view of station areas. Vehicular parking should be provided at
the termini of transit lines and strategically located park and
ride locations.
ACCESSIBLE ROUTES
Access to transit options can provide freedom of movement
PEDESTRIAN AND BICYCLIST for people of all abilities. An accessible route is a smooth,
continuous and unobstructed path of travel that follows
PRIORITY & SAFETY circulation to, through and from a station. The route must be
Pedestrian and bicyclist safety, circulation, and convenience readily accessible, safe and direct for all customers and wide
should be prioritized over other modes accessing the station enough for those passing to safely maneuver around obstacles
and operating in the corridor. and each other.
47
Street Design
In the past, streets have been classified by state and federal departments of transportation based on operational characteristics and
design elements. The classifications naturally focused on moving vehicles. The result was a network of streets focused on capacity
with little consideration of walking and bicycling. In response to the desire to move toward a more comprehensive mobility system
that provides opportunities for biking, walking, transit, and alternative mobility options in addition to driving, the Northwest Corridor
has developed a street typology that defines each roadway in the corridor based on its role in serving the new high-capacity transit
line. The typology assigned to each street can help define its priority design characteristics, including which mode of travel should be
prioritized within limited right-of-way.
Streets were categorized into three main categories based on

how they relate to proposed transit stations: Main Corridor
SR 31
Priority Connec�on
5
MAIN CORRIDOR
BETHEL
MORSE
The main corridor includes the roadways that make up the

¬
«315
Local Streets
locally preferred route, including Olentangy River Road, Twin HENDERSON
Clintonville Corridor Focus Area
Rivers Drive, Goodale Boulevard, and Spring and Long Streets. COOKE
While the priority within this corridor is to provide frequent, Railroad
KARL
REED
reliable, high-capacity transit, it is also the primary north-south Park/Open Space
INDIANOLA
roadway connection within the focus area, so its role in the
LE
Water
IL
RV
active transportation system cannot be ignored. As such, the
STE
OAKLAND PARK
WE
FISHINGER ADWAY
corridor should provide opportunities for safe, comfortable
T
NORTH BRO
ON
HIGH
EM
AGLER
TR
bicycle and pedestrian connections in addition to transit and WEBER
driving. Upper Arlington

ACKERMAN
PRIORITY CONNECTIONS
DODRIDGE
HUDSON
Priority connections are those roadways that directly connect §

¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
LANE
to proposed stations, or that provide east-west connections to
JOYCE
OLENTA
D
LAN
the main transit corridor. Most transit users will arrive by one of
VE
RIV
CLE
FOURTH
ER
17TH
SID
these roadways, so safe multimodal access should be prioritized

E
KENNY
NO
RT
H WE
along these routes. ST 11TH
HIGH
5TH
M
Marble Cliff
CK
5TH
LOCAL STREETS
IN
LE
Y
RIV
ERS
GRANDVIEW
NEIL
IDE
Grandview
Local streets include the remainder of the focus area roadways Heights
Short North LEONARD
that complete the roadway network. Most of these are FISH

ER
GOODALE
VINE
residential or slow-speed roadways that provide first- and last- §

¦
¨ 70
NATIONW
IDE
mile connections to the Priority Connection roadways. It is likely Valleyview

SPRING LONG
that a high number of users will start or end their trip on a local
Downtown
§
¦
¨
670
SOUDER
Columbus
FRONT
connections. Because of the slower speed and lower volume

HAGU
BROAD
3RD
Franklinton MAIN
E
RICH
of traffic on these roadways, facilities may look different from
TOWN
major roads, but safety and comfort should remain a priority.

CENTRAL
PARSONS
LIVINGSTON
ANT
SULLIV
Active Transportation Zone Vehicular Travel Way
48
Street Design Matrix

The Street Design Priority Matrix establishes the priorities for The purpose of this chart is to guide the planning and design of
trade-offs we often debate when dealing with limited right-of- improvements to existing roadways, as well as guidance for the
way. Once the street typology is determined, the matrix reveals limited new roadways anticipated to be constructed as part of
ideal design elements and key priorities (high, medium, and development. Items of high importance should be prioritized in
low) for a variety of characteristics. The matrix organizes these the design process based upon the street’s role in the regional
by street realm (Vehicular Travel Way and Active Transportation network.
Zone).
Priority
Design Consideration Main Corridor Local Streets
Connections
Vehicular Travel Way
Number of Vehicle Lanes 2-4 2-4 2
Target Speed (mph) 25-35 25-35 20-25
Transit-Only Lane High Priority Medium Priority N/A
Design for Freight Vehicles Medium Priority High Priority Low Priority
Multimodal Intersection Design High Priority High Priority Medium Priority
Vehicle throughput at intersections Medium Priority Medium Priority Low Priority
On-Street Parking Low Priority Low Priority Medium Priority
Access Management High Priority Medium Priority Low Priority

Multiuse Path or
Preferred Bicycle Accommodation Multiuse Path
Separated Lane
Bicycle Boulevard
Active Transportation Zone

Wide Sidewalks or
Preferred Pedestrian Accommodation Multiuse Path
Multiuse Path Standard Sidewalks
Landscaping/Street Trees High Priority High Priority High Priority
Wide Buffer Zone Medium Priority High Priority Medium Priority
Street Furniture/Bike Racks High Priority High Priority Low Priority
Public Art High Priority Medium Priority Low Priority
Vehicular Travel Way Active Transportation Zone
49
Intersection Design Concepts

The final configuration of transit, walking, biking, and motor Concept 1 showcases a possible design for BRT and multimodal
vehicle infrastructure for the preferred alignment has yet to be integration along Olentangy Road. Concepts 2 - 4 (on the
determined, pending further study and design. The following adjacent page) highlight variations of that design.
design concepts show several potential options of how these
multiple modes could be accommodated along the transit
route, and how each mode might interact through intersection NOTE: These preliminary concepts are for planning purposes
crossings. Ultimately, corridor and intersection design will only. Field verification, site condition assessments, engineering
be finalized based on the amount of space available, the analysis, and design are necessary prior to implementing
surrounding land use context, traffic patterns, and connecting recommendations contained herein.
destinations.
Center-running Bus Rapid Transit with Multi-Use Sidepath
01 This concept provides additional protection for both pedestrians and cyclists by replacing the sidewalk on
one side of the road with a multiuse facility.
50
Center-running Bus Rapid Transit with

