NORTHWEST CORRIDOR
TRAFFIC AND TRAVEL FOUNDATIONS MEMO MAY 2021
1. TRAFFIC CONDITIONS ...... 1-3 1.1 Travel Reliability and Congestion ...... 1-3 1.1.1 Travel Time ...... 1-3 1.1.2 Travel Speed ...... 1-6 1.1.3 Travel Time Index ...... 1-9 1.2 Intersection Analysis ...... 1-15 1.2.1 Volume Development Procedure ...... 1-15 1.2.2 Synchro Analysis ...... 1-17 1.2.3 Corridor Volume-to-Capacity Ratio...... 1-18
2. TRAVEL PATTERNS ...... 2-19 2.1 Daily Origin-Destination Analysis ...... 2-20 2.1.1 Key Locations as Origins ...... 2-20 2.1.2 Key Locations as Destinations ...... 2-22
3. THE KNOTS ...... 3-24 3.1 North Knot ...... 3-24 3.1.1 Problem Statement ...... 3-24 3.1.2 Challenges and Opportunities ...... 3-25 3.1.3 Opportunities ...... 3-25 3.1.4 Challenges ...... 3-25 3.2 South Knot ...... 3-26 3.2.1 Problem Statement ...... 3-26 3.2.2 Challenges and Opportunities ...... 3-26 3.2.3 Opportunities ...... 3-26 3.2.4 Challenges ...... 3-26 3.3 Concept Evaluation Criteria ...... 3-27
4. ADDITIONAL DATA ...... 4-1 4.1 Travel Time Reliability by Hour of Day ...... 4-1 4.2 Origin-Destination Maps for Key Locations ...... 4-5
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-2 MAY 2021
1. TRAFFIC CONDITIONS
1.1 Travel Reliability and Congestion Reliability is an important aspect of traveler experiences through the Northwest Corridor. To better understand the intensity and duration of congestion, travel time reliability was analyzed using INRIX data made available by the Ohio Department of Transportation (ODOT) for the average weekday during the entire month February 2020. The data is summarized in the sections that follow for Travel Time, Travel Speed, and Travel Time Index along both Olentangy River Road and State Route (SR) 315.
1.1.1 Travel Time Travel time along Olentangy River Road northbound (NB) during free-flow conditions is approximately 17 minutes, while the southbound (SB) direction is approximately 18 minutes. During the AM and PM peak periods, travel time along Olentangy River Road increases by 3 to 6 minutes. Table 1 and 2 below outline the AM, Midday, and PM Peak travel times along the corridor.
Table 1: Olentangy River Road – Northbound Travel Time (minutes)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Souder Avenue at W Broad Twin Rivers Drive at W Goodale 3.7 3.5 3.6 Street Street Olentangy River Road at W Olentangy River Road at King 3.5 3.3 4.5 Goodale Street Avenue Olentangy River Road at King Olentangy River Road at John H 1.9 1.9 2.1 Avenue Herrick Drive Olentangy River Road at John H Olentangy River Road at W Lane 1.4 1.3 1.6 Herrick Drive Avenue Olentangy River Road at W Lane Olentangy River Road at 1.5 1.3 1.6 Avenue Ackerman Road Olentangy River Road at Olentangy River Road at W 2.5 2.4 2.4 Ackerman Road North Broadway Olentangy River Road at W Olentangy River Road at W 3.7 2.9 3.7 North Broadway Henderson Road Olentangy River Road at W Olentangy River Road north of 3.2 2.8 3.1 Henderson Road Bethel Road Full Corridor Travel Time 21.3 19.5 22.6
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-3 MAY 2021
Table 2: Olentangy River Road – Southbound Travel Time (minutes)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Twin Rivers Drive at W Goodale Souder Avenue at W Broad Street 3.5 3.6 3.9 Street Olentangy River Road at W Olentangy River Road at King 3.2 3.5 4.0 Goodale Street Avenue Olentangy River Road at King Olentangy River Road at John H 2.0 1.9 2.5 Avenue Herrick Drive Olentangy River Road at John H Olentangy River Road at W Lane 1.8 1.6 2.3 Herrick Drive Avenue Olentangy River Road at W Lane Olentangy River Road at 1.5 1.5 1.6 Avenue Ackerman Road Olentangy River Road at Olentangy River Road at W North 2.3 2.5 2.5 Ackerman Road Broadway Olentangy River Road at W North Olentangy River Road at W 3.1 3.1 3.4 Broadway Henderson Road Olentangy River Road at W Olentangy River Road north of 3.5 2.9 3.6 Henderson Road Bethel Road Full Corridor Travel Time 20.9 20.7 23.6
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-4 MAY 2021
Travel time along SR 315 between West Broad Street and Bethel Road during free-flow conditions is approximately 8 minutes in both the northbound and southbound direction. During the AM and PM peak periods, travel time along SR 315 increases by 3 minutes. Table 3 and 4 below outline the AM, Midday, and PM Peak travel times along the corridor.
Table 3: SR 315 – Northbound Travel Time (minutes)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
W Broad Street (Exit 1) Goodale Street (Exit 2) 2.0 1.6 2.2 Goodale Street (Exit 2) King Avenue (Exit 3) 0.8 0.7 1.2 King Avenue (Exit 3) Kinnear Road On-Ramp 0.6 0.6 1.2 Kinnear Road On-Ramp W Lane Avenue (Exit 4) 0.8 0.8 1.6 W Lane Avenue (Exit 4) Ackerman Road (Exit 5) 0.8 0.8 1.3 Ackerman Road (Exit 5) W North Broadway (Exit 6) 1.5 1.5 2.5 W N Broadway (Exit 6) Henderson Road (Exit 7) 0.8 0.8 0.9 Henderson Road (Exit 7) Bethel Road (Exit 8) 0.6 0.6 0.6 Full Corridor Travel Time 8.0 7.4 11.5
Table 4: SR 315 – Southbound Travel Time (minutes)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
W Broad Street (Exit 1) Goodale Street (Exit 2) 1.2 0.7 0.7 Goodale Street (Exit 2) King Avenue (Exit 3) 1.0 0.6 0.6 King Avenue (Exit 3) Kinnear Road On-Ramp 2.3 1.6 1.7 Kinnear Road On-Ramp W Lane Avenue (Exit 4) 1.0 0.6 0.7 W Lane Avenue (Exit 4) Ackerman Road (Exit 5) 1.1 0.8 1.0 Ackerman Road (Exit 5) W North Broadway (Exit 6) 1.1 0.8 1.4 W N Broadway (Exit 6) Henderson Road (Exit 7) 1.3 1.1 1.6 Henderson Road (Exit 7) Bethel Road (Exit 8) 1.3 1.3 1.7 Full Corridor Travel Time 10.2 7.6 9.4
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-5 MAY 2021
1.1.2 Travel Speed The average free-flow speed along Olentangy River Road is approximately 30 miles per hour (mph). The travel speed drops substantially along the corridor during the peak periods. Table 5 and 6 share the average travel speeds by segment along the corridor during AM, Midday, and PM Peaks.
