The Thoroughfare Plan is composed of two elements: 1) a map showing existing and planned roads by functional classification and right-of-way width; and 2) an associated table that describes each roadway and its planned improvements, including number of lanes.
The Thoroughfare Plan is composed of two elements: 1) a map (above) showing existing and planned roads by functional classification and right-of-way width; and 2) an associated table (see link below) that describes each roadway and its planned improvements, including number of lanes. The roadway network shown in the Thoroughfare Plan map identifies the number of lanes needed to accommodate year 2035 development in Dublin.
The Thoroughfare Plan Table in more detail lists the improvements to the existing network along with the functional classification of each roadway and the number of existing lanes in both directions. If the number of lanes is followed by a “D”, this indicates roadways with a barrier median, a “Divided” roadway. An odd number (3, 5) indicates an “undivided” roadway with center left turn lanes, as needed. While typical right-of-way widths are shown additional right-of-way may be necessary to properly accommodate required number of lanes, pedestrian and bicycle facilities, and roadway geometrics.
Functional Classification of Roadways
For thoroughfare planning and design purposes, roads are generally classified by function and have two purposes: to provide mobility and to provide access to property. The four functional roadway classifications used as part of the Community Plan are major arterials, minor arterials, collector streets and local streets. The road hierarchy is as follows:
Major arterials serve the major activity centers of urbanized areas, and carry the highest traffic volumes and longest trips. This type of facility provides service for significant intra-area travel (such as between business centers and outlying residential areas), travel between major inner-city communities, and commutes between major suburban centers. Frequently, the major arterial system supports major transit routes. Priority is given to providing travel rather than service to abutting land. The major arterial system is further segmented by: 1) interstates; 2) other freeways; and 3) other major roadways (with partial or no control of access).
Minor arterials connect and support the major arterial system by accommodating trips of moderate length at a somewhat lesser level of mobility than major arterials. This system places shifts to more emphasis on access to land uses and may carry local bus routes, but ideally does not penetrate identifiable neighborhoods.
Collector streets provide both access to property and traffic circulation within residential neighborhoods and commercial or industrial areas. This system collects traffic from local streets such as those through residential neighborhoods, and disperses it to the arterial system. The collector street system may also carry local bus routes where appropriate.
Local streets are all other streets. The priority is providing direct access to abutting land and providing local connections to the remainder of the street systems. They offer the lowest level of mobility and usually contain no commuter bus routes. Through-traffic usually is deliberately discouraged.
Bridge Street District Street Families
The Bridge Street District uses a slightly different classification system for the roadways in this area. Instead, within the District, the streets are organized into “families” which group streets that share similar characteristics and which may almost interchangeably be located in various parts of the District. Within the larger families are groups of streets with similar characteristics, grouped as street types. The intent of the street family designation is to provide a wide range of street types to accommodate different land use contexts and transportation needs within a broader framework of walkable, urban street character.
Corridor Connector Streets: The corridor connector street family provides a series of street types that balance non-motorized and vehicular travel options along high-capacity thoroughfares. This street family serves multiple types of development and provides crosstown connections, while accommodating various transitions in land use and street character.
District Connector Streets: The district connector street family provides a series of high to medium capacity streets that serve a wide variety of uses and development densities. District connector streets provide connections between districts throughout the Bridge Street District particularly along high-visibility frontages, and typically serve as prime locations for destination-oriented development such as shopping corridors.
Neighborhood Streets: The neighborhood street family provides a series of low to medium capacity streets serving a wide variety of land use characters, but most often serve residential areas or neighborhood-serving commercial uses. Neighborhood streets provide a finer-grained network of street connections that allow for multiple, interconnected travel routes, but typically serve more localized destinations rather than cross-corridor travel.
Alleys and Service Streets: Alleys and service streets are very low capacity, low speed streets located to the rear of lots that minimize driveway interruptions for pedestrians. Alleys and service streets provide access to parking facilities, loading facilities, and service areas for refuse and utilities. If certain design parameters are used, alleys may also serve as mid-block pedestrianways.
Roadway Improvements by Lead Sponsor
Many of the projects identified in the Thoroughfare Plan are outside of Dublin’s jurisdiction. The Thoroughfare Plan map (above) identifies improvements by lead sponsor agency, whether the City of Dublin, or another jurisdiction such as the City of Columbus, the City of Hilliard, Franklin County, Union County, or possibly Delaware County. Many projects outside the corporation limits of Dublin have a substantial impact for Dublin’s residents or employees. Participation by Dublin for some projects near the city’s borders may be prudent to improve mobility to homes and major employment centers.
Phasing of Roadway Improvements
As a basis for the fiscal analysis, phasing of roadway improvements is defined for the year 2035 roadway network. Relative phasing of projects is identified in the Thoroughfare Plan map (above). Improvements identified for design or construction within successive five year windows are recognized in the City’s annual Capital Improvements Program (CIP) or are anticipated to be constructed by developers.