One-Way Separated Bike Lanes
02 This concept provides a safe and

comfortable crossing for cyclists both
along the main corridor and on the
connecting roadway.
Center-running Bus Rapid Transit with

Two-way Separated
Bike Lane
03 This concept illustrates how a one-way

separated bike facility on the connecting
road can connect with a two-way
separated bicycle facility along the main
corridor.
Side-Running Bus Rapid Transit, Shared

Lane
04 This concept illustrates how bicyclists can

be accommodated within a shared transit
lane along the edge of the roadway.
East-side two-way side running bus rapid

transit with sidepath
05 This concept illustrates how bicyclists,

pedestrians, and transit riders can all be
safely accommodated with a two-way side
running facility.
51
Enhanced Connectivity
Bicycle and pedestrian routes to the transit corridor should 315, the Olentangy River and the CSX Railroad. Additionally,
provide direct, comfortable and intuitive connections to all bicycle connections should tie into the regional trail network.
stations. Currently, there are extended gaps or entirely missing The map on the adjacent page demonstrates potential bicycle
segments throughout the corridor including most east/west and pedestrian connections throughout the corridor. The facility
roadways, as well as continuous separated facilities along the recommendations shown represent a long-term vision of a
north/south routes such as Olentangy River Road and Kenny comprehensive, interconnected network. These projects will be
Road. To facilitate access to transit and support the identified implemented over many years and specific projects will require
alignment, new and upgraded facilities are needed along or feasibility analysis to confirm a path to implementation. The
parallel to major roadways and across the major barriers of SR facility types included in this plan are shown below:
SIDEWALKS
Sidewalks provide dedicated space along roadways for the exclusive use of pedestrians. Sidewalks are
separated from vehicle travel lanes with curbs or buffer areas. They support a diverse array of uses for being a
typically small percentage of the public right of way.
SHARED USE PATHS OR SIDEPATHS

Shared use paths (SUPs) are paved paths that are physically separated from motor vehicle traffic and
designated primarily for use by pedestrians, bicyclists, scooter riders, etc. Sidepaths are a type of multi-use
path that are adjacent to streets and can connect to off-street trails.
SEPARATED BIKE LANES

Separated bike lanes (SBLs) dedicate space for bicyclists that is physically separated from both motor vehicles
and pedestrians. Separated bike lanes can be designed to accommodate one-way or two-way travel.
BIKE LANES
Bike lanes (or conventional bike lanes) provide space within the street for exclusive bicycle travel. Signs and
markings remind motorists that the bike lane is intended solely for bicyclist travel.
BICYCLE BOULEVARDS
Bicycle boulevards, also known as neighborhood bikeways, optimize local streets for bicycle travel by reducing
traffic volumes and speeds. Bicyclists and motor vehicles share the same roadway space.
CROSSWALKS
Crosswalks facilitate pedestrian crossings at intersections and mid-block locations. All roadway intersections
are legal crosswalks.
52
Connectivity Plan
SR 31
5
BETHEL
MORSE
!
¬
«315
HENDERSON
Clintonville
COOKE
KARL
REED
INDIANOLA
E
ILL
RV
!
STE
! OAKLAND PARK
WE
FISHINGER DWAY
T
NORTH BROA
ON
HIGH
EM
AGLE
TR
WEBER
Upper Arlington
ACKERMAN
DODRIDGE
HUDSON
§
¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
LANE
JOYCE
OLENTA
D
LAN
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KENNY
NO
RT
!
H WE
ST 11TH
!
HIGH
5TH
M
Marble Cliff
CK
IN
LE
Y
RIV
ERS
GRANDVIEW
NEIL
IDE

Heights
GOODALE
ER
FISH VINE
§
¦
¨ 70
!
NATION
WID E
LONG
Valleyview
! SPRING
! ! Downtown
§
¦
¨
670
SOUDER
Columbus
FRONT
HAGU
BROAD
3RD
Franklinton MAIN
E
TOWN RICH
CENTRAL
53
PARSONS
LIVINGSTON
ANT
SULLIV
Station Area Walksheds

A walkshed analysis methodology utilizing parcel layers was
undertaken to represent the area around each station area that Proposed Sta�on
is currently accessible by walking. It is important to note that
SR 31
1/4 mile walk
5
a walk of around 1/4 to 1/2 mile is considered the standard BETHEL
MORSE
distance most people will walk to access high-quality transit. ¬

«315 1/2 mile walk
The following maps illustrate the results of the walkshed
analysis for the preferred alignment, in contrast to circular
HENDERSON
Clintonville 1 mile walk
¼ and ½ mile buffers around the proposed stations. These
COOKE
KARL
results help identify locations with a lack of direct access to
REED
the preferred alignment, due to the location of stations, poor
INDIANOLA
sidewalk coverage, or a disconnected street network.
LEIL
RV
STE
OAKLAND PARK
WE
FISHINGER ADWAY
T
NORTH BRO
ON
The analysis was completed to identify access gaps that occur
HIGH
EM
AGLER
TR
with the existing bicycle and pedestrian network, and again
WEBER
Upper Arlington
to examine the new access patterns demonstrated by the ACKERMAN
DODRIDGE
Connectivity Plan. HUDSON
§
¦
¨
ER
71
¬
SUMMIT
«
NGY RIV
315
The analysis reveals existing significant gaps in pedestrian LANE
JOYCE
OLENTA
D
LAN
access north of Ackerman Road, on both sides of the Olentangy
VE
RIV
CLE
FOURTH
ER
17TH
River. Some parcels north of Bethel Road and in the Olentangy
SID
E
KENNY
NO
Commons area are within a ½ mile of the proposed station but

RT
H WE
ST 11TH
cannot access it safely. The Knolls neighborhood south of West
HIGH
Henderson Road also has limited access, but if sidewalk gaps
5TH
M
Marble Cliff
CK
5TH
IN
LE
were filled and improvements made to enhance pedestrian

Y
RIV
ERS
GRANDVIEW
NEIL
IDE
Grandview
comfort it would provide new access to transit. In The Ohio Heights
Short North LEONARD
State University campus/Lennox Town Center area, the FISH

ER
GOODALE
VINE
University View neighborhood and Wexner Medical Center area §

¦
¨ 70
NATIONW
IDE
are currently disconnected from the transit alternative. Valleyview

SPRING LONG
Downtown
§
¦
¨
670
SOUDER
Columbus
FRONT
When analyzing the effects of the recommended connectivity

HAGU
BROAD
3RD
Franklinton MAIN
E
RICH
plan, it was found that an additional 1,800 people could better
TOWN
connect to the proposed station areas, using the corridor’s