Table 5: Olentangy River Road – Northbound Average Travel Speed (mph)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Twin Rivers Drive at W Goodale Souder Avenue at W Broad Street 25.3 26.8 26.2 Street Olentangy River Road at W Olentangy River Road at King 21.6 22.5 16.8 Goodale Street Avenue Olentangy River Road at King Olentangy River Road at John H 19.2 18.8 16.9 Avenue Herrick Drive Olentangy River Road at John H Olentangy River Road at W Lane 26.4 28.1 22.8 Herrick Drive Avenue Olentangy River Road at W Lane Olentangy River Road at 28.8 31.4 26.2 Avenue Ackerman Road Olentangy River Road at Olentangy River Road at W North 26.1 27.5 27.0 Ackerman Road Broadway Olentangy River Road at W North Olentangy River Road at W 24.5 30.8 24.3 Broadway Henderson Road Olentangy River Road at W Olentangy River Road north of 21.5 24.5 22.1 Henderson Road Bethel Road Average Corridor Travel Speed 24.1 26.5 23.1
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-6 MAY 2021
Table 6: Olentangy River Road – Southbound Average Travel Speed (mph)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Souder Avenue at W Broad Twin Rivers Drive at W 26.8 25.7 24.0 Street Goodale Street Olentangy River Road at W Olentangy River Road at King 23.4 21.4 18.9 Goodale Street Avenue Olentangy River Road at King Olentangy River Road at John 18.1 18.7 14.7 Avenue H Herrick Drive Olentangy River Road at John Olentangy River Road at W 19.9 22.5 15.6 H Herrick Drive Lane Avenue Olentangy River Road at W Olentangy River Road at 28.7 28.9 27.1 Lane Avenue Ackerman Road Olentangy River Road at Olentangy River Road at W 29.0 26.6 26.9 Ackerman Road North Broadway Olentangy River Road at W Olentangy River Road at W 28.8 28.6 26.6 North Broadway Henderson Road Olentangy River Road at W Olentangy River Road north of 19.5 23.9 19.3 Henderson Road Bethel Road Average Corridor Travel Speed 25.0 25.0 22.5
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-7 MAY 2021
The average travel speed along SR 315 during free-flow conditions is approximately 60 mph. In some segments along the corridor this drops by nearly half during the PM peak. Tables 7 and 8 document the average travel speeds along SR 315 for the AM, Midday, and PM peaks.
Table 7: SR 315 – Northbound Average Travel Speed (mph)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Bethel Road (Exit 8) Henderson Road (Exit 7) 46.2 59.2 43.7 Henderson Road (Exit 7) W North Broadway (Exit 6) 52.0 58.7 38.6 W North Broadway (Exit 6) Ackerman Road (Exit 5) 58.3 60.0 32.3 Ackerman Road (Exit 5) W Lane Avenue (Exit 4) 61.2 61.9 30.4 W Lane Avenue (Exit 4) Kinnear Road (Exit 3) 64.9 65.5 37.7 Kinnear Road (Exit 3) King Avenue Overpass 64.3 64.3 39.3 King Avenue Overpass Goodale Street (Exit 2) 67.1 67.0 60.3 Goodale Street (Exit 2) W Broad Street (Exit 1) 67.8 66.2 64.1 Average Corridor Travel Speed 59.4 62.8 43.2
Table 8: SR 315 – Southbound Average Travel Speed (mph)
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Bethel Road (Exit 8) Henderson Road (Exit 7) 37.2 67.2 67.3 Henderson Road (Exit 7) W North Broadway (Exit 6) 39.4 66.8 66.1 W North Broadway (Exit 6) Ackerman Road (Exit 5) 34.4 47.6 47.0 Ackerman Road (Exit 5) W Lane Avenue (Exit 4) 44.6 64.7 61.5 W Lane Avenue (Exit 4) Kinnear Road (Exit 3) 49.5 66.3 52.2 Kinnear Road (Exit 3) King Avenue Overpass 47.4 61.6 37.9 King Avenue Overpass Goodale Street (Exit 2) 60.7 68.1 48.3 Goodale Street (Exit 2) W Broad Street (Exit 1) 60.2 60.4 44.7 Average Corridor Travel Speed 47.9 62.0 51.3
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-8 MAY 2021
1.1.3 Travel Time Index Travel Time Index (TTI) is a measure of the time it takes to make a trip in congested conditions versus the time it would take in free-flow conditions. Based on the Travel Time Index measure, Olentangy River Road is relatively uncongested and reliable in both directions. The average TTI peaks at 1.4 during the PM peak, at which point the difference between the average and 95th percentile TTI is only 0.6. SR 315 NB is relatively uncongested and reliable during the AM peak; however, the NB direction of SR 315 is very unreliable during the PM peak. The average TTI is greater than 1.6 during a portion of the PM peak period, and the 95th percentile TTI approaches 3.0. SR 315 SB is moderately congested and unreliable during both peak periods; the maximum average TTI occurs during the AM peak period, and the difference between the average and 95th percentile TTI is nearly 1.0.
Figures 1-4 report the 5th percentile, 95th percentile, and average TTI by time of day for Olentangy River Road and SR 315 by direction. Tables 9-12 that follow report the TTI by segment and peak period for each corridor.
