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Home My WebLink About075-88 Ordinance . RECORD OF ORDINANCES '" National Graphics Corp., COls., O. ~ Form No. 2806-A Ordinance No. 75-88 P assed___ unnnnn ~n~ __nnu~_19 nn~ __ ----~--~----- AN ORDINANCE TO ADOPT THE DUBLIN BIKEWAY PLAN AND TO DIRECT THE LAW DIRECTOR TO PREPARE LEGISLATION TO AMEND THE ZONING, SUBDIVISION REGU- LATIONS, AND GENERAL OFFENSES CHAPTER OF THE DUBLIN CODIFIED ORDINANCES TO CONFORM WITH THE PROVISIONS OF THE DUBLIN BIKEWAY PLAN WHEREAS, the Dublin City Council has commissioned a Bikeway Study; and WHEREAS, the Dublin City Council's purpose in commissioning the Bikeway Study is to develop an alternative transportation system linking neighbor hoods, schools, parks, commercial areas, and public institutions includinE the Zoo; and WHEREAS, the results of said Bikeway Study have been incorporated into the Dublin Bikeway Plan, consisting of a text, map and construction drawings. NOW, THEREFORE, BE IT ORDAINED that the Council of the City of Dublin, State of Ohio, 6 of the elected members concurring: Section 1. That the Dublin Bikeway Plan consisting of a text map and construction drawings attached hereto and incorporated herein as Exhibits A, Band C respectively is hereby adopted. Section 2. That the Law Director is hereby directed to prepare legisla- tion to amend the Zoning Code, Subdivision Regulations and General Offenses Chapter of the Dublin Codified Ordinances to conform with the Dublin Bikeway Plan. Section 3. That this Ordinance shall take effect and be in force from and after the earliest period allowed by law. Passed this 28th day of November , 1988. #~(? Mayor - Presiding Officer Attest: // lffj. 7{~ J~ Clerk of Council Sponsor: Director of Parks and Recreation I hereby certify that cop:es of this Ord:nance/Resolution were posted in th(- City of Dublin in accordance w:th Section 731.25 of the Ohio Revised Code. /) J~ 77}, Z(~ ClerK'o( C'auncil, Dublin, Ohio " \ / . ""-' ' ....,./ .,~. (\"~ .::, '.:', \. (' ,f>.' d" . }11)/' , .. · ~' VI" ~ .f.,' 'f I ,/JV ~ ,<,,'f? 'Q, \ I - "~. I J' '\ ~ v ~~ " " ',' ROADWAY IMPROVEMENTS ;;. V V', A~ ~)) -) ) J )1' , ~ ) (\'\\\.t ~" 1 ,..,..,..r'"I~\, ~.'~'~" ~ ,.--lY"" I '. ) ; ) ,//) ,f 1',~; ("'" n, ~ \...,..'.-'" ~.~" L __ P'!!!! ""d ~ "0 .' \ TO MONITOR FOR 1) %'OL~ 1'(lf} / ")l-I~~" '\:, ,\~,\.t '~" ~ rj~ ~.~~ '~7:-:~.~r::r:"~ (,1'""- " OIKEWAYS: (\ 0 ~~l~(/.( (,1 f) ~(2;-f~~~/',. ii~ '~)i 1..-)/;'1:, ~.o .OO~ ." 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BICYCLE LANE/ROUTE - - - - - ODOT - BTA RECOMMENDED BIKEWAY ROUTE 1I11I1mUUllll1llllmllllll,","II"",""""lIlf1fllflllm",II111I1I1""1m ~ APPROXIMATE SCALE 1"=3500' COMMUNITY PLAN Fig. 5.10 (]D O~~ ~ ~oo <<m ~RTH ~ Dublin, Ohio CIRCULATION ELEMENT HEMORANDUM TO: Council Members FROM: Patrik G. Bowman SUBJECT: Bikeway Plan DATE: November 17, 1988 Please find attached a copy of the Bikeway Plan as it was recommended to be amended before the Planning Commission. The following amendments were recommended: 1. The Muirfield Drive bicycle lane/route classification be changed to path. 2. The Glick Road bicycle lane/route classification be changed to a path to the zoo. 3. A path be proposed for the west side of Dublin Road linking Ashford Road in River Forest with Windwood Drive in The Woods of Dublin. 4. The Tuller Road to S.R. 161 bicycle lane/route classification along Village Parkway be changed to a path. The Bikeway Plan like the Thoroughfare Plan classifies the system into functional types, it then assigns design standards to each type and also identifies general locations for their installation. The Plan has been reviewed by the Parks and Recreation Committee the Planning Commission and a Committee of Council. Staff believes the plan will be a very valuable tool in developing an alternative transportation system, as well as, , a more pleasant living environment. Staff recommends approval of the Plan. PGB:fmu ~inutes of ~eeting, ~ovember 10, 1938 Dublin Planning and Zoning Commission 7. Formal Review of Bikeway Element of Community Plan Mr. Bowman presented information to the Commission on the Bikeway Element of the Community Plan. He explained that this plan accomplished three things: 1) It classifies the bikeways into three categories: bicycle path, bicycle lane/route, and ODOT-BTA recommended bikeway route; 2) It creates design