CENTRAL
PARSONS
LIVINGSTON
ANT
SULLIV
existing population patterns. As new development occurs
and additional housing is built in the corridor, the number of
residents who can move throughout the Northwest Corridor
without the use of a vehicle is anticipated to increase further.
MORPC’s Insight2050 study estimates that in the future biking, walking,

or transit could account for 21% of all travel within the Northwest
Corridor. Achieving this requires successful implementation of premium
rapid transit, completion of the active transportation network in the
vicinity, and the development of a transit-supportive environment.
54
Implementation Framework
Implementing the Connectivity Plan will be a multi-tiered plan were not subjected to a traditional project prioritization
approach that leverages funding and opportunities presented process. Instead, the focus should be on leveraging opportunities
through regional partnerships and future development. as presented, and prioritizing those connections that provide the
Acknowledging the complexity and coordination that will be highest level of synergy with the transit service.
involved, the bicycle and pedestrian recommendations in this
Projects are anticipated to be implemented in three main ways:
~ Regionally Funded: Certain projects critical for the success of transit should be funded and constructed as part of a future
Northwest Corridor capital program.
~ Locally Scheduled Capital Improvements: Many recommended facilities, particularly on connecting east-west streets, may be
implemented through traditional capital improvement programs. As streets in this corridor are scheduled for improvements or
maintenance, the city or other jurisdiction should leverage the opportunity to stripe bicycle lanes, construct sidewalks, or re-
prioritize the right-of-way to provide dedicated facilities, where possible.
~ Leverage Development Opportunities: As development in the corridor accelerates, the City and County should partner with
developers to include the construction of identified facilities that connect to or within the proposed developments. In this way,
the improvements can be accelerated to provide benefit to corridor mobility as a whole, as well as provide local amenities.
Similar to the Street Design Typology, the Connectivity Plan This prioritization framework should be flexible to leverage
includes three main categories of facilities that provide first- and opportunities as they arise. For instance, a Tier 2 project should
last-mile connections to the transit corridor. These categories of be advanced whenever possible through development or capital
improvements can be prioritized in a flexible way by considering improvement programs, even if Tier 1 projects have not been
the order that projects should be completed to provide the completed.
highest level of benefit. In this concept, Priority Connections
and Main Corridor improvements should be a top priority, as A conceptual framework that aligns these prioritization tiers with
they provide mobility to and from the proposed transit stations, potential implementation opportunities is shown below.
as well as along the corridor to new development and activity
centers. Local Connections are a lower priority as they do not
provide direct access to destinations.
Likely Implementation Opportunities
Priority Description
Capital Development
Regional
Improvements Opportunities
Priority Connections: Dedicated facilities that provide east-west
connections to the transit corridor
Tier 1
Main Corridor: Infill facilities along Olentangy River Road to   
provide continuous separated facilities.
Local Connections: Sidewalk or bicycle facilities that provide

additional safety benefits on local streets, but do not connect
Tier 2
directly to the corridor.  
55
04
56
Transit, Land Use, and Community Priorities
Principles for Transit-supportive Design
Development Typologies
Development Opportunity and Illustrative Concepts
Building Transit
Supportive Environments
57
Transit, Land Use, and

Community Priorities
The way we plan our communities has a major impact on In addition to guiding future development and accommodating
the way we travel and our quality of life. Auto-centric design new growth along the corridor, planning for and investing in
features like large and “free” parking lots, wide roads, sprawling transit-oriented development can be leveraged to achieve
design and separated land uses promote driving while broader LinkUS goals and community priorities:
discouraging walking or other modes of mobility.
~ Provide equitable, reliable, and safe travel choices
Transit-oriented design makes it easier to take transit by
combining infrastructure investments with a range of housing ~ Promote new and compact growth and redevelopment
and employment options within easy walking or biking
~ Create great places to live, work, and play
distance to stations. By integrating development with viable
transportation alternatives, future congestion and traffic ~ Improve service for existing COTA riders and attract new
impacts can be mitigated with more sustainable growth riders
patterns.
~ Catalyze economic development and maximize return on
To fully recognize these benefits in the Northwest Corridor investment (ROI)
and across Central Ohio, partnerships need to be forged, plans
updated, capital investments made, and more affordable ~ Advance the delivery of affordable and mixed-income
housing built. It’s critical that we start now to capture the housing
extraordinary opportunity in front of us and align the LinkUS
~ Increase access to jobs, services, and everyday needs
partners to prepare a competitive grant application to the FTA
(see page 83). ~ Promote more sustainable use of land and infrastructure and
protect natural resources
~ Encourage a healthier lifestyle
Principles for Transit

Supportive Design
Four main principles will guide the design of future development in the corridor: Buildings & Blocks, Open Space, Streetscapes and
Mobility. Together – these principles support a new series of development typologies that generally classify the desired public realm
and development characteristics in the station areas and along the transit corridor. Investing in the public realm is anticipated to be a
shared endeavor, with new private development supporting the region’s vision by incorporating a vibrant public realm in all projects.
The following pages showcase the principles that development projects will be expected to adhere to.
58
Building Transit Supportive Environments
COTA bus in Downtown Columbus | COTA

59
Mobility
Enhance mobility options and shift mode use by creating an

interconnected transportation network which reduces reliance on the
automobile and accommodates all users.
CONNECTIVITY
~ Create a hierarchy of streets and access to organize traffic
patterns of multiple modes. Hierarchy can be established
based on right-of-way widths, travel speeds, level of
connectivity, and prioritized modes.
~ Provide a complete pedestrian network with safe and

frequent crossings.
~ Design the roadway network for development sites in a

way that connects with existing roadway infrastructure
seamlessly and provide safe access to and from the sites.
~ Integrate each modal network (bicycle, pedestrian, transit)

into existing systems around the site.
SEAMLESS MODE CHANGE

~ Provide amenities for multiple modes of transportation at
key locations for convenient use of modes of transportation
in a single trip, such as bike racks near station areas.
~ Incorporate other newer modes of travel such as E-scooter,

bike rentals and e-bikes and ride-hail locations to be easily
accessible.
~ Consider park-and-ride facilities to work in tandem with the

regional transit network.
~ Consolidate information for multiple transit options and

modal networks to make changing modes simple and easy to
understand.
60
PRIORITIZE ACTIVE TRANSPORTATION
~ Create a separated, dedicated bicycle zone that provides

