Douglasville Pedestrian & Bicycle Connectivity Plan by DouglasvilleGA

DOUGLASVILLE PEDESTRIAN & BICYCLE CONNECTIVITY PLAN

OCTOBER 2020

ACKNOWLEDGMENTS

CITY MAYOR

Rochelle Robinson

CITY COUNCIL Terry Miller, Ward 1 Nycole Miller, Ward 2, Post 1 Mark Adams, Ward 2, Post 2 LaShun Burr Danley, Ward 3, Post 1 Sam Davis, Ward 3, Post 2 Chris Watts, Ward 4 Howard Estes, Ward 5

CITY MANAGER Marcia Hampton

COMMUNITY DEVELOPMENT Patrice Williams

CITY PLANNING Michelle Wright

ECONOMIC DEVELOPMENT

April McKown

PUBLIC WORKS Greg Roberts

BICYCLE & PEDESTRIAN STEERING COMMITTEE George Boulineau - Chairman Jon Brown - Tributary Derrick Crump - Citizen J.R. Davidson - Douglas County Police Department Elena Hudson - Downtown Business Owner Chris “Coach” Watts - Councilman Corey Jackson - Public Services Department April McKown - Economic Development Manager Shandron Pemberton - Downtown Business Owner Byron Rushing - Atlanta Regional Commission Steve Tiedemann - AECOM SPLOST Manager Karen Tominey - Douglas County Planning Miguel Valentin - Douglas County Transportation Michelle Wright - Planning Manager Patrice Williams - Community Development Director Brieana Watts - City of Douglasville Marcus Thompson - City of Douglasville

CONSULTANT TEAM Mickey O’Brien - AECOM Project Director John Hightower - AECOM Project Manager Corey Klawunder - AECOM Project Consultant Weiyi Zhou - AECOM Project Consultant Danny Han - AECOM Project Consultant Yiran Zhao - AECOM Project Consultant Deborah Postma - AECOM Project Consultant

TABLE OF CONTENTS INTRODUCTION

6-39

Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

Goals & Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13

Douglasville Community Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25

Why Walk & Bike?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-33 The Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34-39

THE PROCESS

PART I. EXISTING CONDITIONS

40-305

40-105

1.0 Existing Conditions Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42-43

1.1 Where do people need to go?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-57

1.2 Road Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58-79 1.3 Level of Stress Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-85 1.4 Existing Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-95 1.5 Connection Opportunities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96-105

PART II. NETWORK ANALYSIS

106-187

2.0 Network Analysis Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-109

2.1 Review of Previous Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-147 2.2 Previous Plan Blended Networks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148-157 2.3 Connectivity Heatmaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158-187

PART III. RECOMMENDATIONS

188-305

3.0 Recommendations Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190-191 3.1 Organizing Framework: Loops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192-203 3.2 Gap Filling Maps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204-217 3.3 Recommendations Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218-245 1 2 3

3.4 Prioritized Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246-285 3.5 Full Ranked Project List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286-291 3.6 Before & After Heatmaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292-305

APPENDIX $

306-431

Appendix A: Cost Estimation Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308-317 Appendix B: Connectivity Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318-325 Appendix C: Scoring Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326-343 Appendix D: Ranked Project Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344-367 Appendix E: Public Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368-431

LIST OF FIGURES FIGURE 1: Goals and objectives of the plan.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 FIGURE 2: Pedestrian design user types and needs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 FIGURE 3: Bicycle design user types and needs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 FIGURE 4: Demographics of Douglasville, Georgia.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 FIGURE 5: Commuting behavior of Douglasville residents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 FIGURE 6: Three reasons for supporting active transportation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 FIGURE 7: Traffic fatalities per year.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FIGURE 8: Leading causes of adolescent death 2016.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FIGURE 9: Increase in pedestrian fatalities from 2014 to 2016.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 FIGURE 10: Relationship between speed and likelihood of pedestrian fatality.. . . . . . . . . . . . . . . . . . . . . . . 29 FIGURE 11: Annualized cost of transportation to an individual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FIGURE 12: Annualized cost of driving to society at large.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FIGURE 13: Real estate ivalue ncreases resulting from increased walkability.. . . . . . . . . . . . . . . . . . . . . . . . . 31 FIGURE 14: Bike accommodations and associated increases in retail revenue. . . . . . . . . . . . . . . . . . . . . . . 31 FIGURE 15: Benefits of physical activity.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 FIGURE 16: Physical activity guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 FIGURE 17: The process for the connectivity analysis.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 FIGURE 18: Steps in the existing conditions inventory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 FIGURE 19: Relationship between destinations.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 FIGURE 20: Destinations of interest to people.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 FIGURE 21: West Douglasville population density.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 FIGURE 22: West Douglasville job density. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 FIGURE 23: East Douglasville population density. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 FIGURE 24: East Douglasville job density.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 FIGURE 25: Important road characteristics.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 FIGURE 26: Most common Douglasville street cross section.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 FIGURE 27: Typical map produced from Level of Stress Analysis.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 FIGURE 28: Four types of connection opportunities.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 FIGURE 28: Blended network maps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 FIGURE 29: Travelshed explanation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 FIGURE 30: Overlapping travelshed heatmapping methodology.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 FIGURE 31: Connectivity heatmap methodology.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 FIGURE 32: Different types of heatmaps.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

LIST OF FIGURES FIGURE 33: Loops as an organizing framework.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 FIGURE 34: Gaps in a transportation network.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 FIGURE 35: Future vision of downtown.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 FIGURE 36: Greater Downtown Area pedestrian project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225 FIGURE 37: Downtown Core pedestrian project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 FIGURE 38: Downtown Core pedestrian + bicycle project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 FIGURE 39: Arbor Place Area pedestrian project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 FIGURE 40: Downtown Core pedestrian + bicycle project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 FIGURE 41: Little Aneewakee Area pedestrian project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 FIGURE 42: Little Aneewakee Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 FIGURE 43: Sweetwater Creek Area pedestrian project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 FIGURE 44: Sweetwater Creek Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 FIGURE 45: Greater Downtown Area bicycle project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 FIGURE 46: Greater Downtown Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 FIGURE 47: Downtown Core bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 FIGURE 48: Downtown Core pedestrian + bicycle project list. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 FIGURE 49: Arbor Place Area bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 FIGURE 50: Arbor Place Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 FIGURE 51: Little Aneewakee Area bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 FIGURE 52: Little Aneewakee Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 FIGURE 53: Sweetwater Creek Area bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 FIGURE 54: Sweetwater Creek Area pedestrian + bicycle project list.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 FIGURE 55: Illustration of highly connective project.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 FIGURE 56: Quarter-mile travelshed around Prestley Mill Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 FIGURE 57: Sample of metrics used to prioritize projects.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 FIGURE 58: Icons used to indicate connectivity to places in priority project sheets.. . . . . . . . . . . . . . . . . . 249 FIGURE 59: Example destinations samplled for prioritization.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255 FIGURE 60: Prioritization scoring criteria.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 FIGURE 61: Top 30 ranked projects.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 FIGURE 62: Projects ranked 1st through 30th.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 FIGURE 63: Projects ranked 31st through 60th.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288 FIGURE 64: Projects ranked 61st through 90th.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289 FIGURE 65: Projects ranked 91st through 122nd.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290

INTRODUCTION INTRODUCTION

D ?

Executive Summmary................................................................ 8-9 Goals & Objectives................................................................ 10-11 Design Users....................................................................... 12-13 Douglasville Community Background................................. 14-17 Strengths & Assets............................................................. 18-19 Opportunities.................................................................... 20-23 Constraints......................................................................... 24-25 Why Walk & Bike?................................................................... 26-27 Active Transportation is Safer.......................................... 28-29 Active Transportation is Economical.............................. 30-31 Active Transportation is Healthier................................... 32-33 The Process............................................................................. 34-35 Existing Conditions..................................................................36 Network Analysis....................................................................37 Recommendations................................................................38

EXECUTIVE SUMMARY The City of Douglasville is on the cusp of a transformation. The State Route 92 Bypass is nearing completion. When it opens, traffic that once caused noise and congestion at the at-grade railroad crossing in the heart of downtown will be routed around Douglasville to the northeast. Overnight, downtown will be transformed back into the quiet town center that it used to be. This is an incredible opportunity. It is the perfect time for Douglasville to pivot into a place that promotes active transportation to boost its economy and the health and happiness of its citizens. In order to act upon this once-in-a-lifetime opportunity, the City of Douglasville retained AECOM to study the connectivity of the existing pedestrian and bicycling network to provide a path forward. The result of that effort is a list of 122 projects prioritized based on their value as first steps. These recommendations can be found in the final chapter starting on page 188. Many of these are large-scale projects like the Fairburn Road Complete Street/Veterans Memorial Hwy Shared-Use Path. Such ambitious projects provide a beautiful backbone for future infrastructure improvements and indicate that the City is serious about a prosperous future. Others are as short as the ~200 foot segment of sidewalk along Club Drive (the highest ranked project) Although not glamorous, filling in short connections such as these are arguably the most important first steps the city can take. All of these projects together will create a robust springboard as the City continues to invest in its future.

INTRODUCTION PAGES 8-39

In the Introduction, we take stock of the beautiful City of Douglasville and its many attributes. We begin with the goals and objectives of this study - we aim to make recommendations that create a robust active transportation network. Then we perform a Strengths-Opportunities-Constraints analysis. Douglasville’s strengths include a beautiful historic downtown, streets with quiet, local character, and proximity to Sweetwater Creek State Park, one of the most visited state parks in Georgia. The City is ripe with opportunity. It has a strategic regional position, it is split into two separate parts that would be perfect for a connection, and soon the New 92 Bypass will open, routing the traffic along State Route 92 away from downtown. As with every City, Douglasville comes with some constraints. The Norfolk Southern Railroad and Interstate-20 both split the City up, making connectivity across these facilities difficult. Finally, we provide a data-based rationale for making active transportation an integral part of the overall transportation network. Active transportation is safer than driving, boosts the local economy, and makes citizens healthier.

8 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

EXISTING CONDITIONS PAGES 40-105

To begin, we survey the conditions in the City of Douglasville. We identify destinations of interest that we will use throughout the rest of the study. We map out the density of jobs and worker residences to understand the spatial distribution of people and work throughout the City limits. We take stock of the roads in the City of Douglasville, making note of characteristics such as speed, volume, and number of lanes to determine how comfortable they are for our design users. Then we map out the active transportation infrastructure that exists on the ground today. Finally, we map out natural characteristics such as streams and easements to identify potential connections that would be missed if we studied only the street network.

In the network analysis section, we take the information that we gathered in Part I and run it through a rigorous analysis. To begin, we reviewed 16 different City of Douglasville plans. We pull out the recommended projects that specifically pertain to active transportation and map them. At the end of this section, we blend all 16 of these previously proposed networks together in a variety of ways. This provides an understanding of the efforts that have gone before. In the latter half of this chapter, we run the existing street, pedestrian, and bicycle networks through a novel process that identifies street segments that are highly connective. Through this process, we identify a set of corridors that are important for the connectivity of a future active transportation network.

3 RECOMMENDATIONS PAGES 188-305

NETWORK ANALYSIS PAGES 106-187

Finally, we present our recommendations. This chapter begins with an overview of the framework with which the design team made recommendations - active transportation loops. By packaging recommendations into greater loops, the City can break the list of projects down into more actionable and marketable goals. Next, we take the gaps that were identified in the existing conditions survey and identify which gaps need to be filled and which gaps can be safely left alone. We then package these gaps into 122 different projects and prioritize them based on their connectivity impact, their support from the public, their estimated planning level cost, and their potential to spur economic development. The result is a list of projects prioritized so that the most impactful projects rise to the top. In addition to the prioritized list, we present informational sheets for each of the top 30 projects. Finally, we use the same process employed to analyze the existing network to check our work by assessing the connectivity of the active transportation network if all 122 projects were implemented.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 9

GOALS & OBJECTIVES

GOALS & OBJECTIVES The end goal of this plan is to provide the City of Douglasville with a vision and path forward for a well-connected active transportation infrastructure system for all users, accommodating useful and enjoyable trips, and allowing for healthy lifestyle choices.

OBJECTIVES

Complete existing infrastructure

Connect children to schools

Eliminate conflicts among all modes

Encourage citizens to get outside

Provide accessibility wherever facilities exist

Provide people paths to nearby parks

Reduce motor vehicle crashes and fatalities

Promote active commuting

People can assume connectivity

Connect employees to job centers

Increase perception of safety for all road users

Encourage physical activity every day

FIGURE 1: Goals and objectives of the plan. Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 11

DESIGN USERS - PEDESTRIANS Destinations

Pedestrian Types

School

Library

Community Center

Elderly Adults

Over 65

Office

Bus Stop

Shopping center

Adults

20 - 64

Fitness Center

Restaurant / Cafe

Children

Under 19

Park

Elderly Adults

16% Adults

53% Children

31% FIGURE 2: Pedestrian design user types and needs.

PEDESTRIAN DESIGN USER: ELDERS & CHILDREN Designing facilities with these two user groups in mind will allow children to cultivate independence and the elderly to maintain it. Source: United States Census Bureau (2018).

12 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

Image source: pedbikeimages.org

DESIGN USERS - CYCLISTS Cyclist Types

I would describe myself as...

FIGURE 3: Bicycle design user types and needs.

BICYCLE DESIGN USER: INTERESTED BUT CAUTIOUS Image source: pedbikeimages.org

Designing for the 60% of potential cyclists that are interested but concerned about the dangers of riding on the road will help us build bicycle facilities for all ages and abilities.