Figure 1: Olentangy River Road – Northbound Travel Time Index by Time of Day
3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6
Travel Time1.4 Index 1.2 1.0 0.8 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM Time of Day
Average Travel Time Index 5th Percentile Travel Time Index 95th Percentile Travel Time Index
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-9 MAY 2021
Figure 2: Olentangy River Road – Southbound Travel Time Index by Time of Day
3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6
Travel Time1.4 Index 1.2 1.0 0.8 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM Time of Day
Average Travel Time Index 5th Percentile Travel Time Index 95th Percentile Travel Time Index
Figure 3: SR 315 – Northbound Travel Time Index by Time of Day
3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6
Travel Time1.4 Index 1.2 1.0 0.8 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM Time of Day
Average Travel Time Index 5th Percentile Travel Time Index 95th Percentile Travel Time Index
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-10 MAY 2021
Figure 4: SR 315 – Southbound Travel Time Index by Time of Day
3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6
Travel Time1.4 Index 1.2 1.0 0.8 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM Time of Day
Average Travel Time Index 5th Percentile Travel Time Index 95th Percentile Travel Time Index
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-11 MAY 2021
Table 9: Olentangy River Road – Northbound Average Travel Time Index
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Twin Rivers Drive at W Goodale Souder Avenue at W Broad Street 1.2 1.1 1.2 Street
Olentangy River Road at W Goodale Olentangy River Road at King Avenue 1.4 1.3 1.8 Street
Olentangy River Road at John H Olentangy River Road at King Avenue 1.5 1.5 1.7 Herrick Drive
Olentangy River Road at John H Olentangy River Road at W Lane 1.1 1.0 1.2 Herrick Drive Avenue
Olentangy River Road at W Lane Olentangy River Road at Ackerman 1.1 1.0 1.2 Avenue Road
Olentangy River Road at Ackerman Olentangy River Road at W North 1.3 1.2 1.2 Road Broadway
Olentangy River Road at W North Olentangy River Road at W 1.6 1.2 1.6 Broadway Henderson Road
Olentangy River Road at W Olentangy River Road north of Bethel 1.3 1.1 1.3 Henderson Road Road
Average Travel Time Index 1.3 1.2 1.4
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-12 MAY 2021
Table 10: Olentangy River Road – Southbound Average Travel Time Index
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Twin Rivers Drive at W Goodale Souder Avenue at W Broad Street 1.1 1.1 1.2 Street Olentangy River Road at W Olentangy River Road at King 1.3 1.4 1.6 Goodale Street Avenue Olentangy River Road at King Olentangy River Road at John H 1.5 1.4 1.8 Avenue Herrick Drive Olentangy River Road at John H Olentangy River Road at W Lane 1.1 1.0 1.4 Herrick Drive Avenue Olentangy River Road at W Lane Olentangy River Road at 1.1 1.1 1.1 Avenue Ackerman Road Olentangy River Road at Olentangy River Road at W North 1.1 1.2 1.2 Ackerman Road Broadway Olentangy River Road at W North Olentangy River Road at W 1.2 1.3 1.3 Broadway Henderson Road Olentangy River Road at W Olentangy River Road north of 1.4 1.2 1.5 Henderson Road Bethel Road
Average Travel Time Index 1.2 1.2 1.4
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-13 MAY 2021
Table 11: SR 315 – Northbound Average Travel Time Index
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Bethel Road (Exit 8) Henderson Road (Exit 7) 1.3 1.0 1.4 Henderson Road (Exit 7) W North Broadway (Exit 6) 1.1 1.0 1.6 W North Broadway (Exit 6) Ackerman Road (Exit 5) 1.0 1.0 1.9 Ackerman Road (Exit 5) W Lane Avenue (Exit 4) 1.0 1.0 2.1 W Lane Avenue (Exit 4) Kinnear Road (Exit 3) 1.0 1.0 1.7 Kinnear Road (Exit 3) King Avenue Overpass 1.0 1.0 1.6 King Avenue Overpass Goodale Street (Exit 2) 1.0 1.0 1.1 Goodale Street (Exit 2) W Broad Street (Exit 1) 1.0 1.0 1.0 Average Travel Time Index 1.1 1.0 1.5
Table 12: SR 315 – Southbound Average Travel Time Index
SEGMENT AM PEAK MIDDAY PM PEAK
START END (7-9 AM) (10 AM – 2 PM) (4-6 PM)
Bethel Road (Exit 8) Henderson Road (Exit 7) 1.8 1.0 1.0 Henderson Road (Exit 7) W North Broadway (Exit 6) 1.7 1.0 1.0 W North Broadway (Exit 6) Ackerman Road (Exit 5) 1.4 1.0 1.0 Ackerman Road (Exit 5) W Lane Avenue (Exit 4) 1.5 1.0 1.1 W Lane Avenue (Exit 4) Kinnear Road (Exit 3) 1.4 1.0 1.3 Kinnear Road (Exit 3) King Avenue Overpass 1.3 1.0 1.7 King Avenue Overpass Goodale Street (Exit 2) 1.2 1.0 1.4 Goodale Street (Exit 2) W Broad Street (Exit 1) 1.0 1.0 1.4 Average Travel Time Index 1.4 1.0 1.2
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-14 MAY 2021
1.2 Intersection Analysis An existing conditions analysis of the study network was performed in Synchro software. The analysis extents include Olentangy River Road from Bethel Road in the north to Goodale Boulevard/West Goodale Street in the south and then continues along Twin Rivers Drive to Dublin Road. The study also includes Dublin Road from Twin Rivers Drive to Souder Avenue and the intersection of Souder Avenue meets West Broad Street. The full list of study intersections included in this analysis are listed below:
u Olentangy River Road at Bethel Road u Olentangy River Road at W Henderson Road u Olentangy River Road at W N Broadway u Olentangy River Road at Ackerman Road/Dodridge Street u Olentangy River Road at W Lane Avenue u Olentangy River Road at John H Herrick Drive u Olentangy River Road at Kinnear Road u Olentangy River Road at King Avenue u Olentangy River Road at W 5th Avenue u Olentangy River Road at W 3rd Avenue u Twin Rivers Drive/Olentangy River Road at Goodale Boulevard/W Goodale Street u Twin Rivers Drive at Dublin Road u I-670 Westbound (WB) On-Ramp at Dublin Road u I-670 Eastbound (EB) Off-Ramp/SR 315 SB On-Ramp at Dublin Road u N Souder Avenue at Dublin Road u N Souder Avenue at W Broad Street u Davis Avenue at W Broad Street
1.2.1 Volume Development Procedure In this analysis, traffic volumes were either collected, pulled from an external traffic study or taken from the Mid-Ohio Regional Planning Commission (MORPC) database. However, the dates these counts were collected varied at each intersection, so it was desired to grow the traffic counts to the common base year of 2020. To determine the growth rate used at each intersection, the growth rates from adjacent traffic impact analyses (TIAs) as well as historic growth from MORPC count stations was considered. Table 13 summarizes all of this information and shows the growth rates used at each intersection.