safe and comfortable lanes for bicycle users consistent with
regional planning efforts.
~ Ensure amenities for active transportation users are frequent

and convenient within the streetscape, such as bicycle
parking at key destinations.
~ Utilize enhanced pedestrian crossings that prioritize

pedestrian safety at intersections and/or mid-block
crossings.
PARKING ~ Orient access points to parking areas along secondary streets

or alleyways, not on primary streets, to provide proper
access without compromising pedestrian activity.
~ Reduce parking minimums to reduce the amount of land

needed for parking.
~ Parking structures should be screened, wrapped by a liner

building, or designed to fit into the overall street character.
~ If surface parking lots are visible from primary streets, they

should be screened by vegetation, decorative walls, or public
art.
~ Parking areas should be strategically located between uses

to be shared and/or be able to accommodate other uses and
programs to utilize parking areas during off hours.
HIGH QUALITY PUBLIC TRANSIT
~ Implement transit-only lanes that expedite transit times and

facilitate loading/unloading to reduce conflicts with vehicles.
~ Provide adequate space for passenger loading/unloading at

station areas that do not impede pedestrian zones.
~ Provide sufficient and high-quality amenities at station areas,

such as enhanced shelters, benches, trash receptacles, and
signage.
~ Explore signal timings and technologies that prioritize transit

movement along the corridor.
61
Streetscape
Create a hierarchy of streets that accommodate facilities for all

transportation modes and is activated by public amenities and ground
floor, street-focused design.
BALANCE OF ZONES
~ Integrate safe connections for all modes of travel by
providing separate amenities for modes, such as pedestrian,
bicycle, transit, and vehicle zones.
~ Create an adequate pedestrian zone along building frontage

that incorporates outdoor dining, landscaping, and other
sidewalk amenities.
~ Provide street furniture, bike racks, benches, and other

amenities to encourage an active street environment.
~ Promote flexible design of streets and the public realm along

primary corridors so that they can be used in a variety of
ways and at different times in strategic locations.
PUBLIC ART & PLACE MAKING

~ Ensure a unified corridor identity along primary streets
through public art, streetscape, and public realm design.
~ Encourage distinct yet complementary street character to

build a sense of place within each development/district.
~ A wayfinding or branded signage system can be used to

contribute to the overall district character and can be used
as an opportunity for artistic expression.
~ Focus special attention to key intersections and corners to

activate with wayfinding and identity placemaking along
with enhanced pedestrian crosswalk treatments.
62
ACTIVE SIDEWALKS ~ Encourage outdoor dining spaces along sidewalks or within

forecourts for bars/restaurants to bring activity to the public
realm.
~ Transparency should be used along ground-floor facades to

link indoor and outdoor spaces.
~ Public areas within buildings should face the public realm.
~ Encourage vibrant public realm with pocket parks and plazas.
~ Include high quality materials and streetscape elements to

enhance the pedestrian experience, such as pedestrian-scale
lighting, plantings, and street trees.
~ Encourage activation of pedestrian cut-throughs, alleys, and

spaces between buildings.
STREET TREES & BUFFER ZONES
~ Create a tree canopy along the public realm to provide a

comfortable, shaded environment for pedestrians. Select
trees that are appropriate for streetscapes, maintain visibility
where needed, and are compatible with utilities and lighting.
~ Landscaping and other plantings should provide visual

interest and contribute to the overall character of the public
realm.
PEDESTRIAN-ORIENTED
~ Create contiguous building frontage to reinforce the street
wall and define the public realm.
~ Ground-floor articulation, scale, and materiality should

create a welcoming street environment and reinforce
pedestrian scale.
~ Require walkable blocks that are typically no more than 600

feet in length.
~ Minimize the impact of parking on the public realm by

minimizing the visibility of parking areas through screening,
below grade parking, and/or locating parking behind
buildings.
63
Open Space
Create meaningful public commons and greenspace that shape place,

meet the neighborhood’s needs, and promote health and quality of life.
GREEN INFRASTRUCTURE &
NATURAL SYSTEMS
~ Utilize green infrastructure methods and functional planting
design for open spaces to manage stormwater, whenever
possible.
~ Design streetscapes that integrate water management into

the overall design.
~ Encourage the use of tree canopy, bioswales and low-impact

site strategies for parking areas.
EQUITABLE ACCESS
~ Centrally locate public open/green spaces along primary

corridors so that they are visible and accessible from the
public realm.
~ Both public and private open spaces should be available to

visitors and residents of the district.
~ Locate public spaces between shared uses to maximize

accessibility.
64
INTERCONNECTED SYSTEM
~ For open spaces along primary streets, incorporate elements
from the streetscape design to provide continuity in the
public realm.
~ Ensure proper bicycle and pedestrian connections to green

spaces.
~ Ensure that the open space system within the development

contributes to the overall district character, while providing
opportunity for individual design and unique experiences.
~ Emphasize connections to the broader community park and

greenway system and adjacent natural resources.
VARIETY & TYPOLOGIES
~ Establish open spaces for both public and private areas.

Differentiate public and private greenspaces through the
location access points and design elements.
~ Diversify the size, design, and programming of open spaces

to encourage a variety of open space types and functions.
MULTI-FUNCTIONAL SPACES
~ Accommodate a range of activities and users with diverse

space types, such as plazas, lawns, dog parks, activated
alleyways and pathways, etc.
~ Design open spaces for flexibility in use and programming

that can be activated in multiple ways.
~ Coordinate programming of buildings adjacent to open

spaces to encourage active use of outdoor spaces.
65
Buildings & Blocks
Create walkable places that provide housing for all through compact
development with transit-supportive design via site-appropriate densities,
less reliance on parking, and people-first design.
MIX OF USES
~ Active ground floor uses that contribute to/interact with
public realm where possible.
~ Anchor key corners and concentrate on primary streets with

active commercial/retail uses.
~ Diversify commercial/retail options to meet needs of

residents and transit users.
~ Mix land use programming within and across buildings to

maximize investment and balance land uses in a way that
contributes to an active environment throughout the day
and evening.
DIVERSITY OF HOUSING TYPES ~ Provide multiple housing options to accommodate a diverse

population of residents in the development from families to
& AFFORDABILITY individuals.
~ Design housing product for different densities and to

include residential units that are appropriate for all zones
throughout the corridor, such as mixed-use multi-family
buildings, small apartment buildings and four-plexes,
townhomes, duplexes, and small-lot single family homes.
~ Prioritize new affordable housing units in close proximity to