Source: TDill, J., & McNeil, N. (2013). Four types of cyclists? Examination of typology for better understanding of bicycling behavior and potential. Transportation Research Record, 2387(1), 129-138. Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 13

DOUGLASVILLE COMMUNITY BACKGROUND

D 14

DOUGLASVILLE COMMUNITY BACKGROUND Douglasville, Georgia is a vibrant community that blends small town charm with big-town fun. It is the perfect example of a turn-of-the-century southern railroad town, chosen as the seat of the nascent Douglas County for its enviable position on the Georgia Western Railroad rightof-way. The historic downtown is listed on the National Register of Historic Places, and for good reason – it features beautiful architecture from the mid-19th century. Many of these buildings were built in the Victorian style, with details lifted from the Romanesque, Italianate, and Queen Anne periods. Sidewalks are often made of brick and are set flush to the buildings, elevated above the level of the street in many cases. It even features a dense grid system that allows the downtown area to maintain a walkable character, to the delight of tourists and residents alike. Although founded on the basis of transportation, the specific combination of railroad and highways that Douglasville experiences have presented unique traffic issues. Georgia S.R. 92 runs right through the center of Douglasville, bringing with it noise and smog from car traffic. The railroad exacerbates this motor vehicle congestion when trains are running through downtown Douglasville, which brings traffic to a halt on SR 92. Fortunately, the Georgia Department of Transportation (GDOT), in cooperation with Norfolk Southern and the City, is nearing completion of a bypass, known colloquially as the New 92, that will route traffic around downtown Douglasville to the northeast of the town’s center.

This is a critical opportunity for the City of Douglasville. By synergizing the completion of the New 92 with a renewed focus on active modes of transportation, Douglasville can achieve a robust and resilient multimodal transportation system that makes it safe, easy, and efficient for citizens to get where the need to go. To this end, the City of Douglasville has hired AECOM to assess its bicycle and pedestrian infrastructure and provide the City a road map as it moves forward with improvements to its active transportation network. 3

O’NEAL PLAZA

ASSETS: ALLEYWAYS

PEDESTRIAN PLAZA

Douglasville is committed to creating spaces where people love to play. Historic Downtown Douglasville has many alleyways that are perfect for pedestrian activity. Douglasville’s new plaza across from the conference center displays a commitment to placemaking.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 15

D 1.2

STUDY AREA

DOUGLAS COUNTY

GEORGIA

PAULDING COUNTY

COBB COUNTY

CHAPEL HILL RD

FULTON COUNTY

CITY OF DOUGLASVILLE 16 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

DOUGLASVILLE DEMOGRAPHICS Douglasville’s population has boomed since the turn of the millennium. As of the 2000 Census, Douglasville’s population was about 20,000. Today, its population is estimated at approximately 34,000 people for a 70% increase in 20 years. The key to retaining this growth likely lies in retaining Douglasville’s current younger population and attracting their peers. An estimated 9,000 people living in Douglasville - 26% of the population - are under the age of 18. The future success of Douglasville will be aided greatly by retaining these young people who are attracted to places which provide walking and biking opportunities.

15,386

80 75 70

18,804

45%

65 60

GENDER

55%

55 50

30.9

45 40

34,190 people

35 30

Total population in Douglasville

25 20

14,814 people

Workers 16 years and over

10 5 0

1,000 500 500 1,000 Male Population Female Population FIGURE 4: Demographics of Douglasville, Georgia. 1,500

35.9

MEDIAN AGE

1,518 people / mi

1,500

Population density

Commute Modeshare

Like many cities in America, Douglasville’s citizens commute to work almost entirely by car. Almost 90% of people make their typical trip to work by driving. By contrast, only 1.4% of workers in Douglasville walk to work.

DRIVE ALONE

78.2%

CARPOOL

10.1%

WORK AT HOME

6.9%

FIGURE 5: Commuting behavior of Douglasville residents.

MOTORCYCLE

2.9%

WALK

1.4%

PUBLIC TRANSIT

0.5%

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 17

STRENGTHS & ASSETS Douglasville has many strengths that make it a strong contender in Metro Atlanta as we move deeper into the 21st century. Characteristics such as the local character of many roads, the well-gridded historic downtown area, and being at a crossroads of many different transportation assets are a real boon for the City of Douglasville. We detail these assets below.

Historic Downtown

Downtown Douglasville has a well-gridded downtown full of interesting things to see and do. The new conference center, at left, anchors the area, with a beautiful brick intersection and pedestrian plaza across the way. This small urban core provides residents a place to live, work, and play, and acts as a gathering place for residents to come together. With the New 92 bypass, downtown is on the cusp of a 21st century renaissance. See pages 52-57 for specific places of interest in downtown Douglasville.

Local Character

Many of Douglasville’s streets have maintained a local character despite all odds. These are the streets that you’d be comfortable letting your children play on; where you would stand on the asphalt with your neighbor. These kinds of streets are living things; urban campfires where people can come together and live life. It is critical to the soul of Douglasville that these urban treasures are preserved while the City attracts more and more people into its limits.

Image source: Google Earth

Strategic Regional Position Douglasville is at a crossroads. It is right on the Norfolk Southern west line, giving it important freight access. It also lies on I-20 only 20 minutes drive west of downtown Atlanta, and only 30 minutes drive northwest of Hartsfield-Jackson International Airport, the busiest airport in the world. Sitting at these crossroads is Douglasville, a burgeoning city that is perfectly positioned.

18 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

STRENGTHS & ASSETS Douglasville has many great assets that attract people to the area - a beautiful historic downtown area, the most visited state park in Georgia a world-class amusement park - all of which make Douglasville experience unique.

Sweetwater Creek State Park

These beautiful 2,549 acres of preserved land along Sweetwater Creek provide an important place for recreation for citizens of Atlanta and Douglasville alike.

Image source: cntraveler.com

West Pines Golf Club

With a 4.3/5.0 rating and 93.1% of people saying they would recommend this course to a friend (according to GolfAdvisor.com), West Pines Golf Club is a wonderful place to play the great sport of golf.

Image source: westpinesgc.com Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 19

D OPPORTUNITY: REGIONAL POSITION

CITY OF DOUGLASVILLE

Only a half-hour drive west of the capitol of Georgia and the most-trafficked airport in the world, the City of Douglasville has an incredible strategic regional position. As the City moves forward, this strategic regional position should be utilized to spur economic development and attract a diversity of people and business.

20 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

The City of Atlanta is the cultural and economic center of the state of Georgia. Douglasville is uniquely positioned to take advantage of the diversity of people and economy in Atlanta. Sweetwater Creek State Park and Douglasville’s quiet, rural character can serve as attractors for citizens of Atlanta that are seeking a get-away that is nonetheless close to home.

Hartsfield-Jackson Atlanta International Airportis the most trafficked airport in the world. Millions of people travel through this airport every year from all around the world. Douglasville, lying only 30 minutes to the northwest, is poised to take advantage of this opportunity.

Douglasville Pedestrian & Bicycle Connectivity Plan| INTRODUCTION 21

OPPORTUNITY: CONNECT WEST & EAST DOUGLASVILLE Douglasville is split into two disparate parts. The west part of the city is anchored by the historic downtown and Arbor Place Mall. The east part of town is anchored by Sweetwater Creek State Park and the many logistic centers along Riverside Parkway. Today, mobility between these two parts of town is limited and is almost nonexistent for pedestrians and bicyclists. But there is oppotunity for the city and the county to work together to create facilities that allow people to travel safely and seamlessly from downtown Douglasville to Sweetwater Creek State Park.

With the addition of such a recreational loop, Douglasville will continue to progress as an attraction for people all across the Southeast. In fiscal year 2010, 191,096 people visited Sweetwater Creek State Park. The economic boost that Douglasville would see if just a portion of those people rode their bike to downtown would be quite noticeable.

By installing a trail that leads to Douglasville at such a highly trafficked state park, the City pique the interest of visitors, enticing them to return to Douglasville for their next trip. Such visitors bring great economic opportunity. Not only do they spend into the economy, but they will spread the word of Douglasville’s unique charm and recreational amenities, encouraging even more visitors.

22 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

OPPORTUNITY: THE NEW 92 BYPASS Historically, State Route 92 has run right through downtown Douglasville. Initially, this was a great boon, bringing economic development to Douglasville. In recent years, however, both the City and GDOT agreed that routing this highly trafficked route through the downtown area discouraged walkability and slowed vehicular throughput. Douglasville had to contend with high congestion rates, lots of noise, and an environment hostile to pedestrians - the lifeblood of downtown. Travelers had to contend with two traffic lights, long queueing times, and frequent rail traffic interupptions. In order to remedy this problem, GDOT and the City partnered to build a bypass.

Rendering by: TSW & Croy Engineering, Highway 92 Corridor Study

Rendering by: ADP & Toole Design, Dallas Highway LCI

Rendering by: AECOM, Fairburn Road Compllete Street Concept

This is an incredible opportunity for Douglasville. Immediately upon the opening of the bypass, downtown Douglasville will see a dramatic decrease in the volume of motor vehicle through traffic. This will allow and encourage a downtown renaissance, where people of all ages and walks of life can feel comfortable hanging out downtown. What’s more, Fairburn Road and Dallas Highway will suddenly have far more lanes than needed, which will allow the City to completely redesign

these roads, as exemplified in the figure above. To that end, Douglasville has hired AECOM to provide a planning level scoping document for Fairburn Road Complete Street Conversion and hired APD and Toole Design Group for a planning study for Dallas Highway. Both efforts are focused on providing more multi-modal facilities, promoting pedestrian and cycling activity, and creating a new vision for redevelopment.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 23

CONSTRAINTS: NORFOLK SOUTHERN RAILROAD Douglasville was founded on the west line of the Norfolk Southern Railroad. Each day, anywhere from 35 to 59 trains run through historic downtown at 60 miles an hour. This brings traffic along the current State Route 92 to a grinding halt, temporarily making downtown noisy and smoggy. As you can see below, there are only a few points at which you can cross the railroad. With the advent of the New 92, two of these crossings will be closed and only one opened, creating an even wider gap between available crossing opportunities.

200

400

800 FT

DALLAS HWY

STRICKLAND ST

VETERAN’S MEMORIAL HWY

W 2

RO S

EA VE

SS PA BY

FA I

EXISTING OR FUTURE CROSSING CROSSING TO BE REMOVED

The aerial at left depicts a close-up of the two main railroad crossings for downtown. Campbellton St reet (the right crossing) along the current State Route 92 alignment will be closed once the New 92 opens. The McCarley Street crossing (the left crossing) will remain open but will be moved 75’ to the left. Neither of these crossings has any pedestrian or bicycle facilities. This holds true for all of the crossings except the New 92, which will have a shared-use path running along it and underneath the railroad. VIEWPOINT

40 FT

Aerial view of downtown railroad crossings at McCarley Street and Dallas Highway above. At right, view of the Dallas Highway crossing from the viewpoint shown above. View of main downtown railroad crossing.

24 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

CONSTRAINTS: INTERSTATE-20

ITA L

TS TAR

The next big innovation in transportation was the Interstate Highway System. Built in 1957, I-20 was one of the first interstates built as part of President Eisenhower’s National System of Interstate and Defense Highways Act passed in 1956. It connects Texas to South Carolina. Although critical for the economy of Douglasville and for motor vehicle passage to and from Atlanta, I-20 nonetheless presents a huge barrier to mobility. There are only five points that you can cross over the highway. The shortest distance between two adjacent crossings is over half a mile.

SP HO

IGH

VE EA

RD .

S RO

DOUG

FA IR

200

400

800 FT

LVD

RD CHAPE

L HILL

EY TL ES RD PR ILL M

BIL

LAS B

EXISTING CROSSING

80 FT

Aerial and view of Bright Star Road I-20 Bridge.

The aerials and on-the-ground views of these crossings depicted here make it clear that these crossings are relatively inhospitable for any mode other than the automobile. Only two of these crossings currently have pedestrian facilities, and none have bicycle facilities. Furthermore, the two bridges that have pedestrian facilities are almost two miles apart, which is much farther than the average walking trip. Another complication is that two of the bridges, Bill Arp Road and Fairburn Road, are along state routes. Douglasville will have more control over bridges along local roads, but the City will have to negotiate any changes to bridges along state routes with GDOT.

100

200 FT

Aerial and view of Fairburn Road I-20 Bridge.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 25

WHY WALK AND BIKE?

? 26

WHY WALK & BIKE? SAFETY Active transportation facilities allow people of all ages and abilities to use streets safely.

HEALTH People that regularly walk and bike are healthier than those who don’t.

ECONOMY Robust active transportation facilities boost a city’s economy and increase real estate value. FIGURE 6: Three reasons for supporting active transportation.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 27

ACTIVE TRANSPORTATION IS SAFER Driving can be dangerous. According to the NHTSA, 37,000 people were killed, and another 2,746,000 people were injured in motor vehicle crashes in 2017 in the U.S. Almost 1 in every 5 (20%) of the people killed were either walking or biking, yet only 12% of road users are walking or biking. According to the CDC, as referenced below, motor vehicle crashes are the leading cause of death for children and adolescents.

THIS SHOULD NOT HAPPEN.

Providing infrastructure which is specifically suited to cyclists and pedestrians can encourage more people to walk and ride their bikes for both commuting and recreational purposes. More people walking and biking places gets more people out of vehicles. Not only is this space-efficient, decreasing the number of cars on the road, thereby decreasing traffic, but it also raises the overall awareness that people may be walking or biking on a road. Those driving vehicles become more accustomed to checking for cyclists and stopping for pedestrians, while pedestrian- and bicycle-specific infrastructure serves as a visual cue to everyone that these types of users may be on the road.

Ten leading causes of

child and adolescent death, 2016

FIGURE 8: Leading causes of adolescent death 2016. Source: N Engl J Med. 2018; 379(25):2468-75 Note: Based on data from the Centers for Disease Control and Prevention’s Wide-ranging Online Data for Epidemiologic Research System.

28 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

Over

37,000

people are killed in crashes each year in the U.S.