Volume balancing was not used on the majority of the corridor due to the spacing of intersections and the large number of streets and driveways between study intersections. Additionally, the developed turning movement counts at each of the intersections did not result in large imbalances in the base year network. However, for the study intersections along Dublin Road, there were no logical destinations between the study intersections to explain volume imbalances, so this section of the network was balanced.
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-15 MAY 2021
Table 13: Count Data and Growth Rates
HISTORIC GROWTH CHOSEN DATE OF TIA GROWTH STUDY INTERSECTION GROWTH COUNT DATA SHORT- LONG- RATE RATE TERM* TERM*
Olentangy River Road at Bethel Road 3/5/2020 0.46% - 0%
Olentangy River Road at 2/11/2020 -1.4% 1.2% 0.5% 0% W Henderson Road Olentangy River Road at 4/26/2016 1.4% 1.2% - 2% W N Broadway Olentangy River Road at 4/16/2016 6.2% 3.5% 0.5% 2% Ackerman Road/Dodridge Street Olentangy River Road at 11/29/2016 9% 0.5% 2% W Lane Avenue Olentangy River Road at 3/5/2020 - - 0% John H Herrick Drive
Olentangy River Road at Kinnear Road 3/5/2020 1.8% 2.5% - 0%
Olentangy River Road at King Avenue 3/5/2020 6.4% 3.6% - 0%
Olentangy River Road at W 5th Avenue 8/30/2016 6.4% 3.6% 1% 3%
Olentangy River Road at W 3rd Avenue 8/30/2016 - 3.5% 1% 3%
Twin Rivers Drive/Olentangy River Road 10/16/2014 - - 3% 3% at Goodale Boulevard
Twin Rivers Drive at Dublin Road 9/28/2017 - 0.32%-1% 0.7%-2.25% 2%
I-670 WB On-Ramp at Dublin Road 10/18/2011 1.6% -0.56% - 0.5%
I-670 EB Off-Ramp/SR 315 SB On- ESTIMATED 1.6% -0.56% - 0.5% Ramp at Dublin Road
N Souder Avenue at Dublin Road 11/28/2017 - -2.3% - 0.5%
N Souder Avenue at W Broad Street 11/13/2018 2.2% 0% 2.2% 2%
Davis Avenue at W Broad Street 11/14/2018 2.2% 0% -6903 2%
*Short-term growth rates were 1-3 years, long-term growth rates were 6 years
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-16 MAY 2021
1.2.2 Synchro Analysis Capacity analyses were performed for the AM and PM peak hours for the existing condition (2020) using Synchro software (Version 10.3) to determine the operating characteristics of the roadway network. To create the existing Synchro network, the lane geometry as shown on Google Maps was used for each study intersection. The intersection timing data and detector information was provided by the City of Columbus and was coded into the network. The turn types at each signalized intersection was selected based on the signal heads seen in Google Maps Street view and Right-Turn on Red (RTOR) was allowed where it is currently allowed today. Table 14 summarizes the operation of the study intersections for the AM and PM peak hour traffic conditions.
Table 14: Existing Conditions Level of Service Summary
AM PEAK HOUR PM PEAK HOUR INTERSECTION LOS (DELAY) LOS (DELAY)
Olentangy River Road at Bethel Road – Signalized C (31.0) F (92.8) Olentangy River Road at W Henderson Road – Signalized D (40.7) D (43.7) Olentangy River Road at W N Broadway – Signalized C (30.4) D (49.5) Olentangy River Road at Ackerman Road/Dodridge Street – Signalized C (26.2) C (29.8) Olentangy River Road at W Lane Avenue – Signalized C (30.4) C (32.0) Olentangy River Road at John H Herrick Drive – Signalized C (25.5) D (36.8) Olentangy River Road at Kinnear Road – Signalized B (13.8) B (15.7) Olentangy River Road at King Avenue – Signalized E (55.3) D (54.0) Olentangy River Road at W 5th Avenue – Signalized D (39.2) E (69.1) Olentangy River Road at W 3rd Avenue – Signalized C (32.8) E (61.3) Olentangy River Road/Twin Rivers Drive at C (25.8) C (32.2) Goodale Boulevard – Signalized Dublin Road at Twin Rivers Drive – Signalized A (8.6) A (7.7) Dublin Road at I-670 Westbound On-Ramp – Signalized A (1.4) A (4.9) Dublin Road at I-670 Eastbound Off-Ramp/SR 315 Southbound D (54.8) D (47.3) On-Ramp – Signalized Dublin Road at N Souder Avenue – Signalized B (11.2) B (15.5) SB – B (12.4) SB – E (46.1) W Broad Street at N Souder Avenue - Unsignalized EBL – B (13.8) EBL – D (30.7) W Broad Street at Davis Street – Signalized B (14.9) B (12.5)
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-17 MAY 2021
As shown in Table 14, the majority of the study intersections operate at acceptable levels-of-service (LOS) in both the AM and PM peak hours. However, in the AM peak hour Olentangy River Road at King Avenue operates at a LOS E and there is expected queueing issues at this intersection particularly on the eastbound approach.
1.2.3 Corridor Volume-to-Capacity Ratio Using the traffic congestion model developed by ODOT’s Office of Statewide Planning and Research, as well as the MORPC regional travel demand model, existing volume-to-capacity (v/c) ratios were analyzed. While there are no notable congestion concerns along Olentangy River Road, the entirety of SR 315 is nearing or over capacity. The length weighted average volume-to-capacity ratio along SR 315 is 0.85; Approximately 1.4 miles of the corridor in the Northwest Corridor Study Area are over capacity. Based on data contained in the MORPC 2018 Regional Travel Demand Model, Olentangy River Road is significantly under capacity with a length weighted average volume-to-capacity ratio of 0.13.
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 1-18 MAY 2021
2. TRAVEL PATTERNS
Beyond looking at geographic demand of where people live, looking at where they start and end trips gives an idea of where clusters of activity may exist. Origin-destination (O-D) analysis allows for just that. When looking at the full universe of trips within the Northwest Corridor, one begins to see patterns of travel. Passive Global Positioning System (GPS) data from Streetlight was used to look at O-D pairs throughout the Northwest Corridor to offer insight on trips that are currently being taken. Streetlight data was pulled for March 2019, April 2019, September 2019, and October 2019. The O-D analysis considers the 24 key locations shown on the map below for all block groups within 1-mile of the Northwest Corridor Study Area.