standards with each classification; and 3) it identifies general locations where the city expects to see a bikeway system. Ms. Jordan, Parks and Recreation Director, presented a copy of the plan and stated that modifications at this time include the Glick Road bikeway being changed from a lane/route to a path for safety reasons. The bikeway along Village Parkway going on out to St. Rt. 161 should be changed from a lane/route to a bike path. This would complete a bike path system in the area encompassed by Riverside Drive, Tuller Road, Sawmill Road and St. Rt. 161. The third modification is the addition of the missing link on the west side of St. Rt. 745 (Dublin Road) at least as far north as Windwood Drive to provide a connection into the public bikeway system for the River Forest residents. Ms. Jordan added that consideration was given to extending the lane northward to Memorial Drive, but the Muirfield Village bike path system has not and will-not be a part of the public bikeway system. Mr. Je?erinac asked if there is sufficient right-of-way for the addition of this lane. Mr. Bowman replied that 10 feet was dedicated as part of the River Forest development to eventually meet the 80-foot right-of-way proposed for Dublin Road. Mr. Jezerinac expressed concern about adequate right-of-way for the addition of a bike lane on Muirfield Drive and whether this would interfere with the street lights. Ms. Jordan clarified the intent of lines on the plan indicating the proposed bikeway along Muirfield Drive. She stated that whether it is a lane, path or route, it is only proposed along the east side of the the boulevard. Mr. Geese suggested putting the bikeway in the middle of the boulevard. Ms. Jordan stated that the lines simply imply general locations where the bikeway system is to be located. She also stated that it is the City's intent to pay to put them in. Mr. Bowman stated that formal amendments can be made to the plan as needed. Ms. Denise King, an area resident, stated that Ms. Jordan has worked with her and addressed her safety concerns about the bikeway on the Glick Road portion of the plan being changed from a bike lane to a bike path. Ms. King added that she would like to see the pathway continue eastward on Glick Road to the zoo. Her other concern was with the Ordinance which has been presented to Council. Ms. Jordan stated that the Ordinance does not specifically state the intent of the bikeway system as a transportation system to connect neighborhoods, schools, parks, commercial areas, institutional areas, as well as those institutional uses outside the municipality but immediately adjacent, like the zoo. Ms. Jordan stated that she will propose that this be added to the Ordinance at the next Council meeting. Mr. Berlin asked how this path could be connected with the zoo when the City does not have any control over land outside Dublin. Ms. Jordan explained that all cooperative 'efforts will be made to work with the Columbus Parks and Recreation Department~to encourage them to include a bike path as part of the road/bridge improvement. In fact, she has had conversations with the Columbus Parks and Recreation staff, and they are strongly recommending that there be a bikeway across the bridge. Minutes of Meeting, November 10, 1988 . Dublin Planning and Zoning Commission . . . . . Mr. Geese asked if any element of the Community Plan had been adopted to date. Mr. Bowman explained that the Thoroughfare Plan has been presented to Council, and the Bikeway Plan will be presented right away. The Thoroughfare Plan, Open Space Plan, and Bikeway Plan are each being presented as individual Ordinances. A special presentation of the Open Space Plan is scheduled to be heard by Council in December. It is the City's intention to exercise it extra-territorial jurisdiction in surrounding unincorporated areas of the county. Plans can be reviewed for consistency with the Thoroughfare Plan and the Open Space Plan, and the City can become the platting authority within a three mile limit of its jurisdiction. Mr. Bowman expressed the urgency in getting these elements of the plan approved so they can be filed with the necessary authorities in Delaware County. Then the City of Dublin can become more actively involved in the planning process for that area. Mr. Jezerinac made a motion that the Commission recommend approval of the bikeway