FIGURE 7: Traffic fatalities per year. Data Source: National Highway Traffic Safety Administration (NHTSA)

The faster vehicles are traveling, the more stressful walking is for pedestrians and the more likely a pedestrian-vehicle collision will result in a pedestrian fatality. The ability of a driver to stop in time for a pedestrian crossing the street significantly decreases as the vehicle’s speed increases.

From 2014 to 2016, pedestrian fatalities increased by 22%

SPEED KILLS. The relationships among vehicle speeds, stopping distances, and the likelihood of pedestrian fatalities are shown below.

FIGURE 9: Increase in pedestrian fatalities from 2014 to 2016. Data Source: Governor’s Highway Safety Association (GHSA)

FIGURE 10: Relationship between speed and likelihood of pedestrian fatality. Source: Tefft, B. C. (2013). Impact speed and a pedestrian’s risk of severe injury or death. Accident Analysis & Prevention, 50, 871-878. The 2018 seventh edition of A Policy on Geometric Design of Highways and Streets (The AASHTO “Green Book”) Note: Stopping distances include the distance it typically takes to react and the distance required for the vehicle to stop. Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 29

ACTIVE TRANSPORTATION IS ECONOMICAL The annual cost of owning and operating a motor vehicle is almost $9,000 (assuming 15,000 miles that the car is driven per year). That is $9,000 fewer dollars per driver pumped into the local economy. This cost also disproportionately affects people that are in poverty - $9,000 is well over a third of the annual income at the poverty line.

DRIVING A CAR IS COSTLY That’s only the cost to the individual - the cost to society of car dependency is even higher. The Victoria Transport Policy Institute estimates that shifting from driving to walking saves society at large $0.25 per vehicle mile reduced. FHWA states that the average driver travels 13,000 miles per year. For illustration, take the City of Douglasville with its ~15,000 drivers. That’s a total of 195,000,000 annual miles traveled. If just 20% of those trips were taken by foot, the city would see a savings of $9.75 million per year in intangible benefits as expressed in the infographic below.

Annual Cost of Transportation to the Individual 1/35

$ 250

1/13

$ 680 $ 1,810

1/5 $ 8,776

FIGURE 11: Annualized cost of transportation to an individual. Data Source: Transit for Livable Communities

EXTERNAL COST TO THE CITY

ONE YEAR OF DRIVING

Land Use and Infrastructure Traffic Infrastructure Maintenance

$ 1,411

$ 93

Air Pollution

TOTAL

Climate Change

$ 163

$ 325

2,511

PER DRIVER Resource Requirements

$ 163

Accidents (Collisions)

15,000 x 13,000 x $0.25 x 20% ≈ Miles driven per year

$ 116

$ 163

$ 46

If 20% trips were taken by foot or bike... Drivers in Douglasville

Soil and Water Quality

Noise Pollution

Societal cost per mile of driving

Proportion of short trips 1 mile or less

$ 9.75 M

Savings per year that could be achieved

FIGURE 12: Annualized cost of driving to society at large. Data Source: Gössling, Stefan, et al. “The social cost of automobility, cycling and walking in the European Union.” Ecological economics 158 (2019): 65-74. AND 2009 National Household Travel Survey.

30 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

Car dependency comes with a host of economic costs, while walkability and bikeability come with a host of economic benefits. For example, the CEO’s for Cities report on walkability states that for each point increase in the walkability score of a piece of real estate, the value of that land increases by $500 to $3,000.

WALKING & BIKING BOOSTS THE ECONOMY

+61%

Rent increase of multi-family space in walkable urban places

+105%

When space is given to pedestrians and cyclists, what often accompanies this is a loss of parking. Although business owners may worry that less parking will result in a loss of business and customers, numerous studies indicate quite the opposite. A study of 78 businesses in metropolitan Portland, OR, found that pedestrians and cyclists are actually “competitive consumers”, meaning that they spend just as much, and oftentimes more, than their vehicular counterpart. Cyclists tend to spend less per trip, but take trips more frequently, often patronizing smaller businesses, such as restaurants, bars, and convenience stores. This further activates a space because more people are walking/cycling around, making trips often, and visiting businesses. This creates an opportunity for not only more customers, but also a more diverse customer base.

Retail rent increase of office space in walkable urban places

+121%

Retail rent per occupied sq. foot in walkable urban places

FIGURE 13: Real estate ivalue ncreases resulting from increased walkability.

SMALLER PARKING, MORE VALUE

Car parking generates 19¢ of retail revenue per hour per square foot. Bike parking generates 69¢ of retail revenue per hour per square foot.

19¢

69¢

19¢

MORE BIKING, MORE CUSTOMERS

When bicycle accomodations were installed on Valencia Street in San Francisco, 65% of merchants reported that increased levels of biking and walking improved business. Only 4% reported that the installation hurt sales.

FIGURE 14: Bike accommodations and associated increases in retail revenue. Data Source: People for Bikes Business Report

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 31

ACTIVE TRANSPORTATION IS HEALTHIER The U.S. Department of Health and Human Services states that people need exercise to be happy and healthy. Physical activity is a key to maintaining good health throughout the journey of life. What better way to get daily exercise than by commuting or running errands on foot or on a bike? BOOST YOUR MOOD

PHYSICAL ACTIVITY IS THE “BEST BUY” IN PUBLIC HEALTH Even just a single session of physical activity improves a person’s sleep quality and cognition and reduces depressive symptoms and blood pressure. Consistent physical activity has added benefits such as improved overall functionality, reduction in many diseases and conditions, and maintaining a healthy weight. Incorporating walking and biking into commuting habits is a great way to consistently engage in physical activity. After all, if people go to work every day anyway, a good way to utilize this time is by actively commuting. This makes the limited time people have in a day active and productive. Being active does not have to mean going to the gym or on a run.

SHARPEN YOUR FOCUS

REDUCE YOUR STRESS

IMPROVE YOUR SLEEP

BENEFITS OF PHYSICAL ACTIVITY All-cause Mortality by up to 30%

Type 2 Diabetes by up to 30%

Depression by up to 30%

Regular physical activity reduces your risk of

Breast Cancer by up to 20%

Colon Cancer by up to 30%

FIGURE 15: Benefits of physical activity. Data Source: Loh, T. H., Leinberger, C. B., & Chafetz, J. (2019). Foot Traffic Ahead: Ranking Walkable Urbanism in America’s Largest Metros 2019.

32 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

Cardiovascular Disease by up to 35%

Hip Fractures by up to 63%

Dementia by up to 30%

Adults should aim for at least...

150 minutes of Moderate Intensity Activity

Adults should aim for at least...

75 minutes of Vigorous Intensity Activity

1 in 10

HIGH SCHOOL STUDENTS

1 in 3

HOW TO ACHIEVE THE GOAL?

1 mile

= 2/3

1 in 5

Proportion of U.S. high school students who met the guidelines.

across the week

ADULTS

Proportion of U.S. adults ages 18 years or older who met the guidelines.

across the week

mile of walking each day

1 in 4

of the weekly recommended 150 minutes of moderate intensity

1 mile

mile of biking each day

= 1/2

of the weekly recommended 75 minutes of vigorous intensity activity

FIGURE 16: Physical activity guidelines. Data Source: Physical activity guidelines for americans, 2nd Edition.

MORE PHYSICAL ACTIVITY

LESS SITTING TIME

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 33

THE PROCESS

Identify Important Destinations

EXISTING CONDITIONS

Understand Road Conditions

Assess Level of Traffic Stress

Inventory Existing Infrastructure Review Previous Plans

Review Previous Plans Map Previously Proposed Networks

NETWORK ANALYSIS

Analyze Network Connectivity

Organize a Framework: Loops Identify Gaps to Fill

RECOMMENDATIONS

Consolidate Gaps into Projects Prioritize the Projects Assess Before & After Connectivity

FIGURE 17: The process for the connectivity analysis.

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 35

EXISTING CONDITIONS

Identify Important Destinations The first step is to determine the places that people want to get to and where they are coming from. This will inform all of the decisions that come afterwards. Pages 44-57

Understand Road Conditions

We must assess the existing state of the roads that we will be studying in order to get a clear picture of what is lacking and what can be improved. Pages 58-79

Analyze Level of Traffic Stress

Next we analyze the level of stress that people would experience by walking or biking in the road. With a simple binary system of comfortable or stressful, we can identify streets that are ready to be activated. Pages 80-85

Inventory Existing Infrastructure

Next we inventory the existing pedestrian and bicycle infrastructure. This gives us a clear picture of what has already been done and what needs to be upgraded. Pages 86-95

Identify Connection Opportunities Finally we explore the natural features that make Douglasville beautiful, searching for connection opportunities we would otherwise miss by focusing solely on the roadway network.

Pages 96-105

36 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

NETWORK ANALYSIS

Review Previous Plans

To begin analyzing the network, it is best to start by understanding the analyses that have come before. In this section, we review 20 previous plans commissioned by the City of Douglasville to gain an understanding of the overall vision. We also pull out the pedestrian and bicycle recommendations from each plan and map them. Pages 110-147

Map Previously Proposed Networks

Then we take all of the pedestrian and bike infrastructure that has been proposed in all of the reviewed plans and blend them. These maps represent the composite vision for pedestrian and bike infrastructure that has been built over the past 30 years in Douglasville.

Pages 148-157

Analyze Network Connectivity

Finally, through an innovative process developed for this plan, we analyze the connectivity of the network in a variety of different ways. Heatmaps are produced that depict at a glance the areas in Douglasville that are well-connected, which allows us to target the corridors that will be impactful to the citizens of Douglasville. Pages 158-187

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 37

RECOMMENDATIONS

Organize a Framework: Loops

Robust transportation consist of loops at varying scales. We propose a framework for recommendations that aims to create such loops in Douglasville. Pages 192-203

Identify Gaps to Fill

With the connective corridors and the gaps in the transportation network mapped, we identify the gaps the need to be filled in order to achieve connectivity. Pages 204-217

Consolidate Gaps into Projects

Using all of the information that we have amassed, we consolidate the gaps that need to be filled into122 projects that should be implemented in Douglasville to achieve a more active future. Pages 218-245

Prioritize the Projects

Projects will be prioritized according to a variety of factors. The goal is to identify the projects that will do the most for the City’s dollar. Pages 246-291

1 2 3

Assess Before & After Connectivity

Finally, we take the final condition network and analyze its connectivity in the same way we analyzed the existing network. This makes it clear that implementing our recommendations will positively impact connectivity.

Pages 292-305

38 INTRODUCTION | Douglasville Pedestrian & Bicycle Connectivity Plan

Douglasville Pedestrian & Bicycle Connectivity Plan | INTRODUCTION 39

THE PROCESS PART I EXISTING CONDITIONS

1.0 Existing Conditions Overview......................................... 42-43 1.1 Where do people need to go?....................................... 44-45 Population and Job Density....................................... 46-49 Destinations of Interest................................................ 50-57 1.2 Road Characteristics....................................................... 58-63 Citywide Road Characteristics.................................. 64-73 Downtown Road Characteristics.............................. 74-79 1.3 Level of Stress Analysis.................................................... 80-85 1.4 Existing Infrastructure....................................................... 86-87 Existing Pedestrian Infrastructure............................... 88-91 Existing Bicycle Infrastructure..................................... 92-95 1.5 Connection Opportunities............................................. 96-105

1.0 EXISTING CONDITIONS OVERVIEW The first step of this Connectivity Plan is to understand the conditions that exist in Douglasville today. In this chapter, we take inventory of all the things that matter for connectivity. We begin by discussing the destinations that people need or want to get to. We survey where people live, because people’s homes are arguably the most important place in any network. Then we survey where people work and go to school, those being the two destinations that people go to almost every day. Finally, we survey the common destinations that people wish to go, places like parks, post offices, and banks.

STEP 1 What places are important to people that need to be connected?

STEP 2 What are the characteristics of the roads that connect these places?

With those places in mind that people want to go, we begin surveying the existing road conditions. We are interested in three characteristics: the volume of through traffic, the number of lanes, and the posted speed limit. These characteristics will provide a sense of how comfortable each of these roads is for people who choose not to be in a car.

STEP 3

Next, we survey the existing bicycle and pedestrian infrastructure. We have a series of maps detailing existing sidewalks and bicycle infrastructure, as well as where pedestrian and bicycle facilities are missing. This step is critical as we move forward to understand where gaps exist and need to be filled.

STEP 4 What natural features provide connection opportunities?

What pedestrian & bicycle facilities already exist in Douglasville today?

Finally, we explore the natural features of Douglasville to look for connection opportunities. Features such as streams, equal elevation ridgelines, and powerline easements have untapped potential to provide connections that cannot be achieved by looking at the road network alone. Furthermore, we will zoom out to the regional scale to get a sense of how Douglasville fits into the greater Metro Atlanta active transportation system.

FIGURE 18: Steps in the existing conditions inventory.

42 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

WORKPLACE & SCHOOL

COMMERCIAL

GREEN SPACE

RESIDENTIAL

SERVICE

INSTITUTION

FIGURE 19: Relationship between destinations.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 43

WHERE DO PEOPLE NEED TO GO?

1.1 WHERE DO PEOPLE NEED TO GO? In order to study the connectivity of a city, one must begin with what needs to be connected. We believe that three places are fundamentally important to people: the home, the workplace, the school, and other common daily destinations.

Home

Every trip starts from the home. As such, residences are critically important to the connectivity of a transportation network. One needs to be able to start at point A and get all the way to point B along comfortable infrastructure.

T! R TA

Workplace & School

The second most important place for a transportation network is the workplace and school. The typical worker will make two trips involving work per day, meaning 10 trips over the course of the week. For those workers to make trips to work by foot or by bike, there must be infrastructure that continuously and comfortably connects to school and the workplace.