Figure 5: Key Locations included in Origin-Destination Analysis
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 2-19 MAY 2021
2.1 Daily Origin-Destination Analysis
2.1.1 Key Locations as Origins The tables below show the number of trips that originate at a key location and travel to block groups within the Northwest Corridor Study Area and to those block groups within 1-mile of the Northwest Corridor Study Area. The tables are organized by descending O-D trips to show the largest number of O-D trips. Provided for context is the percent O-D trips relative to the zone’s total origin trips.
Table 15: From Key Locations to Block Groups within Northwest Corridor Study Area
TOTAL ORIGIN O-D TRIPS PERCENT O-D TRIPS TRIPS Fifth by Northwest 10,307 34,383 29.98% High Street Core 7,471 83,570 8.94% Academic Core 7,280 26,926 27.04% Mirror Lake 5,857 28,448 20.59% Grandview Yard 4,925 15,427 31.92% Olentangy Commons 4,821 14,219 33.91% Arena District 4,576 35,971 12.72% Medical District 3,557 20,115 17.68% Ohio Health 3,329 14,809 22.48% Discovery District 3,203 47,102 6.80% Short North 3,020 21,005 14.38% West Campus Surface Lots 2,559 6,994 36.59% Athletics 2,238 9,079 24.65% Lennox Shopping Area 1,930 5,349 36.08% St. John Arena Site 1,722 5,949 28.95% South of Third 1,680 7,003 23.99% Riverfront District 1,675 19,090 8.77% Ohio Health HQ 1,351 4,403 30.68% The Ohio State University Martha Moorehouse 1,318 5,315 24.80% Central Campus/Food/Ag 1,241 4,945 25.10% West Campus North 719 1,802 39.90% University View 357 836 42.70% Battelle 332 1,677 19.80% Chemical Abstracts 274 1,274 21.51%
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 2-20 MAY 2021
Table 16: From Key Location to Block Group within 1-mile of the Northwest Corridor Study Area
O-D TRIPS TOTAL ORIGIN TRIPS PERCENT O-D TRIPS
High Street Core 24,519 83,570 29.34% Mirror Lake 17,916 28,448 62.98% Fifth by Northwest 17,701 34,383 51.48% Academic Core 15,450 26,926 57.38% Arena District 11,643 35,971 32.37% Discovery District 10,059 47,102 21.36% Short North 8,704 21,005 41.44% Grandview Yard 8,014 15,427 51.95% Olentangy Commons 7,088 14,219 49.85% Medical District 7,054 20,115 35.07% Riverfront District 5,462 19,090 28.61% Ohio Health 5,073 14,809 34.26% West Campus Surface Lots 4,287 6,994 61.30% Athletics 4,127 9,079 45.46% St. John Arena Site 3,274 5,949 55.03% Lennox Shopping Area 3,197 5,349 59.77% Central Campus/Food/Ag 2,877 4,945 58.18% South of Third 2,724 7,003 38.90% The Ohio State University Martha Moorehouse 2,358 5,315 44.37% Ohio Health HQ 2,057 4,403 46.72% West Campus North 1,186 1,802 65.82% Battelle 574 1,677 34.23% University View 508 836 60.77% Chemical Abstracts 424 1,274 33.28%
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 2-21 MAY 2021
2.1.2 Key Locations as Destinations The tables below show the number of trips that travel from block groups within the Northwest Corridor Study Area and end at a key location, as well as those block groups within 1-mile of the Northwest Corridor Study Area. The tables are organized by descending O-D trips to show the largest number of O-D trips. Provided for context is the percent O-D trips relative to the zone’s total destination trips.
Table 17: To Key Locations from Block Groups within Northwest Corridor Study Area
TOTAL O-D TRIPS PERCENT O-D TRIPS DESTINATION TRIPS
Fifth by Northwest 10,387 34,767 29.88% High Street Core 5,861 71,695 8.17% Olentangy Commons 4,295 15,304 28.06% Medical District 4,025 18,156 22.17% Grandview Yard 3,864 16,169 23.90% Mirror Lake 3,785 28,213 13.42% Arena District 3,490 29,569 11.80% Discovery District 3,445 47,344 7.28% Athletics 3,265 9,892 33.01% Ohio Health 3,002 15,359 19.55% Riverfront District 2,620 26,633 9.84% Academic Core 2,298 26,521 8.66% South of Third 2,232 7,992 27.93% Lennox Shopping Area 2,112 6,375 33.13% West Campus Surface Lots 2,049 7,958 25.75% Short North 2,044 14,436 14.16% Ohio Health HQ 1,782 5,163 34.51% The Ohio State University Martha Moorehouse 1,777 5,639 31.51% Central Campus/Food/Ag 1,734 5,331 32.53% St. John Arena Site 1,028 5,482 18.75% West Campus North 665 2,082 31.94% Battelle 357 1,540 23.18% University View 331 851 38.90% Chemical Abstracts 251 1,466 17.12%
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 2-22 MAY 2021
Table 18: To Key Locations from Block Groups within 1-mile of the Northwest Corridor Study Area
TOTAL O-D TRIPS PERCENT O-D TRIPS DESTINATION TRIPS
Fifth by Northwest 18,673 34,767 53.71% High Street Core 18,454 71,695 25.74% Academic Core 14,045 26,521 52.96% Discovery District 11,501 47,344 24.29% Mirror Lake 10,785 28,213 38.23% Arena District 9,554 29,569 32.31% Riverfront District 7,890 26,633 29.62% Grandview Yard 7,065 16,169 43.69% Medical District 6,955 18,156 38.31% Olentangy Commons 6,885 15,304 44.99% Short North 5,817 14,436 40.30% Ohio Health 4,755 15,359 30.96% Athletics 4,594 9,892 46.44% West Campus Surface Lots 3,935 7,958 49.45% Lennox Shopping Area 3,791 6,375 59.47% Central Campus/Food/Ag 3,559 5,331 66.76% South of Third 3,317 7,992 41.50% The Ohio State University Martha Moorehouse 2,860 5,639 50.72% Ohio Health HQ 2,705 5,163 52.39% St. John Arena Site 1,948 5,482 35.53% West Campus North 1,164 2,082 55.91% Battelle 571 1,540 37.08% University View 479 851 56.29% Chemical Abstracts 418 1,466 28.51%
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 2-23 MAY 2021
3. THE KNOTS
MORPC’s Insight2050 Corridor Concepts study and numerous other planning efforts conducted over the past decade have highlighted the Northwest Corridor as a top candidate for substantial transportation investment. The 2020-2050 Metropolitan Transportation Plan (MTP) identifies over $400 million in funding for high- capacity transit and other improvements throughout the Northwest Corridor due to its proximity to major employment centers and expected continued growth in population and commercial and institutional development. According to MORPC, approximately 50,000 new homes and 94,000 new jobs are forecasted over the next 30 years assuming the right supporting infrastructure is in place. However, many foundational planning documents – including The Ohio State University Comprehensive Transportation and Parking Plan (2015) and Olentangy Greenway Charette (2017) – highlight the dependence of this growth on the “unbundling of roadway knots” created by Olentangy River Road, SR 315, and the surrounding arterial network.