plan element of the Community Plan, subject to the modifications as discussed. Mr. Geese seconded the motion, and the vote was as follows: Ms. Rausch, yes; Mr. Berlin, ye~; Mr. Reiner, yes; Mr. Geese, yes; Mr. Jezerinac, yes; Mr. Amorose, yes. The motion was passed 6-0. There being no further business, the meetin~ was adjourned at approximately 11:30 p.m. Tamra S. Bray, Secretary Dublin Planning and Zoning Commission ~ , DUBLIN BIKEWAY PLAN The Bikeway system shall be an alternate transportation mode within the City of Dublin. The system shall be constructed as an improvement in all new developments. Within the older developed parts of Dublin, the system will be constructed as capital improvements projects. The public Bikeways shall be maintained by the City of Dublin. Bicycle paths shall be maintained by the Parks and Recreation Department. The on street system bike lanes and routes shall be maintained by the Street Maintenance Division. All sections of the Bikeway system shall be policed by the Dublin Police Department. PURPOSE A bikeway system should represent a safe pathway for high volumes of bicycle traffic. It is believed that bikeways should be considered an ordinary part of the city transportation system, complementary to roads and sidewalks. BICYCLE FACILITY TYPE and ROADWAY FUNCTION* Selection of the appropriate facility type to meet the bicycle need is dependent on many factors. The following paragraphs describe the most common uses for each facility type. Bicycle Paths Generally, bike paths are separate off-street paths which should be used to serve corridors not served by streets and highways or where wide rights-of-way exist permitting such facilities to be constructed away from the influence of parallel streets. Bike paths should offer opportunities not provided by the road system. They can either provide a recreational opportunity or, in some instances, can serve as direct high-speed commuter routes of crossflow by motor vehicles can be minimized. The most common uses are along rivers, utility rights-of-way, abandoned railroad-rights-of-way, within college campuses, or within and between parks. There may also be situations where such facilities can be provided as part of planned developments. Another common application is to eliminate impediments of bicycle travel caused by construction of freeway, or because of the existence of natural barriers. . - In some cases, bike paths could also be accommodated within the interstate rights-of-way, assuming that applicable laws permit and that criteria for bicycle and motorized traffic separation and compliance with the normal rules of the road are met. Right-of-way widths would have to be such that adequate room exists for the separated facilities. Bicycle Lanes Bicycle lanes are a portion of the roadway which has been designated for the preferential or exclusive use of bicyclist. This designation includes striped bike lanes, paved shoulders, and lanes for joint use by bicycles and disabled motor vehicles. Bike lanes are established along streets in corridors where there is sign~ficant bicycle demand, and where there are distinct needs that can be served by them. The purpose should be to improve conditions for bicyclists in the corridors and to better accommodate bicyclists through corridors which have insufficient room for safe bicycling on existing streets. Bike lanes are desirable when traffic volumes or speeds are such that wide curb lanes are not practical. Other corridors that may warrant bike lanes include: l. Corridors with heavy traffic, where bicyclists must frequently pass each other traveling in the same direction. 2. Insufficiently lighted corridors on which frequent nighttime usage is expected, e.g. , those with a nighttime entertainment/ shopping/educational/recreational center as common destination. 