Destinations

The third most important places for successful transportation networks are scattered about town in the variety of places that people use on a daily basis. These are places like the post office, the bank, or the park - places that people don’t necessarily use every day like home or work but are nonetheless important for leading a healthy and interesting life.

FIGURE 20: Destinations of interest to people.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 45

POPULATION DENSITY - WEST DOUGLASVILLE

Many people live in the area surrounding the New 92 bypass to the north of the railroad , and this number will only increase once the bypass is open.

LOCATION KEY MAP

All along Chicago Avenue from the north side of town to West Pines Golf Club are many burgeoning single-family residential communities.

The Arbor Parkway area houses a great number of people in Douglasville. With good, yet quiet, through-roads and great access to retail, this area will be important to provide connectivity.

High

The Chapel Hills Golf Club Community at the far south edge of town houses many people.

Low

FIGURE 21: West Douglasville population density.

46 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

JOB DENSITY - WEST DOUGLASVILLE

Wellstar Douglas Hospital and the many specialized practice offices that reside in the same area represent many of the jobs in Douglasville.

LOCATION KEY MAP

Downtown Douglasville, with its variety of shops, restaurants, and government institutions, is the third largest job center in West Douglasville.

Anchored by Arbor Place Mall, the south side of Douglasville has lots of retail stores and accompanying jobs.

High

Low

FIGURE 22: West Douglasville job density.

1/2

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 47

POPULATION DENSITY - EAST DOUGLASVILLE Sweetwater Creek Apartment Homes is a multi-family housing development that resides along the banks of the creek.

LOCATION KEY MAP

The Kensington Park housing development, at the northwestern edge of the Sweetwater Creek, will only house more people as houses are bought.

This development along Riverside Parkway, also called Tributary, is equally important to be connected to Sweetwater Creek State Park. The Tributary development, one of only two housing developments that currently exist along Riverside Parkway, has many people that enjoy its well-gridded street network.

High

Low

FIGURE 23: East Douglasville population density.

48 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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JOB DENSITY - EAST DOUGLASVILLE

Many businesses exist in this loop along State Route 6 just south of I-20.

LOCATION KEY MAP

Many shipping warehouses exist along Riverside Parkway because of its strategic logistical position.

High

Low

FIGURE 24: East Douglasville job density.

1/2

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 49

PAULDING DESTINATIONS OF INTEREST COUNTY CITY OF DOUGLASVILLE

DOUGLAS COUNTY PARKS DEPT

DALLAS HW Y

SOCIAL 92 WILLING WORKERS PARK

DOUGLAS COUNTY TRANSPORTATION DEPT DOUGLAS COUNTY HEALTH CENTER

JESSIE DAVIS PARK

STEWART MIDDLE SCHOOL MILL VILLAGE PARK NE

DOUGLASVILLE PUBLIC LIBRARY CH

AG O

MONTESSORI SCHOOL OF DOUGLAS COUNTY

BRIGHT KIDS ACADEMY EASTSIDE ELEMENTARY EASTSIDE ELEMENTARY KROGER GOODWILL DOUGLAS COUNTY FAMILY & CHILD SERVICES

AV E

FAIRBURN RD

HOSPITAL DR

ON LT

HUNTER PARK

MULTIMODAL CENTER

AV E

DOUGLASVILLE QUARRY

WOODIE FITE SENIOR CENTER

WEST PINES GOLF COURSE

DOUGLAS COUNTY PROBATE COURT DOUGLAS COUNTY WATER DEPARTMENT

S BLV GLA

DOU

WELLSTAR DOUGLAS HOSPITAL WEST GEORGIA TECHNICAL COLLEGE DOUGLAS COUNTY HIGH SCHOOL

CHAPEL HILL RD

WEST DOUGLAS PARK AND RIDE MARKET SQUARE SHOPPING CENTER USPS WALMART WALGREENS DOUGLASVILLLE MARKETPLACE KROGER PUBLIX ARBOR STATION CLUB COMPLEX

OUT LIMITS

PARKS

INSTITUTIONS

INTERSTATE

SCHOOLS

RETAIL STORE

NS RAILROAD ROADS

DOUGLASVILLE PAVILION SHOPPING CENTER FOWLER FIELD PARK TARGET ALDI CHAPEL HILLS GOLF COURSE

ARBOR PLACE MALL

LEGEND

GRACE LAKE

RECREATION GROCERY

PARCELS OF INTEREST

ATTRACTIONS DOWNTOWN

50 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

WALMART

COBB COUNTY

MERCER UNIVERSITY CLASSIC PAINTBALL

RID

B IRS

SHAWNEE LAKE DOUGLASVILLE POLICE DEPT MIDWAY VILLAGE SHOPPING CENTER INGLES

AMERICAN RED CROSS

E PK

SID

ER RIV

FULTON COUNTY

STUDY AREA PARKS NS RAILROAD

SCHOOLS RECREATION

INSTITUTIONS

1/2

2 MI

COMMUNITY ATTRACTIONS Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 51 RETAIL JOB CENTERS

DESTINATIONS OF INTEREST 250

500

1000 FT

JA M

2,640

D. S

DAL LAS

STEWART MIDDLE SCHOOL

DOWNTOWN DOUGLASVILLE

5,2

PS ON

AV E

CHICAGO AVE

MALONE ST

O’NEAL PLAZA CITY HALL CONFERENCE CENTER PARKING DECK

PARKER ST WORTHAN PARK

OLD COURTHOUSE

RO S

EA VE

CHURCH ST FUTURE TOWN GREEN

CHAMBER OF COMMERCE

HEIRWAY CHRISTIAN ACADEMY

SPRING ST

USPS

ADAIR ST

PRICE AVE

BOWDEN ST

PARK ST

CLUB DR

CLARK ST

HAYNES ST

DOUGLAS COUNTY HEALTH CENTER

ST LTON PBEL C AM

PUBLIC LIBRARY

WEST PINES GOLF CLUB

52 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

DOUGLAS COUNTY HIGH SCHOOL

PARKS

INSTITUTIONS

S PAS BY

RETAIL STORE

NS RAILROAD

W NE

LEGEND

RECREATION

ROADS

SCHOOLS

DOWNTOWN

LQ U

YO U

ITT

GROCERY

ATTRACTIONS

MAXWELL ST

LOCATION KEYMAP

RIN

ES T

ES T LL ES TE

RIS

LRO

DOR

S AS BYP

N ST

DUNCA

FA I

COOPER ST

NEW 92

KAT

MOZLEY ST

GRADY ST

JAMES ST

MILL VILLAGE PARK

HAGIN ST

VETERANS MEMORIAL HWY

COURTLAND ST

E STRICKLAND ST

MOTOR VEHICLE DEPARTMENT

KROGER

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 53

DESTINATIONS OF INTEREST DOWNTOWN DOUGLASVILLE 0

250

500

LEGEND

NS RAILROAD ROADS

1000 FT

PARKS 2,640

5,2

RECREATION SCHOOLS GROCERY

INSTITUTIONS

ATTRACTIONS RETAIL STORE

54 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

FUTURE TOWN GREEN

The former County jail site, sitting derelict at the northwestern corner of downtown, will be demolished and rebuilt into the gem in Douglasville’s crown. The Future Town Green will create a gathering space for the citizens of Douglasville to come and relax, listen to concerts, and generally recreate.

WORTHAN PARK

This park is an asset to the surrounding community. One of only two pocket parks in the downtown area, and positioned at the gateway to the north side of town, Worthan Park will be an important piece of the future of the old SR 92 corridors.

O’NEAL PLAZA

This pedestrian plaza is a glimpse into Douglasville’s future. Ripe with attention to detail and beautiful features, O’Neal Plaza is the first step in a people-oriented renaissance for downtown.

CONFERENCE CENTER

Nestled amongst the City’s governmental buildings and the parking deck, Douglasville’s new conference center is the perfect gathering place for business to take off.

OLD COURTHOUSE MUSEUM

This historic site is a key part of the original delineation of Douglasville’s city limits. According to the original charter: “The center shall be a point directly opposite the court house in said town, on the Georgia Western Railroad, thence running along the center of said road each way three-fourths of a mile, and extending one half mile each way from the center of said road, the form of said territory to be an oblong square.” The old courthouse has been re-purposed into a museum about Douglasville’s storied past.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 55

OLD COTTON MILL

Built in 1897, the cotton mill was a huge economic driver for the young city of Douglasville. In recent years it stopped producing and had been abandoned up until it burned down in a fire in 2012. The City is currently cleaning up the debris in preparation for what comes next...

MILL VILLAGE PARK

The Mill Village Park is a success story in neighborhood pocket parks. Sitting on three acres in downtown’s Mill Village area, this park sports an outdoor basketball court, a gathering pavilion, a playground, barbecue grills, and picnic tables. It is the perfect spot for family gatherings in the downtown area.

NEW SR 92

Currently, State Route 92 runs right through the heart of downtown Douglasville. This has proven to be a problem from both the City’s and GDOT’s perspective, so they agreed to build a bypass for S.R. 92. As part of this project, GDOT installed a multi-use path along the roadway to make the New 92 a multi-modal highway that would help with the micro-connectivity of Douglasville.

TASTE OF DOUGLASVILLE

Taste of Douglasville is the City’s most popular event annually. The event showcases local restaurants and businesses and includes performances on the O’Neal Plaza Stage. Admission is free and a ticket to taste is only $1.

CULTURAL ARTS COUNCIL

The Cultural Arts Council located in downtown Douglasville facilitates events which foster the enjoyment of and the participation in the arts among residents of and visitors to Douglasville. The Council offers a myriad of classes including drawing, printmaking, and photography, as well as offering art camps and other family-oriented art events.

56 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

DESTINATIONS OF INTEREST DOWNTOWN DOUGLASVILLE 0

250

500

LEGEND

NS RAILROAD ROADS

1000 FT

PARKS 2,640

5,2

RECREATION SCHOOLS GROCERY

INSTITUTIONS

ATTRACTIONS RETAIL STORE

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 57

ROAD CHARACTERISTICS

1.2 ROAD CHARACTERISTICS With those places in mind that people want to go, we’ll begin surveying the existing road conditions. We are interested in three characteristics: the volume of traffic moving through, the number of lanes, and the posted speed limit.

VOLUME The volume of cars, measured in Average Annual Daily Traffic (AADT), gives us an idea of how many cars drive on the specific road.

SPEED LIMIT

ROAD CHARACTERISTICS INDICATE LEVEL OF STRESS

POSTED SPEED LIMIT The speed limit and the design speed of the road are closely related and they help determine the typical speed of cars expected along the road.

NUMBER OF LANES The more lanes on a road, the more uncomfortable it feels for people on foot or on bike. FIGURE 25: Important road characteristics.

The first part of this section will provide a brief overview of the road types that will be surveyed. What follows is a selection of roads in Douglasville along with the characteristics of those road types. Finally, this information is distilled into “Level of Stress” maps that designate identified corridors as either comfortable or uncomfortable for a typical adult on foot or on a bike.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 59

LOCAL ROADS Most roads in Douglasville maintain a rural, local character. This is one of Douglasville’s greatest strengths - quiet, slow, and beautiful streets are the lifeblood of any town with rural settings The streets that follow this typology include but are not limited to:

• • • • • • • • • • • • • •

Parker Street Melrose Street Johnson Street Pinecrest Drive Colquitt Street Duncan Street Estelle Street Parkway Circle Clark Street Park Street Haynes Street Upshaw Lane Price Avenue Adair Street

• • • • • • • • • • • • • •

Duncan Street Katherine Street Maxwell Street Dorsett St Connally Drive Cooper Street Hagin Street Courltand Street Mozley Street Front Street Grady Street James Street Spring Street Bowden Street

Streets such as these are an asset waiting to be utilized. Their quiet character, low traffic volumes, and low traffic speeds allow people to walk and ride their bikes in the road. These are called yield roads, wherein all user types share the road equally at slow speed. By recognizing these streets as an asset and connecting them across larger, more hostile thoroughfares, Douglasville can accelerate the push towards active transportation.

PARKER STREET

MELROSE STREET

JOHNSON STREET

PINECREST DRIVE

COLQUITT STREET

These streets are two standard travel lanes, one in each direction, with no paved shoulder and varying ROW. Buildings are typically set back from the road by at least 100’, if there are buildings along the road at all. Often, only undeveloped woodland fronts these roads.

Landscape Varies

Travel Lane

11’ +/-

Travel Lane

11’ +/-

Landscape

Protecting the character of these roads is crucial to Douglasville’s future success. If left unchecked, development could turn these quiet rural roads into larger, noisier, and less hospitable thoroughfares. By guiding development to maintain the rural character and adding pedestrian and bicycle facilities, these rural roads will become a reliable network for active transportation users.

Varies

FIGURE 26: Most common Douglasville street cross section.

60 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

COLLECTOR ROADS Neighborhood collector streets such as Grace Lake Drive and Creekwood Drive (pictured here at left) form the backbone of the transportation system for the neighborhoods in Douglasville. Relative to larger thoroughfares, these roads maintain lower traffic volumes and speeds. Preserving this aspect of such roads is the priority. Any recommendations along neighborhood collectors will involve enhancing this aspect through techniques that slow drivers down and signal to pedestrians and cyclists that they are welcome to use the road. These streets include:

GRACE LAKE DRIVE

• • • • • • • • •

CREEKWOOD DRIVE

Many major collectors such as Stewart Mill Road and Slater Mill Road (pictured here at right) are still two lanes and rural in character, but they exhibit higher traffic volumes and speeds. Mixing modes of traffic along these roads is not advisable. But again, it is paramount that the rural, winding, and naturally beautiful character of these roads is preserved and enhanced in any transportation recommendations. Fortunately, most of these roads have wide rights-of-way, which makes them perfect for shared-use paths that follow the road at a comfortable distance. Major collectors identified include: • • • • • • • •

Stewart Mill Road Slater Mill Road W Stewart Mill Road Pope Road Timber Ridge Road Bright Star Road Cave Springs Road Timber Ridge Drive

Grace Lake Drive Creekwood Drive Parkway Circle Parkway South Huey Road Chapel Crossing Road Warren Road Colquitt Street Big B Road

STEWART MILL ROAD

SLATER MILL ROAD

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 61

SERVICE ROADS As a city with a rural setting, Douglasville has many former roads and informal trails that present a great opportunity to be repurposed into trails. These rights-of-way, such as Gurley Road (pictured at right) which leads out from Hunter Park, are already cleared and gravel has been laid, which makes it primed and ready for a greenway trail through the woods. By taking advantage of these opportunities that are dotted around Douglasville, the City can accelerate the construction of its active transportation network. Furthermore, these natural gems will play off Douglasville’s existing natural beauty by allowing people to get outside and travel through the woods.