These “knots” refer to two key locations along the Northwest Corridor where travel by all modes is constrained by incomplete or otherwise deficient connections. Resolving these constraints is critical to creating the dynamic facility envisioned by regional agencies and stakeholders – an efficient multimodal transportation corridor lined with transit-oriented development, blueways, and greenways. The following subsections discuss the challenges and opportunities associated with the North and South Knots, present preliminary design concepts, and summarize the Opinions of Probable Cost (OPCs) associated with each. It is important to note that design work on the knots is ongoing and will continue until a viable solution that addresses connectivity and access needs is identified. Other considerations include cost, constructability, and maintenance of travel during construction.
3.1 North Knot
3.1.1 Problem Statement The segment of Olentangy River Road that includes the intersections with John H. Herrick Drive, Kinnear Road, and a series of disjointed ramps to and from SR 315 is perhaps the most critical, especially considering it serves four of Ohio’s five largest employers. This portion of the Northwest Corridor has been coined the “North Knot.” Nearly 30,000 people are employed by The Ohio State University’s Wexner Medical Center alone, and over half of these employees commute from areas north of the hospital via SR 315. Despite this, only south- facing access to and from SR 315 and The Ohio State University’s Medical Campus currently exists. Furthermore, The Ohio State University’s Main Campus, Medical Campus, and West Campus are separated by SR 315 and lack quality multimodal east-west connecting routes. As a result, additional strain is placed on the surrounding local roadway network and adjacent interchanges with SR 315 due to the circuitous routes that must accommodate the confluence of north-south commuters and access related east-west trips. Initial conceptual plans propose the realignment of Olentangy River Road and extension of Kinnear Road across the Olentangy River to accommodate continued growth in the area.
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 3-24 MAY 2021
3.1.2 Challenges and Opportunities While the initial conceptual designs will provide additional capacity on the arterial network, enhance transit operations, and provide new multimodal connections, significant geometric and topographic constraints increase cost and create constructability challenges.
3.1.3 Opportunities
u Multimodal. Reinvention of this portion of the Northwest Corridor will provide enhanced vehicular operations but also provide new opportunities for pedestrian and bicycle facilities. The existing John H. Herrick Drive bridge over the Olentangy River is proposed to be repurposed as a pedestrian-only bridge connecting portions of The Ohio State University’s Main Campus. This new connection, along with the extension of Kinnear Road, will provide more options for pedestrians, bicyclists, and other new mobility options traveling between The Ohio State University’s Main campuses and surrounding mixed-use development via on-street and off-street facilities, such as the Olentangy Trail. u Transit. Full connectivity between The Ohio State University’s campuses, Downtown Columbus, and surrounding development through the extension of Kinnear Road and realignment of Olentangy River Road provides opportunities for premium commuting and connector transit routes. Existing transit routes, such as the commuter shuttle between The Ohio State University’s West Campus and Wexner Medical Center, will run more efficiently under this scenario. Most notably, the realignment of Olentangy River Road will provide opportunities for a high-capacity bus rapid transit line like the CMAX system that currently exists between Westerville and Downtown Columbus. An enhancement would include the addition of a dedicated transit-only lane along a preferred alignment (likely Olentangy River Road). u Congestion Management. As discussed in the Traffic Conditions section of this memorandum, most of the Olentangy River Road corridor currently operates at reasonable levels of service, and travel is generally reliable. On the contrary, SR 315 operates at or above capacity throughout most of the corridor according to data from ODOT. In fact, data from ODOT and Google suggest that the highest annual traffic volume growth (up to 3 percent per year) and worst congestion on SR 315 are concentrated near the North Knot. Enhanced connectivity and capacity on Olentangy River Road and Kinnear Road will provide opportunities to absorb some of the existing and future travel on SR 315 and the surrounding local roadway network and places to absorb forecasted growth in settings not reliant on the regional arterial system for work commute trips. Several opportunities exist for transit supportive development along the Olentangy River Road corridor
3.1.4 Challenges
u Geometric. The tight configuration of existing roadways and ramps that represent the North Knot limit opportunities to simply “punch through” new connections on Olentangy River Road and Kinnear Road. These new connections will likely require partial or full bridge replacement(s) on SR 315, freeway ramp relocation, and vertical and horizontal alignment design exceptions. u Topographic. The proximity of the Olentangy River to the proposed roadway facilities will require existing bridge modifications and new bridge construction. Portions of the proposed at-grade improvements to Olentangy River Road cross a Federal Emergency Management Agency (FEMA) Flood Hazard Zone and might otherwise require investment in flood mitigation.
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 3-25 MAY 2021
3.2 South Knot
3.2.1 Problem Statement Like its North counterpart, the South Knot is located near many large employment centers and mixed-use developments, including Grandview Yard and the Downtown Arena District. Though strong east-west connectivity currently exists along this portion of the corridor through US 33 (Dublin Road), I-670, and US 40 (W Broad Street), north-south connectivity is extremely limited. Southbound travel on Olentangy River Road, Twin Rivers Drive, and Souder Avenue between Goodale Street and West Broad Street largely occurs via two- lane streets and circuitous routes that utilize Dublin Road. Consequently, the existing facilities along this portion of the Northwest Corridor are not conducive to transit, separate neighborhoods in Franklinton from job centers, and provide poor accessibility to development on the Scioto Peninsula.
3.2.2 Challenges and Opportunities The initial conceptual design provides a continuous north-south route between Souder Avenue and Olentangy River Road that may present even greater opportunities and challenges than those of the North Knot.