transit in other desirable areas to improve access to jobs and
other destinations.
~ Prioritize and preserve publicly-owned land to develop

affordable housing.
~ Consider zoning and policy changes to facilitate affordable

housing development in key locations and consider potential
partnerships for funding and financing affordable housing
development.
66
BLOCKS ~ Allow for flexibility in the street wall to create midblock

pedestrian spaces and connections, such as alleys,
pedestrian walkways, building arcades, etc., that visually
reduce the span of buildings and blocks and facilitate
walkability.
~ Encourage and concentrate density on priority development

sites to create a dense, walkable environment.
~ Ensure that each phase of development creates and

enhances a vibrant and complete environment and
complements previous phases.
~ Parking is encouraged to be structured or underground to

allow for compact development and reduce the amount of
land dedicated to parking. Parking areas that are surface lots
on site should be located behind buildings and/or screened
from view from the primary street.
TRANSITIONS
~ Massing and scale of buildings should be largest at the
core and along the primary transit corridor and step down
towards the edges of the development.
~ Address edges between zones through complementary

scale, program and building character.
~ Locate complementary uses near existing residential areas.
~ Ensure a subtle transition between public and private spaces

so that frontage along private developments feels visually
part of the corridor while allowing for originality and unique
character.
BUILDING SCALE & ARTICULATION ~ To avoid large monotonous facades, encourage the use of
transparency, vertical and horizontal articulation, shading,
form, materials, balconies, awnings, and other architectural
elements to create visual interest along building exteriors.
~ Facades of larger buildings should be broken down into

smaller modules or patterns to provide visual interest and
maintain human proportions.
~ Encourage building design and proportions that complement

the overall district identity while providing variety and visual
interest.
~ In some locations, stepping upper stories back from the

primary façade can help reduce the impact of tall buildings
on the pedestrian environment and maintain human scale.
~ For buildings at corners, accentuate the corner with

articulation, materiality, or other architectural elements.
67
Development Typologies
Using the principles for transit-supportive design, the existing character of the areas within the corridor, and the desired increase in
mobility options and development intensities, a series of six development typologies were created for the Northwest Corridor. These
typologies can ultimately leveraged across Central Ohio and future high capacity transit corridors.
Downtown
Downtown Columbus is the center of the
region’s economic and cultural activity.
This is the densest core of development
in Central Ohio, characterized by a
broad mix of housing, employment,
retail, entertainment, and recreational
destinations. The High Capacity Transit
System envisioned by LinkUS will converge
in Downtown, serving regional commuters
and visitors, as well as residents throughout
the city.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Example Transition Section
Neighborhood Area Transition Area Core Area
Tighter block patterns with alley access, Varied building footprints and shared walls.
BUILDINGS & BLOCKS Highly walkable.
Multi-modal hub where all transportation modes intersect. Served by the larger regional
MOBILITY NEEDS network of transit lines and connected highways. Reduced automobile dependency.
Station Type: Regional, pedestrian-oriented.
Small public greenspace and plazas that provide relief in the street wall and are
OPEN SPACE extensions of the public realm.
Highly amenitized to accommodate all modes of transportation and high levels of street/
STREETSCAPES sidewalk activity.
68
Urban Corridor
Urban Corridors are located along major
urbanized transportation arteries. This
increases visibility and promotes more
intensive commercial and retail activity.
They are served by frequent transit
service, often on corridors with multiple
transit service lines. When served by High
Capacity Transit, Urban Corridors provide
the linear continuity of compact, walkable
development between more intensive,
transit-oriented nodes at station areas.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Tighter block patterns with alley access and interior spaces/pedestrian access. Focused
BUILDINGS & BLOCKS density along a single corridor. Highly walkable.
Served by major transportation facilities with easy connections to the larger regional
network. Typically a historic transportation corridor with strong north-south or east-west
MOBILITY NEEDS connectivity. Automobile use is a lower priority and accommodated more along primary
corridor. Station Type: Regional, pedestrian-oriented with modal connections
OPEN SPACE extensions of the public realm. Private open spaces within developments.
Amenities, identity, and priority transportation facilities typically concentrated along

STREETSCAPES primary corridor.
69
Community and
Regional Centers
These centers serve as commuter hubs for
the larger region but still contain a mix of
housing and commercial services. Densities
and intensities are usually greater in the
quarter-mile radius of stations than in
the half-mile radius with an emphasis on
vertical mixed use.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Tight block patterns with alley access and interior spaces. Larger building footprints with
BUILDINGS & BLOCKS interior pedestrian access. Highly walkable.
Served by major transportation facilities with easy connections to the larger regional
MOBILITY NEEDS network of transit lines and connected highways. Automobile use is a lower priority.
Station Type: Regional, pedestrian- oriented with modal connections.
OPEN SPACE extensions of the public realm. Private open spaces within developments.
Accommodates multiple modes of transportation. Amenities curate a district identity and

STREETSCAPES promote active public realm.
70
Neighborhood
Center
Neighborhood Centers serve the retail,
service, and entertainment demands for
adjacent neighborhoods. These centers may
also host historic faith or civic institutions
and be the center of community life. These
areas are walkable with small block sizes.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Smaller blocks with alley or rear access. Density higher at the core area and typically
BUILDINGS & BLOCKS oriented at crossroad with a major corridor.
Served by major transportation facilities with limited connections to the larger regional
network. High neighborhood activity, with connections typically on single corridor or at
MOBILITY NEEDS crossroad. Increased automobile dependency given lower density. Station Type: Park-
and-Ride, connection to sub-urban and urban contexts.
OPEN SPACE Neighborhood-oriented spaces in residential areas.
STREETSCAPES Amenities are concentrated at the core on a corridor or at a major crossroads.
71
Town Center
Town Centers are the historic cores of
Central Ohio’s diverse array of small and
medium sized municipalities. This typology
centers contain a mix of residential, office,
retail, and entertainment uses similar to
that of Urban Centers but buildings may be
more single-use with horizontal mixed use
versus vertical. These centers may service
neighborhoods within 5 or more miles and
as such still accommodate both automobile
parking and circulation.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Varying block patterns building footprints and with interior spaces/ pedestrian access.
BUILDINGS & BLOCKS More land area dedicated to parking than urban contexts. Walkability concentrated at
core area.
Served by major transportation facilities with access to the larger regional network of
MOBILITY NEEDS transit lines and major thoroughfares. Automobile use is more prominent. Station Type:
Park-and-Ride, connection to urban contexts.
Public green space and plazas activated by retail activity. Both public and private spaces
OPEN SPACE typically interior to developments. Larger open spaces in neighborhood areas.
STREETSCAPES Strong sense of identity grounded in amenities, concentrated at core.
72
Special Use
District
Special Use Districts are often single-use or
areas focused around a major institution
such as a university, or an entertainment
venue such as a stadium, airports, or
industrial and logistics clusters. These areas
will include varying development patterns.
Transit Corridor
Core Area
Transition Area
Neighborhood Area
Larger blocks with very large building footprints. Varied development and block patterns
BUILDINGS & BLOCKS that are designed for a particular use.
Part of a regional transit line with connectivity to the regional network, but is not fully
integrated within the network. Increased automobile dependency and parking needs
MOBILITY NEEDS due to decreased regional integration. Station Type: Park-and-Ride, typically major
destination in the region.
Designed for use by district users Functional landscapes that mitigate large building
OPEN SPACE footprints are encouraged. Neighborhood-serving green spaces in residential areas.
STREETSCAPES Amenities and identity are designed to reinforce special use of district.
73
Development Opportunity and