3. Corridors on which lane designation is not complicated by frequent residential or commercial driveways or roadway intersections. Additional measures that might not be possible on all streets must be implemented on bike lane streets to improve the situation for bicyclists, (e.g. pavement surface improvements, stronger sweeping programs, bicycle- sensitive signal actuators, pavement markings, etc) , if bicycle travel is to be regulated by delineation. Additional night lighting of extensively travelled bicycle corridors also increases safety and comfort. Bicycle lanes can be provided by widening existing roadways, paving shoulder areas, eliminating parking, or using emergency lanes for disabled vehicles. . Wide Curb-Lanes Like bike lanes, wide curb-lanes are placed along streets in corridors where there is significant bicycle demand. Unlike bicycle lanes, however, wide curb-lanes are for shared use by bicycle and motorized traffic. The added lane width provides greater room for maneuvering and increases the lateral distance between bicyclist and other vehicles. Wide curb-lanes appropriate bicycle facilities where traffic speeds and volumes are tolerable for shared roadway facilities. Wide curb-lane facilities are selected when there is insufficient room for a separate bike lane, yet significant demand exists for providing a facility of some kind. To many experienced riders, wide curb-lanes are a preferred facility type because it integrates bicycle and vehicular traffic, and forces recognition and awareness on the part of the motorist. Wide curb-lane facilities can be created by widening roadways, by- narrowing traffic lanes, or a combination of both. It should be noted that both the American Association of State Highway Transportation Officials (AASHTO) and the National Advisory Committee on Uniform Traffic Control Devices have commented in favor of reducing vehicle lanes from 12 feet to 11 feet for the purpose of widening the rightmost curb-lane for bicycle use. Bicycle Routes Bike routes are shared facilities which serve either to: 1) provide continuity to other bicycle facilities (usually bike lanes) ; or 2) designate - preferred routes through high-demand corridors. As with bike lanes, designation of bike routes should indicate to the bicyclists that there are particular advantages to using these routes as compared with alter- native routes. This means that responsible agencies have taken actions to ensure that these routes are suitable as shared routes and will be maintained in a manner consistent with the needs of bicyclists. Normally, bike routes are shared with motor vehicles. Shared Roadway (No Bikeway Designation) Most bicycle travel now occurs on streets and highways without bikeway designation. This will probably be true in the future as well. In some instances, entire street systems may be fully adequate for safe and efficient bicycle travel, and signing and striping for bicycle use may be necessary. In other cases, a street may be inherently unsafe for bicycle travel and it . Shared Roadway (Con't) would be inappropriate to encourage additional bicycle travel by designating the street as a bikeway. Many rural highways are used by touring bicyclists for intercity and " recreational travel. In most cases, it would be inappropriate to designate the highways as bikeways because of the limited use and the lack of continuity with other bike routes. Design* There is a wide range of facility improvements which can enhance bicycle transportation. Improvements can be simple and involve minimal - design consideration (e.g. changing drainage grate inlets) or they can involve a detailed design (e.g. providing a bicycle path). The controlling feature of the design of every bicycle facility is its location (i.e. whether it is on the roadway or on an. independent alignment). Roadway improvements such as bicycle lanes depend on the roadway's design. On the other hand, bicycle paths are located on independent alignments; consequentl~ their design depends on many factors, including the performance capabilities of the bicyclist and the bicycle. *NOTE: The te1tt for Bicycle Facility Type and Roadway Function, and for Design are from the Ohio Department of Tranportation's manual on "Policy and Procedure for Implementation of Bicycle Project", Third Edition, September, 1985. . .. , C I T y 0 F D U B L I N PUBLIC HEARING There will be a Public Hearing at the Dublin City Council Meeting on Monday, November 21, 1988 at 7:30 P.M. on Ordinance No. 75-88, the title which reads as follows: An Ordinance to Adopt the Dublin Bikeway Plan and to Direct the Law Director to Prepare Legislation to Amend the Zoning, Subdivision Regu- lations, and General Offenses Chapter of the Dublin Codified Ordinances to Conform with the Provisions of the Dublin Bikeway Plan Clerk of Council 6665 Coffman Road · Dublin, Ohio 43017 · (614) 761-6500 nllhlin where vesterdav meets tomorrow