3.2.3 Opportunities
u Connectivity. Aside from SR 315, viable existing north-south routes along the portion of the Northwest Corridor between Goodale Boulevard and W Broad Street include streets such as Grandview Avenue and Neil Avenue, each of which are approximately one mile to the west and east of Souder Avenue, Twin Rivers Drive, and Olentangy River Road. This lack of connectivity limits opportunities for residents and businesses in Franklinton and on the Scioto Peninsula. A new five-lane section of Olentangy River Road is proposed to extend between the existing intersections of Souder Avenue with Dublin Road and Twin Rivers Drive with Goodale Boulevard. This proposed route will allow the premium transit and mobility benefits that may come with an enhanced Northwest Corridor to reach currently underserved communities and facilitate future development. u Mobility. As discussed for the North Knot SR 315 operates at or above capacity throughout much of the Northwest Corridor due to excess travel demand and a lack of higher capacity parallel routes. The five-lane section proposed as part of the South Knot conceptual design will provide a viable north- south route between Franklinton, Downtown Columbus, and points northwestward while simplifying shorter trips along this portion of the corridor. Further enhancing this option would be the inclusion of dedicated transit-only lanes.
3.2.4 Challenges
u Geometric.
— The proposed five-lane cross-section will require the complete replacement of multiple bridges on Souder Avenue – the CSX Railroad bridge over Souder Avenue and the Souder Avenue bridge over the Scioto River – modification of the north-facing flood wall, and relocation of a portion of the Scioto Trail.
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 3-26 MAY 2021
— The proximity of the proposed realignment of Olentangy River Road between Souder Avenue and Twin Rivers Drive to the existing southbound SR 315 on-ramp from Dublin Road is a substantial constraint. A 5 percent vertical grade will be required to achieve adequate clearance under this on-ramp; as a result, ramp relocation may be warranted.
— The extension of Olentangy River Road over I-670 may not be feasible due to impacts to SR 315 or the WBNS-TV property. Realignment under I-670 is likely to impact existing bridge foundations, which will increase cost and complicate construction.
— Modification of the two railroad bridges over Twin Rivers Drive will be required to support the proposed five-lane cross section.
u Environmental. Much of Twin Rivers Drive and Dublin Road lie in the FEMA 100- or 500-year Flood Hazard Zone. In fact, the City of Columbus is currently evaluating a stormwater study for the area to alleviate recurring flooding occurring near Dublin Road. Based on a roadway concept review conducted by EMH&T, a construction engineering company, in 2018, any underpass with SR-315 and/or I-670 will require a substantial pump station for flood control.
The initial infrastructure improvements proposed to resolve the South Knot will require coordination with multiple public and private entities and represents a solution that offers many benefits that are accompanied with challenges that will likely require significant partnerships, funding, and time to implement.
3.3 Concept Evaluation Criteria As continued work on the Knots occurs, the Technical team will evaluate each concept’s ability to respond to the following:
u Provision of connections to The Ohio State University West Campus, Wexner Medical District, Franklinton, and Scioto Peninsula u Ability to support high capacity transit additions and multimodal connections u Maintenance of Traffic u Opinions of Probable Cost u Constructability
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 3-27 MAY 2021 4. ADDITIONAL DATA
4.1 Travel Time Reliability by Hour of Day Olentangy River Road Northbound Average Travel Time Index by Hour of Day
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM Segment 1 - Souder/Broad to Twin 1.0 1.1 1.1 1.3 1.3 1.2 1.1 1.2 1.3 1.1 1.1 1.2 1.2 1.2 1.2 1.1 1.1 1.2 1.1 1.1 1.0 1.0 1.0 1.0 Rivers/Goodale Segment 2 - Olentangy/Goodale to 1.0 1.0 1.1 1.3 1.2 1.0 1.1 1.3 1.4 1.3 1.2 1.4 1.3 1.4 1.4 1.6 1.8 1.8 1.7 1.4 1.3 1.2 1.1 1.0 Olentangy/King Segment 3 - Olentangy/King to 1.0 1.0 1.0 1.1 1.1 1.0 1.2 1.5 1.4 1.4 1.4 1.5 1.6 1.5 1.5 1.5 1.7 1.6 1.7 1.5 1.4 1.3 1.1 1.1 Olentangy/Herrick Segment 4 - Olentangy/Herrick to 1.0 1.0 1.0 1.0 1.0 1.1 1.2 1.2 1.0 1.0 1.0 1.0 1.0 1.0 0.9 1.1 1.2 1.3 1.1 1.1 1.1 1.1 1.0 1.0 Olentangy/W Lane Segment 5 - Olentangy/W Lane to 1.0 1.0 1.1 1.1 1.1 1.1 1.2 1.1 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.2 1.1 1.1 1.0 1.1 1.1 1.1 Olentangy/Dodridge Segment 6 - Olentangy/Dodridge 1.0 1.0 1.2 1.0 1.0 1.1 1.2 1.3 1.3 1.2 1.2 1.2 1.2 1.3 1.3 1.2 1.2 1.3 1.2 1.2 1.2 1.2 1.2 1.1 to Olentangy/Broadway Segment 7 - Olentangy/Broadway 1.0 1.0 1.1 1.2 1.4 1.2 1.6 1.6 1.6 1.3 1.2 1.2 1.3 1.2 1.3 1.4 1.7 1.5 1.4 1.3 1.2 1.1 1.2 1.0 to Olentangy/Henderson Segment 8 - Olentangy/Henderson 1.0 1.2 1.1 1.1 1.0 1.0 1.0 1.3 1.3 1.2 1.1 1.1 1.2 1.2 1.2 1.3 1.3 1.3 1.2 1.1 1.1 1.1 1.1 1.0 to Olentangy/Linworth (End) 1.0 1.1 1.1 1.2 1.2 1.1 1.2 1.3 1.3 1.2 1.2 1.2 1.2 1.2 1.2 1.3 1.4 1.4 1.3 1.2 1.1 1.1 1.1 1.0
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-1 MAY 2021
Southbound Average Travel Time Index by Hour of Day
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM Segment 1 - Souder/Broad to Twin 1.1 1.1 1.2 1.1 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.1 1.0 1.0 1.0 1.0 1.1 Rivers/Goodale Segment 2 - Olentangy/Goodale to 1.1 1.0 1.0 1.0 1.0 1.0 1.1 1.3 1.3 1.3 1.3 1.4 1.5 1.5 1.5 1.4 1.6 1.6 1.6 1.3 1.2 1.1 1.0 1.0 Olentangy/King Segment 3 - Olentangy/King to 1.0 1.0 1.1 1.1 1.1 1.0 1.1 1.4 1.6 1.4 1.4 1.4 1.5 1.4 1.4 1.5 1.7 2.0 1.7 1.3 1.3 1.2 1.1 1.0 Olentangy/Herrick Segment 4 - Olentangy/Herrick to 1.0 1.0 1.1 1.1 1.1 1.0 1.0 1.1 1.2 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.3 1.6 1.2 1.0 1.0 1.0 0.9 1.0 Olentangy/W Lane Segment 5 - Olentangy/W Lane to 1.0 1.1 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.2 1.1 1.2 1.3 1.2 1.2 1.0 1.0 1.0 Olentangy/Dodridge Segment 6 - Olentangy/Dodridge 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.2 1.2 1.2 1.2 1.3 1.2 1.2 1.2 1.1 1.1 1.1 1.1 1.1 to Olentangy/ Broadway Segment 7 - Olentangy/Broadway 1.0 1.0 1.1 1.2 1.1 1.0 1.2 1.2 1.3 1.2 1.2 1.3 1.3 1.2 1.3 1.4 1.4 1.3 1.3 1.2 1.1 1.1 1.0 1.0 to Olentangy /Henderson Segment 8 - Olentangy/Henderson 1.1 1.1 1.0 1.1 1.1 1.0 1.1 1.5 1.4 1.2 1.2 1.1 1.2 1.2 1.2 1.5 1.4 1.6 1.4 1.2 1.1 1.0 1.0 1.0 to Olentangy/Linworth (End) 1.1 1.0 1.1 1.1 1.1 1.0 1.1 1.2 1.2 1.2 1.2 1.2 1.3 1.2 1.2 1.3 1.3 1.4 1.3 1.2 1.1 1.1 1.0 1.0