Illustrative Concepts
The scale of growth and investment opportunities in the The following pages illustrate a combination of potential future
Northwest Corridor is tremendous. It is important to lay the private development opportunities and potential improvements
groundwork for realizing this potential and ensuring that new to the public right-of-way. These are intended to be illustrative of
development is designed to support transit and reflect the other recommended transit-supportive development patterns. These
priorities identified by LinkUS. This will require consideration and are not officially proposed site development plans. All private
updates as needed to existing plans and regulatory tools. development improvements are subject to future decisions made
by property owners and applicable zoning and development
In the Foundations Report (separate document), the project team regulations existing at the time of development. All public right-
completed a land use diagnostic of the corridor, reviewing land of-way improvements will be determined through future design
use and development patterns and characteristics. The diagnostic phases.
created an inventory of opportunity areas within the corridor
where change is most likely to occur over time. Refer also to graphics depicting intersection design concepts on
pages 50-51. The conceptual graphics depicted in this report
The opportunity areas are used as locations for illustrative depict coordinated walkable and transit-oriented development
concepts that: at potential station locations. It should be noted that this level of
focused development and associated right-of-way design is not
~ Demonstrate transit-supportive design principles likely to be implemented in a continuous fashion along the entire
length of the corridor. Focused development is expected to occur
~ Highlight opportunity sites in nodes along the corridor, where most closely associated with
transit station areas. Right-of-way configuration and development
~ Illustrate potential changes in density and design which may
conditions will vary along the corridor and between station areas.
occur over time to support bus rapid transit
~ Outline strategies to implement the transformation of the

corridor to a compact, transit-oriented, and walkable place
Illustrative concepts were developed for:
01 Bethel/Olentangy Plaza
02 Riverview/Kohl’s
03 Lennox Town Center
04 5th Avenue
74
Development Opportunity and
SR 31
To City of Dublin
5
BETHEL
Illustrative Concept Locations
MORSE
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«315
HENDERSON
Clintonville
COOKE
KARL
REED
INDIANOLA
E
ILL
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STE
OAKLAND PARK
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NORTH BRO
FISHINGER
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ON
HIGH
EM
AGLE
TR
WEBER
Upper Arlington ACKERMAN

DODRIDGE
HUDSON
§
¦
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ER
71
¬
SUMMIT
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NGY RIV
315
LANE
JOYCE
OLENTA
D
WOODY HAYES
LAN
KENNY
VE
RIV
CLE
FOURTH
ER
17TH
SID
E
KINNEAR
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RT
H WE
ST 11TH
HIGH
5TH
M
Marble Cliff
CK
IN
3RD
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Y
RIV
ERS
GRANDVIEW
NEIL
IDE

Heights
FISH
ER
GOODALE ¬
«315
VINE
§
¦
¨ 70
NATION
WID E
Downtown
Valleyview
HIGH
LONG
§
¦
¨
670
SOUDER
BROAD
HAGU
3RD
Franklinton MAIN
RICH
E
TOWN
CENTRAL
75
PARSONS
LIVINGSTON
ANT
SULLIV
Existing Conditions
Bethel/Olentangy Plaza
KEY OPPORTUNITIES
Create active transportation connections linking the transit
station to adjacent neighborhoods, including connections to the
Olentangy River Trail.
Add residential and commercial development to complement

the existing Taylor house and establish a more walkable
development pattern.
Redevelop Olentangy Plaza and the auto-oriented development ACCOMMODATING GROWTH

fronting Bethel Road into a mixed-use neighborhood with
groundfloor activated uses. Population
Transform Jasonway Avenue to a walkable neighborhood street Current 490

by adding new housing, sidewalks, and a shared-use path.
Concept 2,400
Leverage the existing parking and ride location at Bill McDonald
Athletic Complex.
Employment
Current 1,460
Concept 2,650
ILLUSTRATIVE CONCEPT
76
Existing Conditions
Riverview/Kohl’s
KEY OPPORTUNITIES
Redevelop Kohl’s and the auto-oriented development fronting
Olentangy River Road into a mixed-use neighborhood with
groundfloor activated uses.
Create active transportation connections linking the transit

station to adjacent neighborhoods, including bridging the gap in
the Olentangy River Trail.
Provide public access to the river. Leverage river, greenspace, ACCOMMODATING GROWTH
and downtown views for residential density.
Population
Consolidate parking for the cluster of hotels and create a
campus with accommodations and amenities for visitors. Add Current 320
additional rooms to meet growing needs of university visitors.
Concept 2,500
Infill residential development around the Canterbury building to
create a stronger streetscape and walkable edge.
Employment
Current 2,100
Concept 5,300
77
Existing Conditions
Lennox Town Center

KEY OPPORTUNITIES
Redevelop the auto-oriented/suburban shopping center into a
dense, mixed use neighborhood with mid-rise residential and
employment and urban street network.
Create a technology/employment corridor to connect The

Ohio State University Innovation District with Ohio State along
Kinnear Road.
Leverage views of the Olentangy River greenway and proximity ACCOMMODATING GROWTH
to The Ohio State University and medical center.
Population
Improve east-west active transportation connections between
the transit corridor and neighborhoods, including improved Current 80
connection across the railroad and improvements to the
intersection at Olentangy River Road and Kinnear Road. Concept 3,180
Provide a transition in development intensity between existing

single-family neighborhoods west of the railroad and a denser Employment
redevelopment of Lennox.
Current 620
Concept 6,200
78
Existing Conditions
5th Avenue
KEY OPPORTUNITIES
Improve the streetscape along 5th Avenue by limiting curb cuts,
widening the sidewalk zone, and providing an amenity zone for
streetside dining and public art.
Create a placemaking node around Fortin Ironworks.
Redevelop single-story, auto-oriented development along