GURLEY ROAD

OLD DALLAS ROAD

TRAIL NEAR BRIGHT STAR ROAD

OLD CONCOURSE PARKWAY

OLD DORRIS ROAD

62 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

ARTERIALS AND LARGER ROADS The remaining roads in Douglasville are larger roads that have more than two lanes. Typically these roads are thoroughfares meant to transition from the traffic volumes typically seen on the highway to the lower speeds and volumes that are expected on Douglasville’s local roads. These roads are also often found in areas with high business density, such as in and around the Arbor Place Mall area. Such roads are characterized by many lanes, high traffic volumes, and oftentimes sparse active transportation facilities.

DOUGLAS BOULEVARD

BRIGHT STAR CONNECTOR

THORNTON ROAD

BILL ARP ROAD

FAIRBURN ROAD

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 63

PAULDING KEYMAP OF ROAD CONDITIONS COUNTY

DALLAS H WY PAGE 67

CITY OF DOUGLASVILLE

AG PA O AV GE E 69

PA GE

BI PA LL A GE R 71 P R D

AVE

D OA ILR A R NS E 67 G PA

N OW NT E W O , SE 9 S RD FO OAD 74-7 R S GE PA

FAIR B PAG URN RD E 67

PAGE 69 PRESTLEY MILL RD

CHAPEL HIL PA L GE RD 71

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE

DETAILED ROAD CONDITIONS

64 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

This is a map of the corridors that will be depicted in the following pages. Each corridor will be described by the cross section, the number of lanes, the AADT, and a picture. AADT is measured by counting the volume of traffic on a road over a period of time, extrapolating that volume to the total volume over a whole year, and then dividing that yearly volume over 365 days. AADT is a rough measure of volume, and does not necessarily capture nuances such as the difference between regular volume and peakhour volume.

COBB COUNTY

ON NT OR 2 TH GE 7 PA

72 GE RD PA GE BLA IRS BRID

PAGE 72 Y RIVE W RSID E PK

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 65

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE ROADS

DETAILED ROAD CONDITIONS

KEY MAP OF ROAD CONDITIONS

CITY OF DOUGLASVILLE

66 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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LL A S HI G A HW D AY (SR 9 2)

SPEED LIMIT

15,900

Travel Lane

11’

Median

Travel Lane

11’

Varies

RBURN R

Travel Lane

11’

Travel Lane

11’

* Under Construction

Annual average daily traffic

FAI

Travel Lane

OA D SPEED LIMIT

31,500 Annual average daily traffic

RFOLK SO

Eastbound

Sidewalk 5’

Travel Lane 11’

Westbound

Travel Lane 11’

Two-Way Left-Turn Lane 12’

Travel Lane 11’

Landscape Varies

R A IL R O A D

Railway Alignment Varies

Railway Railway Alignment Varies

Varies

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 67

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE ROADS

DETAILED ROAD CONDITIONS

KEY MAP OF ROAD CONDITIONS

CITY OF DOUGLASVILLE

68 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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IC A G O A H C V

E SPEED LIMIT

8180 Annual average daily traffic

S TL E R

Landscape

Travel Lane

Landscape

Varies

11’ +/-

Landscape

Travel Lane

Landscape

Travel Lane

Landscape

Varies

E Y M IL L RO AD SPEED LIMIT

4030 Annual average daily traffic

SE A VE NU

Varies

11’

Varies

SPEED LIMIT

8070 Annual average daily traffic

Varies

11’

Varies

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 69

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE ROADS

DETAILED ROAD CONDITIONS

KEY MAP OF ROAD CONDITIONS

CITY OF DOUGLASVILLE

70 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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HILL R O A D L PE

H SPEED LIMIT

19,700 Annual average daily traffic

Northbound

Sidewalk

EL P A

H IL L R O A

11’

Travel Lane 11’

Two-Way Left-Turn Lane 12’

Travel Lane 11’

Travel Lane

Sidewalk

11’

5’

Travel Lane

Southbound

UT H

SPEED LIMIT

17,400 Landscape

Annual average daily traffic

B IL

Varies

Travel Lane 11’

Two-Way Left-Turn Lane 12’

Travel Lane 11’

Landscape Varies

L A RP R OA D (S

R5 ) SPEED LIMIT

28,100 Annual average daily traffic

Sidewalk 5’

Travel Lane 11’

Two-Way Left-Turn Lane 12’

Travel Lane 11’

Sidewalk 5’

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 71

ROAD

SPEED LIMIT

B L AI R

E DG

9,770 Travel Lane

Landscape

11’

Annual average daily traffic

Landscape

11’

Varies

A RO

D (S R 6)

SPEED LIMIT

Travel Lane

11’

Travel Lane 11’

Travel Lane

Median Varies

Travel Lane

11’

Travel Lane 11’

71,200 Annual average daily traffic

SPEED LIMIT

RI VER

SI D

11’

Travel Lane

THOR

Varies

Travel Lane

8,650 Landscape

Bike Lane

Travel Lane

Bike Lane

Landscape

Varies

5’

11’

5’

Varies

Annual average daily traffic

72 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

KW AY R A

SWEETWATER CREEK STATE PARK

EE CR

ER AT W T EK E

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE ROADS

DETAILED ROAD CONDITIONS

KEY MAP OF ROAD CONDITIONS

CITY OF DOUGLASVILLE

H T TA A H

1/2

RIV

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 73

KEYMAP OF ROAD CONDITIONS DOWNTOWN DOUGLASVILLE 0

250

500

1000 FT

LEGEND

NS RAILROAD

2,640

5,2

ROADS

PAGE 77

DALLAS HWY

DETAILED ROAD CONDITIONS

MALONE ST

OUTSIDE CITY LIMITS 0

PARKER ST

E STRICKLAND ST

EA VE

PAGE 79

SPRING ST PAGE 79

PARK ST

CLUB DR

RO S

CHURCH ST PAGE 79

ADAIR ST

PRICE AVE

BOWDEN ST

CLARK ST

CAMPBELLTON ST PAGE 77

VETERANS MEMORIAL HWY PAGE 77

HAYNES ST

DUNCAN ST SELMAN DR

LOCATION KEY MAP 74 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

CO LQ UI

This is a map of the downtown corridors that will be depicted in the following pages. Each corridor will be described by the cross section, the number of lanes, the AADT, and a picture. AADT is measured by counting the volume of traffic on a road over a period of time, extrapolating that volume to the total volume over a whole year, and then dividing that yearly volume over 365 days. AADT is a rough measure of volume, and does not necessarily capture nuances such as the difference between regular volume and peak hour volume.

YO U

MAXWELL ST VETE

HAGIN ST

W 92 SS PA BY

GRADY ST

JAMES ST

MOZLEY ST

VETERANS MEMORIAL HWY

COURTLAND ST

E STRICKLAND ST

L HW

ORIA

EM NS M

COOPER ST

RIN

ES T

FAIR B

URN

ES T

LR OS

RIS

DOR

ES TE

DUNCAN

KAT

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 75

KEYMAP OF ROAD CONDITIONS DOWNTOWN DOUGLASVILLE 0

250

500

1000 FT

LEGEND

OUTSIDE CITY LIMITS 0 NS RAILROAD

2,640

5,2

ROADS

DETAILED ROAD CONDITIONS

LOCATION KEY MAP 76 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

LL A S HI G HW AY SPEED LIMIT

14,800 Annual average daily traffic

Varies

Travel Lane

11’

Sidewalk

11’

Varies

N’S M EM

RA E TE

Sidewalk

H IG H W AY

SPEED LIMIT

24,700

Westbound Railway Alignment 40’ +/-

Annual average daily traffic

M P B EL LT O A C

Travel Lane 11’

Eastbound

Travel Lane 11’

Parking Sidewalk 8’

Varies

N ST

RE ET SPEED LIMIT

6,860 Annual average daily traffic

Northbound

Landscape Varies

Sidewalk 5’

Travel Lane 11’

Southbound Travel Lane 11’

Landscape Varies

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 77

KEYMAP OF ROAD CONDITIONS DOWNTOWN DOUGLASVILLE 0

250

500

1000 FT

LEGEND

OUTSIDE CITY LIMITS 0 NS RAILROAD

2,640

5,2

ROADS

DETAILED ROAD CONDITIONS

LOCATION KEY MAP 78 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

C H UR

ST RE ET

SPEED LIMIT

N/A Annual average daily traffic

SPRI N

Sidewalk Varies

On-Street Parking 10’

Travel Lane 11’

On-Street Parking

Sidewalk

10’

Varies

S TR

EE T SPEED LIMIT

N/A

Annual average daily traffic

CLUB

Landscape Varies

Travel Lane 11’

Landscape Varies

SPEED LIMIT

N/A Annual average daily traffic

Sidewalk Varies

Travel Lane 11’

Landscape Varies

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 79

LEVEL OF STRESS ANALYSIS

!! 80

1.3 LEVEL OF STRESS ANALYSIS Traditional analyses of Level of Traffic Stress (LTS) take into account a variety of variables to partition streets into four different categories. LTS 1 is considered the most comfortable for any and all users. These are facilities such as wide cycle tracks and shareduse paths. LTS 4 is considered virtually untraversible for anybody. These are high volume, high speed thoroughfares that have no bike facilities and are generally very hostile to people outside of motor vehicles. The two levels in between are shades of grey. This traditional analysis fails in that it attempts to describe a qualitative phenomenon (comfort) by assessing quantitative metrics (traffic volume & speed, facility type). Instead, we took a simpler approach. We had our bicycle expert ride the streets in Douglasville and assess them on a binary scale - would an adult bicycle novice feel comfortable riding on this road or not? This yields a useful map that depicts the islands of lowstress connectivity that are separated by higher-stress roadways. These low-stress streets exist all throughout Douglasville in the form of quiet, local neighborhood roads. By targeting high-stress roads for infrastructure improvements, we can augment the existing system to quickly reach a fully connected network.

FIGURE 27: Typical map produced from Level of Stress Analysis.

Data Source: FHWA Multimodal Connectivity Performance Measures. Notice that there are “islands” of low-stress connectivity that are bisected by higherstress thoroughfares. By targeting those thoroughfares, we can connect islands of low-stress, which will yield a more connected network for the effort.

UNCOMFORTABLE

COMFORTABLE

The roads depicted above are generally uncomfortable for active transportation. Typically, these roads are characterized by mixed conditions with lots of fast motor traffic. Sometimes the addition of a facility does not lower the stress level. In the top right image, a 5’ bike lane with bollards technically qualifies as a comfortable, protected bike facility. However, for reasons that are difficult to quantify, it is highly uncomfortable to ride here.

By contrast, the roads depicted above are generally comfortable for active transportation. The top left and right facilities are so comfortable that people could walk along them. The bottom two images are counterintuitively comfortable. Technically the volume (for the left image) and speeds (for the right image) indicate a high-stress level, but experience finds that these roads are incredibly comfortable and beautiful to ride upon.

DENOTED IN RED ON FOLLOWING MAPS

DENOTED IN GREEN ON FOLLOWING MAPS

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 81

!! EXISTING LOW STRESS CORRIDORS

DALLAS H WY

CITY OF DOUGLASVILLE

AG O

AV E

FAIR B

AVE

ON LT

LVD

LAS B

DOUG

CHAPEL HIL

LEGEND

CITY LIMITS

STATE PARK

NS RAILROAD

LOW-STRESS CORRIDORS

INTERSTATE

COUNTY ROADS CITY ROADS

82 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

!! Typical Traffic Stress analyses designate each corridor into one of four levels. These levels correspond with the user types that were identified at the beginning of this document. Our analysis is different in that there are only two levels of traffic stress would the average adult feel comfortable riding on the road or not? The corridors depicted in green on this map are corridors that present characteristics where the average adult would feel comfortable riding a bike on the road. *NOTE: Stress level based on expert assessment.

COBB COUNTY

BLA

IRS BRID

RD ON NT OR

RIVER

SIDE

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 83

!! EXISTING CORRIDORS - LEVEL OF STRESS CONDITIONS

DALLAS H WY

CITY OF DOUGLASVILLE

AG O

AV E

FAIR B

AVE

ON LT

LVD

LAS B

DOUG

CHAPEL HIL

LEGEND

CITY LIMITS

STATE PARK

NS RAILROAD

LOW-STRESS CORRIDORS

HIGH-STRESS CORRIDORS

INTERSTATE

COUNTY ROADS

84 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

!! The corridors in red on this map are generally inhospitable to people walking or biking on the road in their existing condition. *NOTE: This map does NOT take into account any existing facilities. These designations only refer to the level of stress that pedestrians and cyclists would experience if they walked or biked in mixed-traffic with motor vehicles. NOTE: Stress level based on expert assessment.