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-2 MAY 2021
SR 315 Northbound Average Travel Time Index by Hour of Day
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM Bethel Road (Exit 8) to Henderson Road 1.1 1.1 1.1 1.1 1.1 1.0 1.0 1.3 1.4 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.2 1.6 1.3 1.1 1.1 1.0 1.1 1.1 (Exit 7) Henderson Road (Exit 7) to W North 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.2 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.4 1.8 1.2 1.1 1.0 1.0 1.0 1.0 Broadway (Exit 6) W North Broadway (Exit 6) to Ackerman 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.6 2.2 1.3 1.1 1.0 1.0 1.0 1.0 Road (Exit 5) Ackerman Road (Exit 5) to W Lane Avenue 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.8 2.3 1.3 1.1 1.0 1.0 1.0 1.0 (Exit 4) W Lane Avenue (Exit 4) to Kinnear Road 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.6 1.9 1.2 1.0 1.0 1.0 1.0 1.0 (Exit 3) Kinnear Road (Exit 3) to King Avenue 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.5 1.7 1.2 1.1 1.0 1.0 1.0 1.0 Overpass King Avenue Overpass to Goodale 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.0 1.0 1.0 1.0 1.0 Street (Exit 2) Goodale Street (Exit 2) to W Broad Street 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 (Exit 1) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.4 1.7 1.2 1.0 1.0 1.0 1.0 1.0
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-3 MAY 2021
Southbound Average Travel Time Index by Hour of Day
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 AM AM AM AM AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM Bethel Road (Exit 8) to Henderson Road 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.7 2.0 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 (Exit 7) Henderson Road (Exit 7) to W North 1.1 1.1 1.1 1.0 1.0 1.0 1.0 1.6 1.8 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.0 1.1 1.0 1.0 1.1 Broadway (Exit 6) W North Broadway (Exit 6) to Ackerman 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.3 1.6 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.0 1.0 1.0 Road (Exit 5) Ackerman Road (Exit 5) to W Lane Avenue 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.3 1.7 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.0 1.0 1.0 (Exit 4) W Lane Avenue (Exit 4) to Kinnear Road 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.2 1.5 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.2 1.3 1.1 1.0 1.1 1.0 1.0 1.0 (Exit 3) Kinnear Road (Exit 3) to King Avenue 1.1 1.1 1.1 1.0 1.0 1.0 1.0 1.2 1.4 1.1 1.0 1.0 1.0 1.0 1.0 1.2 1.7 1.6 1.1 1.1 1.1 1.0 1.0 1.0 Overpass King Avenue Overpass to Goodale 1.1 1.1 1.1 1.0 1.0 1.0 1.0 1.1 1.2 1.1 1.0 1.0 1.0 1.0 1.0 1.2 1.5 1.4 1.1 1.1 1.1 1.1 1.0 1.0 Street (Exit 2) Goodale Street (Exit 2) to W Broad Street 1.0 1.1 1.1 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.2 1.4 1.3 1.1 1.0 1.0 1.0 1.0 1.0 (Exit 1) 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.3 1.5 1.1 1.0 1.0 1.0 1.0 1.0 1.1 1.2 1.2 1.1 1.1 1.1 1.0 1.0 1.0
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-4 MAY 2021
4.2 Origin-Destination Maps for Key Locations Academic Core – Origin Academic Core – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-5 MAY 2021
Arena District – Origin Arena District – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-6 MAY 2021
Athletics – Origin Athletics - Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-7 MAY 2021
Battelle – Origin Battelle – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-8 MAY 2021
Central Campus/Food/Ag – Origin Central Campus/Food/Ag – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-9 MAY 2021
Chemical Abstracts – Origin Chemical Abstracts – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-10 MAY 2021
Discovery District – Origin Discovery District – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-11 MAY 2021
Fifth by Northwest – Origin Fifth by Northwest – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-12 MAY 2021
Grandview Yard – Origin Grandview Yard – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-13 MAY 2021
High Street Core – Origin High Street Core – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-14 MAY 2021
Lennox Shopping Area – Origin Lennox Shopping Area – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-15 MAY 2021
Medical District – Origin Medical District – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-16 MAY 2021
Mirror Lake – Origin Mirror Lake – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-17 MAY 2021
Ohio Health – Origin Ohio Health – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-18 MAY 2021
Ohio Health Headquarters – Origin Ohio Health Headquarters – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-19 MAY 2021
Olentangy Commons – Origin Olentangy Commons – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-20 MAY 2021
The Ohio State University Martha Moorehouse – Origin The Ohio State University Martha Moorehouse – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-21 MAY 2021
Riverfront District – Origin Riverfront District – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-22 MAY 2021
Short North – Origin Short North – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-23 MAY 2021
South of Third (across from Grandview Yard) – Origin South of Third (across from Grandview Yard) – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-24 MAY 2021
St. John Arena Site – Origin St. John Arena Site – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-25 MAY 2021
University View – Origin University View – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-26 MAY 2021
West Campus (North) – Origin West Campus (North) – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-27 MAY 2021
West Campus Surface Lots – Origin West Campus Surface Lots – Destination
LinkUS: Northwest Corridor Traffic and Travel Foundations Memorandum page | 4-28