Olentangy River Road with a mix of higher density employment
and residential. ACCOMMODATING GROWTH
Use Edgehill Road as an alternative north-south cycling route. Population
Create a stronger connection to the river and the Olentangy Current 1,345
River Trail.
Concept 3,445
Employment
Current 2,100
Concept 5,850
79
05
80
LinkUS: Building the Foundation
Capital Investment Grant Process
Action Plan
Preparing for
Success
81
LinkUS: Building the Foundation

The Northwest Corridor is the first corridor planning process enter the Federal Transit Administration’s Capital Investment
to come out of the LinkUS regional corridor mobility initiative. Grant Program (more information on the facing page). In this
This study is an early step in a major regional process that will phase, the corridor’s full design will take shape, along with
transform mobility and growth patterns in Central Ohio over the comprehensive cost estimates, environmental analysis, and a
coming decades. funding strategy.
While this document identifies a preferred alignment to provide The LinkUS Framework Strategy identified the critical
premium transit on Olentangy River Road, there are many foundational steps for designing rapid transit corridors that
steps remaining between planning and when the service begins build toward a comprehensive regional system. The process
running. Phase 2 of the Northwest Corridor initiative is set to documented in this report completed steps 1-5, with steps 6 and
begin imminently. That phase will take the project through the 7 to be completed through Phase 2.
project development process and preliminary engineering to
Northwest Corridor Phase 1 (Steps 1-5) Phase 2 (Steps 6-7)
Select Corridor Analysis Recommend Implementation

Select from agreed-upon Including Land Use, Transit, Design, Construction,
corridor prioritization Multimodal, Technology and Alternatives Operations
Innovation Define potential future
networks for analysis /
consideration
1 2 3 4 5 6 7
Establish LinkUs Goals and Define Opportunities Refine Locally Preferred

Including Land Use, Transit, Multimodal,
Priorities Technology and Innovation Alternative (LPA)
Cost and Funding, Additional Technical
Feasibility Analysis, Enhanced Public
Engagement, Support for LinkUS Goals
82
Preparing for Success
Capital Investment Grant Process

Nearly all major transit projects throughout the country include some form of federal funding. Most rely on a Capital Investment
Grant (CIG) from the Federal Transit Administration (FTA). The FTA has two applicable CIG programs for different sized projects: New
Starts for projects over $300 million or Small Starts for projects less than $300 million. The process for each is similar, with Small
Starts allowing for a more streamlined project development process:
System Alternatives 30% FTA Preliminary Engineering Final Revenue

Planning Analysis & LPA Design Rating & Environmental Design Service
(NEPA) Process
Project Development Engineering Construction
Enter Project FTA

Development Rating
Regardless of the program, the project scoring criteria for each program is similar. The Northwest Corridor alternative has been
developed to this point with these scoring criteria in mind, however as the project moves forward it will need to explicitly define the
benefits associated with each of these categories:
50% PROJECT JUSTIFICATION 50% LOCAL FINANCIAL COMMITMENT

Mobility. How many people will ride the transit line? Can the region supply at least 20% of the construction costs?
Environmental. How much will the project improve air quality Can COTA adequately fund operations and maintenance in the
or reduce energy use? future?
Congestion Relief. How many people can move through the How stable is the transit funding source?
corridor without adding more cars to the road?
Economic Development. How much development will the

project induce?
Land use. How well does the corridor support existing

development and advance future development opportunities?
Cost Effectiveness. How much does the project cost per

passenger trip?
83
Action Plan
The Action Plan organizes critical recommendations with consideration for when the action should occur. Laid out graphically, the
matrix uses three major recommendations to organize nearly 40 individual actions. The Priority shows the need to start acting now
and specifies the anticipated timeframe required to implement the recommendation. Finally, the Responsible Parties identifies the
entity charged with leading the work on each action.
BRT PROJECT IMPLEMENTATION (NORTHWEST CORRIDOR PHASE 2)

Advancing the second phase of Northwest Corridor is critical to maintain momentum and move towards implementation of the BRT
project and revenue service. Each of these action items should be occurring in the short-term over the next 1 to 2 years.
Action Priority
Develop a stakeholder and public involvement plan for the next phase of corridor planning and design, consistent with
the LinkUS Equitable Engagement Strategy
Conduct traffic modeling necessary to inform feasible BRT guideway design options, right-of-way impacts and traffic
signal improvements. Prepare necessary studies as required by the City of Columbus and ODOT
Prepare refined corridor-specific BRT ridership forecasting
Refine station site selection and develop conceptual design elements
Work with the private sector to identify Public-Private Partnership (P3) opportunities and development financing
mechanisms for Transit-Oriented Development at station areas. Coordinate public right-of-way design with private
development design
Study Return on Investment (ROI) potential of TOD opportunity sites
Develop a prioritization approach for the active transportation connectivity network identified in this report. Refine
proposed facility types through the preliminary engineering process
Analyze alternatives for improved multi-modal access through pinch-points, including the interchange “Knot” locations. Short-term
Identify feasible designs and preferred alternatives to implement with BRT improvements
Study and confirm a Locally Preferred Alternative (LPA) for the long-term build-out of the BRT line through the entirety
of the Northwest Corridor, consistent with alignment and termini concepts identified in NextGen and Insight 2050
Corridor Concepts
Conduct a study to identify potential need for an updated operations and maintenance facility, identify locations, and
analyze potential costs
Complete the technical documentation necessary to submit the BRT project to the Federal Transit Administration for
entry into the Capital Investment Grants process and develop a milestone schedule for advancing through all steps of
the CIG process
Identify roles and responsibilities between the City of Columbus, COTA, and other jurisdictions and agencies as the
project advances through the FTA Project Development process
Conduct necessary environmental analyses required to complete the NEPA (National Environmental Policy Act) process
Complete Preliminary Engineering (30%) Design and develop project cost estimates for capital improvements (transit,
roadway, bicycle/pedestrian facilities), operations and maintenance
84
INTERNAL AND INTER-AGENCY ALIGNMENT