COBB COUNTY

BLA

IRS BRID

RD ON NT OR

RIVER

SIDE

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 85

EXISTING INFRASTRUCTURE

1.4 EXISTING INFRASTRUCTURE Next, we take inventory of all the different pedestrian and bicycle infrastructure that exists in Douglasville today. This includes sidewalks, bike lanes, sidepaths, multi-use paths, trails, etc. For sidewalks, we will also assess where sidewalks exist and where they are missing. The maps on the following pages depict the sidewalk network and the bicycle facility network that exist on the ground today. Following are a few main takeaways.

PEDESTRIAN

Historic downtown is the only area that is reliably connected (with a few exceptions, such as Spring Street). Elsewhere, coverage is intermittent. There are many corridors that were recommended to have sidewalk infrastructure on both sides in the LCI plans, but ended up receiving sidewalks on only one side of the street due to funding constraints. Campbellton Street is an example of this.

The downtown area is almost fully connected with sidewalks. Many of these sidewalks, such as above on Church Street, are raised.

There are some places in Douglasville where a sidewalk abruptly ends or where enough people have walked in the grass to wear a “goat path” or “desire line.” These areas are prime targets for new walking infrastructure. Other roads, such as Hospital Drive at right, have sidewalks that end abruptly. These spots are also important targets to follow through with complete connectivity.

Elsewhere, such as above on Hospital Dr, sidewalk connections are spotty and often end abruptly.

BICYCLE

There are only two bicycle facilities existing in the City of Douglasville – one is on Selman Drive near Douglas County High School, and the other is along the extent of Riverside Parkway between SR 92 and SR 6.

Selman Avenue/Drive has bike lanes and one raised bike lane on the Douglas County High School side of the road.

Riverside Parkway has bike lanes all along its length, but vehicular speeds and truck volumes are too high for a comfortable ride.

The Selman Drive bicycle facility is often referred to as a Multi-Use Path, but it does not technically meet these requirements. For the length along Selman Drive, the facility is a bike lane, with one short segment on one side being a sidewalk. The bicycle marker is fading in most places. The segment on Selman Avenue (seen at left) meets the definition of a raised bike lane moreso than a shared-use path. It does not exist on the west side of the road. Riverside Parkway can be considered dangerous for the casual bicycle rider. Although these enhanced bike lanes check the boxes (painted green in conflict zones, wellsigned, 5’ min width), the facility exists unprotected on a high-volume, high-speed thoroughfare. Although a step in the right direction, this facility has the potential for an upgrade.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 87

EXISTING SIDEWALK INFRASTRUCTURE

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SIDEWALK GAP INVENTORY

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90 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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The red lines here indicate missing sidewalks along the corridors that were surveyed during the course of this study. These red lines are not necessarily gaps that are recommended to be filled - they are only existing gaps in the existing sidewalk network.

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EXISTING BICYCLE NETWORK

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Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 93

BICYCLE LEVEL OF STRESS NETWORK

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Because bicycles are designated as vehicles in the State of Georgia, it is appropriate to include the level of stress of the road system in the assessment of existing infrastructure. The existing facilities along Selman Drive and Riverside Parkway are depicted here over the original high-stress designations to indicate that the infrastructure lowers the stress of that roadway to a permissible level.

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Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 95

CONNECTION OPPORTUNITIES

1.5 CONNECTION OPPORTUNITIES

The first opportunity is the many streams and rivers that run through Douglasville. Sweetwater Creek is the most important of these, but there are many others such as Little Anneewakee Creek that provide the perfect opportunity for greenways that allow people to enjoy the natural beauty of these important assets.

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The second opportunity lies in the ridgelines of Douglasville. It is important to take advantage of roads that provide little grade change because they make it much easier for the average person to ride their bike. The rolling hills of the Georgia piedmont can be daunting for even the most seasoned cyclist.

The third opportunity is the corridors provided by powerline easements. These corridors through rural forestland are natural candidates for trails, especially mountain bike trails. They criss cross Douglas County in such a high number that they could be instrumental in transforming Douglasville into a pilgrimage destination for mountain bikers all over the nation.

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The final stop in our survey of Douglasville’s existing conditions is a look at the opportunities that can be utilized.

The final connection opportunity is derived from the Atlanta Regional Commission’s vision for a regional trail network. Douglasville is positioned perfectly to take advantage of this future system, with a trail that leads from downtown Atlanta and the airport to Lithia Springs and through downtown Douglasville before getting continuing to Villa Rica.

FIGURE 28: Four types of connection opportunities.

Douglasville Pedestrian & Bicycle Connectivity Plan | EXISTING CONDITIONS 97

CONNECTION OPPORTUNITIES ALONG STREAMS

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CONNECTION OPPORTUNITIES ALONG RIDGELINES

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100 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 101

CONNECTION OPPORTUNITIES ALONG EASEMENTS

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Douglasville Pedestrian & Bicycle Connectivity Plan| EXISTING CONDITIONS 103

REGIONAL CONNECTION OPPORTUNITIES

CITY OF DOUGLASVILLE

This map depicts the framework for the Atlanta regional trail system as outlined in the Atlanta Regional Commission’s (ARC) supplement to the Walk.Bike.Thrive! plan entitled “Envisioning a Regional Trail Network”. Recommendations for pedestrian and bicycle infrastructure in the City of Douglasville will take these future regional connections into account. In particular, it will be important to recommend facilities that extend up north into Paulding County to connect to the Silver Comet Trail, and also facilities that extend south down to the Chattahoochee Hill Country Regional Trail. Such facilities would connect Douglasville to the greater regional network and allow for further economy-boosting connectivity that the City seeks.

LEGEND FUTURE OR EXISTING TRAIL CONNECTION PROPOSED IN ATLANTA REGIONAL COMMISSION’S REGIONAL TRAIL FRAMEWORK

104 EXISTING CONDITIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

The connection leading from the Camp Creek Greenway west through Lithia Springs and eventually to Villa Rica (just north of Douglasville) is unspecified in ARC’s plan. There is opportunity here for the City of Douglasville to team up with Villa Rica, Lithia Springs, and Douglas County to create a vision and proposed alignment for this future trail. Such a path will provide people from all three cities the opportunity to go on day trips to their sister cities as well as ride seamlessly to Atlanta, and even one day to the airport.

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THE PROCESS PART II NETWORK ANALYSIS 2.0 Network Analysis Overview........................................ 108-109 2.1 Review of Previous Plans............................................. 110-147 2.2 Blended Network Maps............................................... 148-149 Blend of Proposed Ped Networks............................... 150-151 Blend of Proposed Bike Networks............................... 152-153 Previously Proposed Off-Street Facilities.................... 154-155 Frequency of Proposed Corridors.............................. 156-157 2.3 Connectivity Heatmapping........................................ 158-161 Pedestrian Connectivity Heatmaps........................... 162-175 Bicycle Connectivity Heatmaps................................. 176-185 Initial Priority Corridors.................................................. 186-187

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2.0 NETWORK ANALYSIS OVERVIEW In this chapter, the connectivity of the existing network will be analyzed to determine the corridors and connections that will form the skeleton of the active transportation system for the City of Douglasville.

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We begin by reviewing all of the different plans that the City of Douglasville has produced. Sixteen of these plans have specific active transportation recommendations. We briefly summarize each of those 16 plans and map out their pedestrian and bicycle recommendations. This widely ranging review provided the consultant team a solid understanding of Douglasville’s past aspirations - a solid foundation as we forge ahead into the future.

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Recommended LCI Vision for Highway 92

Supplemental LCI Study The Highway 92 LCI Study recommends over 50 intersection, sidewalk, streetscape, trail, transit, and street network projects. While each project is important to the overall development concept for Highway 92, practical considerations require that each project must be phased in over time.

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projectsOLDagainst a range factors. A recommendCONFERENCE CENTER &of CITY HALL (REHABILITATED RETAIL) ed phasing plan is presented, and implementation measures are recommended.

In 2008, the County successfully applied for a Supplemental LCI grant to develop a plan for bringing the Highway 92 LCI projects closer to implementation. The Highway 92 Supplemental LCI Study carefully considers the merits of each

DOUGLASVILLE DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN

Once all of the previously proposed pedestrian and bike networks have been mapped, we can overlay them into one map. In a certain sense, this map is a representation http://issuu.pdf-downloader.com/print.php?documentId=190124194357-7a9b30a61c79fa7e387a4edee6e4a8c7&count=120 of the vision for pedestrian and bicycle connectivity that has been built up by a variety of consultants over the course of 30 years. Such a network acts as a springboard for the recommendations of this plan.

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In addition to a blended network, we also count the number of times each corridor has been recommended in the past. Corridors along which pedestrian and bicycle improvements have been recommended multiple times are obvious choices for active transportation infrastructure projects. Finally, from the blended map we pull out all of the offstreet connections that have been recommended in the past. Douglasville could be a city full of greenways and trails that would attract recreational visitors from all over the state.

108 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

After assessing the subjective aspect of the networks through the lens of past planning efforts, the next step is to turn an objective eye to analyze the connectivity of the network. We employ a novel connectivity heatmapping methodology that counts the number of potential routes that utilize a certain segment of street from a variety of different destinations. A series of connectivity heatmaps displays this information, and highlights street segments that are highly connective and segments that are lacking connectivity.

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At the end of this chapter, we will have an understanding of many different indices of connectivity, such as: • • •

Corridors that people are most likely to use Corridors that have been mentioned multiple times A system for Douglasville if the most ambitious projects from past plans were implemented

After studying the City from a variety of different angles and with a host of different tools, we see where Douglasville is and where Douglasville wants to be. With this knowledge under our belt, we can move forward into the recommendation stage fully apprised of the sort of future that Douglasville is striving for. Douglasville Pedestrian & Bicycle Connectivity Plan | NETWORK ANALYSIS 109

REVIEW OF PREVIOUS PLANS

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2.1 REVIEW OF PREVIOUS PLANS There have been dozens of planning efforts throughout the past 30 years in Douglasville and Douglas County. AECOM reviewed these documents and extracted the information relevant to bicycle and pedestrian infrastructure to create a series of previous plan proposed network maps on the following pages through page 155. The documents studied are the following:

BICYCLE & PEDESTRIAN PLAN

..............................DOUGLAS COUNTY’S 1993 PLAN.................................................................................Pages 112-115

LIVABLE CENTERS INITIATIVE STUDY

.................................................................................. CITY OF DOUGLASVILLE’S 2001 PLAN.......................................................................Pages 116-117

SIDEWALK/BICYCLE/MULTI-USE PATH PLAN

.................... CITY OF DOUGLASVILLE’S 2005 PLAN.......................................................................Pages 118-119

PRESTLEY MILL ROAD CORRIDOR STUDY

.................................................................................. CITY OF DOUGLASVILLE’S 2006 PLAN.......................................................................Pages 120-121

COMPREHENSIVE TRANSPORTATION PLAN

.............................. DOUGLAS COUNTY’S 2008 PLAN WITH CITY SUPPLEMENT............................Pages 122-123

HIGHWAY 92 LIVABLE CENTERS INITIATIVE STUDY

JUNE 2009 Prepared for: Douglas County Department of Planning and Zoning by:

........................................................................... DOUGLAS COUNTY’S 2009 PLAN.................................................................................Pages 124-125

LIVABLE CENTERS INITIATIVE STUDY 10-YEAR UPDATE

DRAFT

.............................. CITY OF DOUGLASVILLE’S 2011 UPDATE TO 2001 PLAN..................................Pages 126-127

City of Douglasville

Livable Centers Initiative Study 10-Year Update

City of Douglasville

HIGHWAY 92 CORRIDOR STUDY

May 31, 2011

HIGHWAY 92 CORRIDOR STUDY Prepared for: City of Douglasville

October 2012

Prepared for: City of Douglasville Prepared by: Tunnell-Spangler-Walsh & Associates Croy Engineering

Prepared by: Tunnell-Spangler-Walsh & Associates Croy Engineering Marketek, Inc.

.................................................................................. CITY OF DOUGLASVILLE’S 2012 PLAN.......................................................................Pages 128-129

I-20 AT BRIGHT STAR ROAD TRANSPORTATION STUDY

.............................. CITY OF DOUGLASVILLE’S 2015 PLAN.......................................................................Pages 130-131

LIVABLE CENTERS INITIATIVE STUDY 5-YEAR UPDATE

.................................................................................. CITY OF DOUGLASVILLE’S 2016 UPDATE TO 2011 PLAN..................................Pages 132-133 DOUGLASVILLE

DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN

....................... CITY OF DOUGLASVILLE’S 2017 PLAN.......................................................................Pages 134-135 ADOPTED: DECEMBER 18, 2017

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MASTER PLAN

SWEETWATER MASTER PLAN

.................................................................................. DOUGLAS COUNTY’S 2017 PLAN.................................................................................Pages 136-139

COMPREHENSIVE PARKS & RECREATION MASTER PLAN

............................. CITY OF DOUGLASVILLE’S 2018 PLAN.......................................................................Pages 140-141

NORTHSIDE REDEVELOPMENT PLAN

.................................................................................. CITY OF DOUGLASVILLE’S 2019 PLAN.......................................................................Pages 142-143

DALLAS HIGHWAY LIVABLE CENTERS INITIATIVE STUDY

.............................. CITY OF DOUGLASVILLE’S 2019 PLAN.......................................................................Pages 144-145

CHATTAHOOCHEE HILL COUNTRY REGIONAL GREENWAY TRAIL

.................................................................................. DOUGLAS COUNTY’S ONGOING PLAN.......................................................................Pages 146-147

Douglasville Pedestrian & Bicycle Connectivity Plan | NETWORK ANALYSIS 111

BICYCLE & PEDESTRIAN PLAN - SHORT TERM DOUGLAS COUNTY, 1993

This plan lays out an extensive county wide system. Over 40 projects are listed and detailed, including expected preliminary engineering, right-of-way, and construction costs. There are both short-term and long-term projects in this plan. The short-term part of this plan is mapped out at right. Most of the projects recommended in the short-term part of the plan exist in and around the city limits of Douglasville. It lays out a comprehensive system of shared-use paths and trails for the part of Douglasville north of Sweetwater Creek State Park. This system extends up north to Lithia Springs.

112 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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BICYCLE & PEDESTRIAN PLAN - LONG TERM DOUGLAS COUNTY, 1993

The long-term network is mapped out at right. Whereas the short-term plan remained close to the city limits, the long-term projects range all over the county. A wide-ranging system of bike lanes is recommended that connects from one end of Douglas County to another. Sidewalks are also recommended throughout the county, especially connecting to schools outside of the city limits.

114 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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LIVABLE CENTERS INITIATIVE STUDY CITY OF DOUGLASVILLE, 2001

Douglasville’s first Livable Centers Initiative report presented a sweeping vision for the future of Douglasville. In addition to a pedestrian and bicycle network, the plan calls for a commuter rail station for a passenger train that goes to and from Atlanta, identifies important character areas throughout the city, and lays out a comprehensive list of policy changes that would encourage development and growth. This plan calls for a complete sidewalk network through the city, listing out dozens of specific areas that require sidewalks in order to achive this vision. It also recommends a greenway that connects Hospital Drive to the downtown area.

116 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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SIDEWALK/BICYCLE/MULTI-USE PATH PLAN CITY OF DOUGLASVILLE, 2005

The City of Douglasville’s official Sidewalk/Bicycle/Multi-Use Path plan was adopted in 2005. Like the 2001 LCI, it calls for a complete sidewalk system to service all of Douglasville’s citizens. The sidewalks that existed at the time of adoption are mapped, providing a window into the former level of pedestrian network completeness. Notable recommendations on this map include: • • •

Prestley Mill bike path - scenic route would provide much needed EastWest connectivity for bicycles Riverside Parkway bike path - another scenic route that provides connectivity for the eastern part of Douglasville and to Sweetwater Creek Sweetwater Creek trails - trails along Sweetwater Creek itself would provide people in eastern Douglasville a path to get into the park.

118 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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PRESTLEY MILL ROAD CORRIDOR STUDY CITY OF DOUGLASVILLE, 2006

This plan is an in-depth study of the Prestley Mill Road corridor, an important East-West connector. The study recommended two roundabouts at key intersections and a shared-use path along the length of Prestley Mill Road. This study makes it clear that this corridor is vital to connectivity in this area; without it, pedestrians and cyclists will have, at best, a patchwork way of moving from the eastern edge of Douglasville into the downtown area.

120 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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COMPREHENSIVE TRANSPORTATION PLAN DOUGLAS COUNTY, 2008

This plan takes a comprehensive account of transportation in Douglas County. It assesses traffic conditions and recommends a whole host of roadway improvement projects, targeting capacity and intersection throughput. It also recommends a robust system of pedestrian and bicycle facilities to augment the roadway system. This plan has a strong Safe Routes to School chapter, making specific mention of sidewalk connectivity in the areas surrounding schools. The City commissioned Jacobs to conduct a supplementary Comprehensive Transportation Plan. This supplement builds off of the County’s comprehensive plan, adding roadway projects that are specifically geared towards the City of Douglasville. There are no specific pedestrian or bicycle recommendations in the City supplement. 122 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

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COMPREHENSIVE TRANSPORTATION PLAN

PEDESTRIAN NETWORK PROPOSED IN DOUGLAS COUNTY’S 2008 PLAN

DALLAS HWY

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INTERSTATE

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BIKE LANES

BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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COMPREHENSIVE TRANSPORTATION PLAN

BICYCLE NETWORK PROPOSED IN DOUGLAS COUNTY’S 2008 PLAN

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HIGHWAY 92 LCI STUDY DOUGLAS COUNTY, 2009

JUNE 2009 Prepared for: Douglas County Department of Planning and Zoning by:

The County also commissioned a Livable Centers Initiative plan, targeting the area just east of Douglasville. It lays out a vision for the area surrounding State Route 92 as it strikes out of the City of Douglasville, focusing on the intersections of SR 92 with the other roads in the area to spur nodal development. The plan details a robust network of shared-use paths that criss-cross throughout this area, permitting people of all ages and abilities to move throughout the Livable Center on foot or by bike.

124 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

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STATE PARK

COUNTY ROAD

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RID

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ON NT OR

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HIGHWAY 92 CORRIDOR LCI STUDY

PEDESTRIAN NETWORK PROPOSED IN DOUGLAS COUNTY’S 2009 PLAN

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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BIKE LANES

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NON-SPECIFIC CONNECTION

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HIGHWAY 92 CORRIDOR LCI STUDY

BICYCLE NETWORK PROPOSED IN DOUGLAS COUNTY’S 2009 PLAN

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LIVABLE CENTERS INITIATIVE STUDY 10-YEAR UPDATE CITY OF DOUGLASVILLE, 2011

DRAFT City of Douglasville

Livable Centers Initiative Study 10-Year Update May 31, 2011

Prepared for: City of Douglasville Prepared by: Tunnell-Spangler-Walsh & Associates Croy Engineering Marketek, Inc.

Ten years after the first Livable Centers Initiative Study, the City commissioned an updated plan. With an expanded study area, this plan aims to assess the completion of the previous LCI and outline a path moving forward. Many of the pedestrian and bicycle projects from the previous reports were scaled back due to funding constraints. Generally, sidewalks that were recommended on both sides of the road in the 2001 study were pared back to just one side of the road in this study. Furthermore, the commuter train platform was removed from the vision because of pushback from the public regarding the old train station’s history of segregation. However, this plan does expand on some aspects of the first plan. This is where Dallas Highway is first mentioned as a priority moving forward, a vision that has blossomed into a multi-modal corridor in later plans. 126 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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LIVABLE CENTERS INITIATIVE 10-YEAR UPDATE

PEDESTRIAN NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2011 PLAN

DALLAS HWY

LEGEND

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INTERSTATE

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LIVABLE CENTERS INITIATIVE 10-YEAR UPDATE

BICYCLE NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2011 PLAN

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HIGHWAY 92 CORRIDOR STUDY CITY OF DOUGLASVILLE, 2012

City of Douglasville HIGHWAY 92 CORRIDOR STUDY October 2012

Prepared for: City of Douglasville Prepared by: Tunnell-Spangler-Walsh & Associates Croy Engineering

Not to be confused with the County’s Highway 92 Livable Centers Initiative study, this plan lays out a vision for Highway 92 within the city limits. The goal is for the New 92 to avoid being just another highway by augmenting it with active transportation facilities. A shared-use path along the New 92 is the backbone of the system, with bike lanes and new roadway expanding outwards. Furthermore, it details streetscape standards for the area that will enhance the aesthetics and livability of the surrounding area.

128 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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RID

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HIGHWAY 92 CORRIDOR STUDY

PEDESTRIAN NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2012 PLAN

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HIGHWAY 92 CORRIDOR STUDY

BICYCLE NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2012 PLAN

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I-20 AT BRIGHT STAR ROAD TRANSPORTATION STUDY CITY OF DOUGLASVILLE, 2015

This plan explores the southwest area of Douglasville surrounding Bright Star Road as it crosses over I-20. Although specifically scoped to assess traffic conditions and provide recommendations to increase capacity and circulation for motor vehicles, the plan does recommend a robust system throughout this area. The highlight among these pedestrian and bicycle recommendations is the system proposed for the neighborhoods just south of the Arbor Place Mall. This system was the springboard for the Arbor Place loop mentioned in the Introduction of this report. It provides good circulation for active transportation for this vital commercial and residential area. Furthermore, this study touches upon many other corridors that would greatly benefit from active transportation, such as Campbellton Street and Prestley Mill Road. 130 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

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INTERSTATE

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STATE PARK

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I-20 AT BRIGHT STAR ROAD TRANSPORTATION STUDY

PEDESTRIAN NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2015 PLAN

DALLAS HWY

LEGEND

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INTERSTATE

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BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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I-20 AT BRIGHT STAR ROAD TRANSPORTATION STUDY

BICYCLE NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2015 PLAN

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2 MI

LIVABLE CENTERS INITIATIVE 5-YEAR UPDATE CITY OF DOUGLASVILLE, 2016

The Livable Centers Initiative study was revisited once more in 2016 to assess the progress-to-date since the ten-year update. Many of the projects from the previous studies were built or were deemed no longer relevant and removed for this study. It still recommends a robust system of sidewalks and bike paths for the downtown area.

132 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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STATE PARK

COUNTY ROAD

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LIVABLE CENTERS INITIATIVE 5-YEAR UPDATE

PEDESTRIAN NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2016 PLAN

DALLAS HWY

LEGEND

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INTERSTATE

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BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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LIVABLE CENTERS INITIATIVE 5-YEAR UPDATE

BICYCLE NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2016 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 133

2 MI

DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN CITY OF DOUGLASVILLE, 2017

DOUGLASVILLE

DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN

ADOPTED: DECEMBER 18, 2017

This plan to revitalize downtown Douglasville lays out an ambitious vision for the future. Centered around a flagship redevelopment of the former jail into a beautiful Town Green as seen above, this plan is the roadmap as Douglasville moves forward. A downtown network for bikes called the “Bike Loop” is recommended, which consists of a series of cycle tracks and multi-use paths that will allow bikes to move safely throughout downtown.

134 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DOWNTOWN

MASTER PLAN

DALLAS HWY

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DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN

PEDESTRIAN NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2017 PLAN

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INTERSTATE

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DOWNTOWN MASTER PLAN & 10-YEAR STRATEGIC PLAN

BICYCLE NETWORK PROPOSED IN CITY OF DOUGLASVILLE’S 2017 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 135

2 MI

SWEETWATER CREEK MASTER PLAN - CONCEPT A DOUGLAS COUNTY, 2017

This plan, commissioned by Douglas County, seeks to guide development in the area surrounding Sweetwater Creek State Park. It is largely a land use plan that prescribes policy to guide development and proposes roadway alterations to improve access for the trucking industry. Part of this plan details a greenway system just east of Sweetwater Creek State Park. This would provide connectivity for active transportation users from Blairs Bridge Road to Riverside Parkway and would connect into the park. Two concepts are presented - Concept A is mapped at right.

136 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

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SWEETWATER MASTER PLAN - CONCEPT A

PEDESTRIAN NETWORK PROPOSED IN DOUGLAS COUNTY’S 2017 PLAN

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INTERSTATE

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NON-SPECIFIC CONNECTION

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SWEETWATER MASTER PLAN - CONCEPT A

BICYCLE NETWORK PROPOSED IN DOUGLAS COUNTY’S 2017 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 137

2 MI

SWEETWATER MASTER PLAN - CONCEPT B DOUGLAS COUNTY, 2017

This plan, commissioned by Douglas County, seeks to guide development in the area surrounding Sweetwater Creek Park. It is largely a land use plan that prescribes policy to guide development and proposes roadway alterations to improve access for the trucking industry. Part of this plan details a greenway system just east of Sweetwater Creek State Park. This would provide connectivity for active transportation users from Blairs Bridge Road to Riverside Parkway and would connect into the park. Two concepts are presented - Concept B is mapped at right.

138 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

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INTERSTATE

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STATE PARK

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SWEETWATER MASTER PLAN - CONCEPT B

PEDESTRIAN NETWORK PROPOSED IN DOUGLAS COUNTY’S 2017 PLAN

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INTERSTATE

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SWEETWATER MASTER PLAN - CONCEPT B

BICYCLE NETWORK PROPOSED IN DOUGLAS COUNTY’S 2017 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 139

2 MI

COMPREHENSIVE PARKS & RECREATION MASTER PLAN CITY OF DOUGLASVILLE, 2018

This plan assesses the sate of Douglasville’s parks. It lists all the amenities at each of the parks, recommendations for future installations, pinpoints funding sources, and outlines a vision for connectivity amongst the parks. Although not specific in its recommendations, the active transportation connectivity that is outlined herein would be a robust system that people could use to get wherever they wish to go, not just to and from the parks.

140 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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COMPREHENSIVE PARKS & RECREATION MASTER PLAN

PEDESTRIAN NETWORK PROPOSED IN CITY’S 2018 PLAN

DALLAS HWY

LEGEND

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INTERSTATE

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BIKE LANES

BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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COMPREHENSIVE PARKS & RECREATION MASTER PLAN

BICYCLE NETWORK PROPOSED IN CITY’S 2018 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 141

2 MI

NORTHSIDE REDEVELOPMENT PLAN CITY OF DOUGLASVILLE, 2018

This plan focuses on the area of Douglasville north of the Norfolk-Southern railroad tracks through downtown. It lists catalyst projects that are intended to revitalize the north downtown area and spur development at these nodes. In terms of pedestrian and bicycle infrastructure, it recommends a network of connections throughout the area, largely consisting of trails and multi-use paths. The flagship infrastructure recommendation is a shared-use path along Dallas Highway that would serve as the backbone for the entire area. The next plan, the Dallas Highway LCI, deals entirely with this project.

142 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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NORTHSIDE REDEVELOPMENT PLAN

PEDESTRIAN NETWORK PROPOSED IN CITY’S 2019 PLAN

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INTERSTATE

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BIKE LANES

BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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NORTHSIDE REDEVELOPMENT PLAN

BICYCLE NETWORK PROPOSED IN CITY’S 2019 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 143

2 MI

DALLAS HIGHWAY LIVABLE CENTERS INITIATIVE CITY OF DOUGLASVILLE, 2019

This plan provides a vision for a complete Dallas Highway that would serve as the backbone for transportation and redevelopment on the north side of town. In addition to the shared-use path along the length of Dallas Highway on into the New 92 shared-use path, this plan also recommends a couple of roundabouts at key intersections and a multimodal hub where Dallas Highway meets the Norfolk Southern railroad.