Initiate an internal alignment process to ensure divisions/departments within and between the City, COTA, and other agencies and
jurisdictions promote the corridor goals and advance a coordinated regional policy approach.
Action Priority
Update land use policies and zoning as needed to ensure transit-supportive development at station areas Short-term
Right-size parking requirements for residential, office, and retail development to promote efficient and sustainable land
Short-term
use environments
Update street design standards for consistency with the design goals identified in this report Short-term
Adopt the travel mode and street design prioritization process in this document to govern projects within the Northwest
Short-term
Corridor as part of LinkUS
Identify opportunities for Mobility Hubs that tie into the regional mobility network Short-term
As the project development process is initiated ensure consistency with the LinkUS goals Mid-term
Promote the creation of transit-supportive environments in the corridor through infill and redevelopment Mid-term
Identify and pursue opportunities to add affordable housing in the corridor, particularly near transit stations Mid-term
Study and identify necessary modifications to the existing transit network to support a new premium transit line Mid-term
Promote placemaking strategies throughout the Northwest Corridor as part of public and private investments Mid-term
Invest in public realm improvements to support a walkable and bikeable environment for first- and last-mile connections Mid-term
Adapt and leverage the region's emerging fiber network to promote innovation and prepare for future technologies Long-term
As part of the region’s ongoing sustainability efforts, invest in electrification technology necessary to support an electric
Long-term
premium transit system
85
IDENTIFY FUNDING
Explore a holistic regional funding strategy for the Northwest Corridor, coordinated with the East-West Corridor implementation, and
future corridor projects through the LinkUS process.
Action Priority
Convene a formal process to explore additional resources and funding strategies to implement the regional strategy Short-term
Explore options for funding supportive improvements and maintenance in the corridor such as a Special Improvement
District (SID), Transportation Improvement District (TID), Public-Private Partnership (P3), or other capital funding and Mid-term
maintenance agreements
Examine national examples of successful regional funding efforts to learn from best practices Short-term
Coordinate funding strategy and implementation schedule with the East-West Corridor process Mid-term
Identify the appropriate set of capital improvements in addition to core BRT improvements to advance as a coordinated
Mid-term
funding package
PARTNERSHIPS & PROMOTION

Identify and grow key regional partnerships, develop a regional communication plan to promote the Northwest Corridor strategy, and
increase awareness of the LinkUS strategy.
Action Priority
Continue to work with regional partners to pursue long-term improvements to the "Knots" through feasibility analysis
Long-term
and initiation of the ODOT Project Development Process (PDP)
Encourage the use of sustainable travel modes through Transportation Demand Management (TDM) strategies Mid-term
Work with regional partners to identify a shared project prioritization process to ensure projects supportive of regional
Short-term
goals rise to the top
Partner with major corridor employers to offer subsidized fares or other rider incentives as part of an employee
Mid-term
commuter benefits program
Continue employer and stakeholder conversations to discuss corridor needs, opportunities, and partnerships Short-term
Leverage the development typologies and transit-supportive design principles as part of a larger framework for all
Long-term
LinkUS corridors
Convene a developer round table to coordinate potential public-private investment opportunities as development
Short-term
occurs
86
Supporting
Documents
LinkUS Documents & Resources
~ LinkUS Framework Strategy
~ The following supporting documents can be viewed at linkuscolumbus.com/resources
Northwest Corridor Documents

~ Foundations Report
~ Community Sentiment Report (Round 1 Public Engagement)
~ Alternatives Feedback Report (Round 2 Public Engagement)
~ Traffic and Travel Foundations Memo
~ Transit Alternatives Technical Memo
~ Active Transportation Technical Memo
~ “Knots” Technical Memo
~ Environmental Constraints Memo
87
NOR
MOB
88

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June 2021

Executive Committee Project Management (Core) Team

PRIORITIZING RAPID TRANSIT 14

BUILDING TRANSIT-SUPPORTIVE ENVIRONMENTS 56

PREPARING FOR SUCCESS 80

LinkUS focuses on six critical priorities:

How We Got Here

INSIGHT2050 CORRIDOR CONCEPTS STUDY (2019)

LINKUS FRAMEWORK STRATEGY (2020)

The LinkUS initiative is currently advancing two corridor planning

The Northwest Corridor Study

The Northwest Corridor is one of Central Ohio’s most critical

The Northwest Corridor is also one of the most physically

Areas within the corridor, as well as in surrounding

~ Defines a clear set of action steps that lead toward implementation

Define Evaluate Advance

Why Focus on the Northwest Corridor?

~ Congestion. Congestion is already being experienced within

~ Engineering. The Northwest Corridor presents some of the $3 billion

Corridor to travel there daily.

~ Riverside Hospital/OhioHealth – Riverside Hospital is a

~ The Ohio State University Innovation District ­–The Ohio

advancement, and more. A major funding partnership with

~ Wexner Medical Center – The Ohio State University’s

~ Grandview Yard – Nationwide Realty Investors’ mixed-use

~ Nationwide – Employs 12,000+ within the region and is Northwest Corridor

~ Arena District – Developed by Nationwide Realty Investors

~ City of Dublin – Dublin is the second largest city in Franklin

commute to work in the Northwest Corridor.

~ Parks and Recreation – There are 677 acres of parks and §

open space in the Corridor Context Area, highlighted by the

Ingredients for Success

What Have We Heard?

BROAD SUPPORT FOR THE SIX LINKUS

~ For many, Equity is recommended as a broader lens through

~ Workforce Advancement and Economic Development vary in

~ Many view Innovation as a tool to achieve the other goals.

How would you rank the importance of each of the LinkUS

6.07 In-field Engagement

5.10 5.19 TYPE OF TRANSIT INFRASTRUCTURE

4.97 Respondents have stressed the need for dedicated transit

“Functionality is key, focus on

and reliability - give us true

“This is long overdue! As a

ACTIVE TRANSPORTATION OPTIONS

“All investments in better

0% 20% 40% 60% 80% 100%

Corridor Bus Tour (pre-Covid19)

WHAT ARE YOU 80%

Why Rapid Transit?

Transit in the Northwest Corridor will...

01 Provide equitable access to jobs and opportunities

04 Provide high-quality amenities to create an attractive alternative to driving

The purpose of the Northwest Corridor project is to provide affordable

GOODALE TO BETHEL DOWNTOWN

Establish Perform Perform Refine

Facilitate Perform Facilitate Facilitate Select

Initial Concepts and Screening

Initially, the planning process identified six possible rapid transit

~ The Ohio State University Innovation District –The Ohio