144 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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NS RAILROAD

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STATE PARK

COUNTY ROAD

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DALLAS HIGHWAY LIVABLE CENTERS INITIATIVE

PEDESTRIAN NETWORK PROPOSED IN CITY’S 2019 PLAN

DALLAS HWY

LEGEND

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INTERSTATE

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COUNTY ROAD

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BIKE LANES

BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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DALLAS HIGHWAY LIVABLE CENTERS INITIATIVE

BICYCLE NETWORK PROPOSED IN CITY’S 2019 PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 145

2 MI

CHATTAHOOCHEE HILL COUNTRY REGIONAL GREENWAY TRAIL DOUGLAS COUNTY, ONGOING

The Chattahoochee Hill Country Trail is a planned 100-mile trail that would follow the Chattahoochee River, going through many Georgia counties along its way. Douglas County has commissioned AECOM to conduct preliminary engineering for a segment of this trail that leads from Boundary Waters Park (south of the current extent of the map at right) all the way up and along the east side of Sweetwater Creek State park, terminating at the northeastern end of the park. This segment has been split into three phases. As of this report’s writing, the alignment for all three phases has been chosen and preliminary design work for the first phase (the southernmost leg from Boundary Waters Park to State Route 92) is underway.

146 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

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NS RAILROAD

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NON-SPECIFIC CONNECTION

STATE PARK

COUNTY ROAD

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CHATTAHOOCHEE HILL COUNTRY REGIONAL GREENWAY TRAIL

PEDESTRIAN NETWORK PROPOSED IN COUNTY’S ONGOING PLAN

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INTERSTATE

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BIKE LANES

BIKE ROUTES/SHARROWS SHARED-USE PATHS

NON-SPECIFIC CONNECTION

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CHATTAHOOCHEE HILL COUNTRY REGIONAL GREENWAY TRAIL

BICYCLE NETWORK PROPOSED IN COUNTY’S ONGOING PLAN

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 147

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PREVIOUS PLAN BLENDED NETWORKS

148

2.2 PREVIOUS PLAN BLENDED NETWORKS After analyzing each of these plans for pedestrian and bicycle connectivity separately, the recommendations from all of the plans were layered to create the maps on the following pages. These maps represent the City of Douglasville’s vision of becoming a city that embraces pedestrians and bicyclists into its fully connected active transportation system.

FIGURE 28: Blended network maps.

Douglasville Pedestrian & Bicycle Connectivity Plan | NETWORK ANALYSIS 149

BLEND OF PREVIOUSLY PROPOSED PED NETWORKS

DALLAS H WY

CITY OF DOUGLASVILLE

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COUNTY ROADS CITY ROADS

150 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

COBB COUNTY

BLA

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FULTON COUNTY

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 151

BLEND OF PREVIOUSLY PROPOSED BIKE NETWORKS

DALLAS H WY

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LEGEND

CITY LIMITS

EXISTING BIKE LANES

NS RAILROAD

BIKE ROUTES/SHARROWS

STATE PARK

INTERSTATE

COUNTY ROADS CITY ROADS

BIKE LANES

SHARED-USE PATHS

NON-SPECIFIC CONNECTION

152 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

COBB COUNTY

BLA

IRS BRID

RD ON NT OR

RIVER

SIDE

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 153

PREVIOUSLY RECOMMENDED OFF-STREET FACILITIES

DALLAS H WY

CITY OF DOUGLASVILLE

AG O

AV E

FAIR B

AVE

ON LT

LVD

LAS B

DOUG

CHAPEL HIL

LEGEND

OUT LIMITS

STATE PARK

PREVIOUSLY RECOMMENDED OFF-STREET FACILITIES

NS RAILROAD INTERSTATE

POTENTIAL CUL-DE-SAC CONNECTIONS

COUNTY ROADS CITY ROADS

154 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

COBB COUNTY

BLA

IRS BRID

RD ON NT OR

RIVER

SIDE

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 155

FREQUENCY OF PREVIOUSLY PROPOSED CORRIDORS

DALLAS H WY

CITY OF DOUGLASVILLE

AG O

AV E

FAIR B

AVE

ON LT

LVD

LAS B

DOUG

CHAPEL HIL

LEGEND

CITY LIMITS

RECOMMENDED IN 7-8 PLANS

NS RAILROAD

RECOMMENDED IN 3-4 PLANS

STATE PARK

INTERSTATE

COUNTY ROADS

RECOMMENDED IN 5-6 PLANS RECOMMENED IN 1-2 PLANS

CITY ROADS

156 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

COBB COUNTY

BLA

IRS BRID

RD ON NT OR

RIVER

SIDE

1/2

FULTON COUNTY

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 157

CONNECTIVITY HEATMAPS

158

2.3 CONNECTIVITY HEATMAPS Once our team had a complete understanding of both existing conditions and previous plans, we began to analyze the networks to determine where connectivity is most needed. Traditionally, transportation planners would draw a radius on a map or aerial representing a certain distance one could walk from point A to point B (one-half mile for this discussion). This, of course, would not take into account any physical barriers that might be encountered that could dramatically increase a halfmile walk.

FIGURE 29: Travelshed explanation.

We took a more novel approach. Enter the travelshed. This method of creating a “half-mile walking radius” involves mapping out the area that you could get to by walking a half-mile along the network at hand. The edge of the red-shaded area above represents the distance you could reach by walking a half-mile along the street network. The red-shaded area itself represents all of the routes you could take to get to the edge. Travelsheds provide us a better sense of the permeability of the network than a traditional radius. Douglasville Pedestrian & Bicycle Connectivity Plan | NETWORK ANALYSIS 159

HEATMAPPING METHODOLOGY Then we take it a step further. Let’s say that we live right near Mill Village Park (the square outlined in red at the right side of the map). I want to take my child to school and then later get over to the museum. Which roads are important for this three step trip?

STEWART MIDDLE SCHOOL

MILL VILLAGE PARK

DOUGLASVILLE MUSEUM

We can build travelsheds for each of these destinations and overlap them, which will give us a “heatmap” of connectivity. Starting with 1 at right, we build a travelshed from the first destionation. Then we build a travelshed from the museum (image 2) and another originating from the school. Once we overlap these three travelsheds, we can clearly see that the streets in the darkest red area in the middle are connected between all three of these places. This may be obvious when dealing with only three locations, but when you are dealing with hundreds of destinations and thousands of residential parcels, it is a powerful tool for identifying the streets that link critical aspects of the network. 2

FIGURE 30: Overlapping travelshed heatmapping methodology.

160 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

Finally, we count the number of travelsheds that overlaps each segment, resulting in a map similar to the one below. This map is a simple representation - we aggregate thousands of these travelsheds from a variety of different locations and at different scales to gain an understanding of Douglasville’s connectivity.

FIGURE 31: Connectivity heatmap methodology.

We ran this analysis methodology in a variety of different ways, as outlined in the table at right. There are three networks that we studied:

For each of these networks, we created travelsheds from three different origins: General - Intersections of streets Residential - Parcels of Residences Destinational - Parcels of Destinations

SIDEWALK

• • •

The travelsheds were three different distances: Quarter-mile (typical walking trip) Half-mile (typical walking or biking trip) One-mile (typical biking trip)

BICYCLE

• • •

TRAVELSHED ORIGIN

STREET

•

Existing Street Network along street centerlines Existing Pedestrian Network along pedestrian infrastructure centerlines Existing Bicycle Network along bicycle infrastructure centerlines

NETWORK

• •

Walking travelsheds were studied at only the quarter-mile and half-mile distances; biking travelsheds were studied at only the half-mile and one-mile distances; and the street network was studied for all three distances for comparison.

GENERAL

RESIDENTIAL

DESTINATIONAL

QUARTER-MILE HALF-MILE ONE-MILE

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

FIGURE 32: Different types of heatmaps.

Douglasville Pedestrian & Bicycle Connectivity Plan | NETWORK ANALYSIS 161

GENERAL SIDEWALK CONNECTIVITY - QUARTER MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

At the scale of quarter mile-travelsheds, the most intrinsically well-connected place in Douglasville is the Tributary development with its densely packed streets. Besides that, there are many short segments of road near downtown that are lacking in connectivity. In the map below, Rose Avenue along the cemetery and Chicago Avenue near the intersection with Cedar Mountain Road stand out. These are two critical pieces of missing sidewalk.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

QUARTER-MILE travelsheds were created originating from intersections along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the GENERAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

AV E

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL GENERAL SIDEWALK NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND SIDEWALK NETWORK CONNECTIVITY

162 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL STREET NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG STREET NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL SIDEWALK NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 163

2 MI

GENERAL SIDEWALK CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

STREET SIDEWALK

Streets that are missing sidewalks in the downtown area become much more prominent when the travelshed length increases to a half mile. Adair Street and Spring Street are the most prominent. Additionally, Ellis Street stands out as needing sidewalks, as does Creekwood Drive in the Arbor Place neighborhoods area. Finally, Old Lower River Road is important for children walking to school from Tributary.

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from intersections along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the GENERAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

GENERAL

RESIDENTIAL

DESTINATIONAL

QUARTER-MILE HALF-MILE ONE-MILE

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL GENERAL SIDEWALK NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND SIDEWALK NETWORK CONNECTIVITY

164 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL SIDEWALK NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 165

2 MI

RESIDENTIAL SIDEWALK CONNECTIVITY - QUARTER MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

Potential connectivity moves outward from the downtown area when travelsheds originate from residential parcels. In the map below we can see that the southernmost part of Chapel Hill Road is “hot”. Sidewalks are greatly needed in this area to serve the large number of people living in the neighborhoods along Chapel Crossing Road. Chicago Avenue is highlighted once more, signalling the need to complete the sidewalk there. Meanwhile, Riverside Parkway at the western terminus of the City is also bright red, indicating need there.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

QUARTER-MILE travelsheds were created originating from residential parcels along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the RESIDENTIAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL RESIDENTIAL SIDEWALK CONNECTIVITY 0

166 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL STREET NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG STREET NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL SIDEWALK NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 167

2 MI

RESIDENTIAL SIDEWALK CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

At the half-mile level, all three of the maps of travelsheds from residences are hot in the downtown area. The differential map below being red in the same area indicates that there is a lack of connectivity along many of the streets that lead into the downtown area, which results in fewer pedestrian travelsheds that reach downtown. This strengthens the case for the connections surrounding downtown that were identified in the previous set of maps.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from residential parcels along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the RESIDENTIAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street.The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL RESIDENTIAL SIDEWALK CONNECTIVITY 0

168 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

1/2

2 MI

CONNECTIVITY

COUNTY ROAD

NS RAILROAD

CITY ROAD

GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL SIDEWALK NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 169

2 MI

DESTINATION SIDEWALK CONNECTIVITY - QUARTER MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

As you can see in the destinational street connectivity map at right, the downtown area, the Arbor Place Mall area, and the Hospital Drive area are full of destinations of interest. Hospital Drive is well connected with sidewalks, but some areas in the downtown core and along Douglas Boulevard in the Arbor Place Mall area are lacking connectivity. These will be important roads for sidewalks to connect people to places.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

QUARTER-MILE travelsheds were created originating from destinations of interest along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the DESTINATIONAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL DESTINATIONAL SIDEWALK CONNECTIVITY 0

170 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL STREET NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG STREET NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL SIDEWALK NETWORK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 171

2 MI

DESTINATION SIDEWALK CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

When the length of the travelshed increases to a halfmile, the street connectivity map becomes more red, but the sidewalk connectivity map remains largely unchanged. The result is that other ares where the sidewalks are lacking in connectivity is highlighted in the differential map. Below, the area north of the Norfolk Southern railroad heats up. There is little sidewalk connectivity across the tracks. Other important roads requiring connectivity are Stewart Mill Road and the west part of Douglas Boulevard near the park and ride.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from destinations of interest along the street network (top map) and along the SIDEWALK network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the DESTINATIONAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street.The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL DESTINATIONAL SIDEWALK CONNECTIVITY 0

172 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL SIDEWALK NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 173

2 MI

GENERAL BICYCLE CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

For bicycle connectivity, the area surrounding downtown is lacking in connectivity. This is why the downtown is hot for bicycles, but not quite as hot as it is for cars. Furthermore, one segment along Fairburn Road right around the Dorris Road and Hospital Drive intersections is severely lacking in connectivity. The center of the Arbor Place neighborhoods along Parkway South is also lacking in connectivity. This is the center of the Arbor Place neighborhoods, and as such will be critical for any connectivity.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from intersections along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the GENERAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for pedestrians.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL GENERAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

174 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL BICYCLE NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 175

2 MI

GENERAL BICYCLE CONNECTIVITY - ONE MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

At the one-mile travelshed level, the downtown area is very hot on both maps. Here it is best to look at the area surrounding the red-hot area. Looking at the bicycle connectivity map, the heat of the downtown area quickly cools off once you move out of downtown, indicating again that bike connectivity leading up to downtown is lacking. This is reflected further in the differential heatmap below, where the outer fringes of downtown are lit up. Dallas Highway, Hospital Drive, Duralee Lane, and Chicago Avenue are the targets from these maps.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

ONE-MILE travelsheds were created originating from intersections along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the GENERAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for bicyclists.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL GENERAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

176 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL STREET NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG STREET NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL BICYCLE NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 177

2 MI

RESIDENTIAL BICYCLE CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

In Douglasville, residences tend towards the outer edges of the city limits. This results in the potential additional connectivity map below being red mostly in places like Malone Road, Chicago Avenue, Rose Avenue, Chapel Hill Road at the southern end, and Riverside Parkway near the Tributary development. These are critical areas for bicycle connectivity to fluorish, as these represent the potential starting points for a vast number of potential cyclists.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from residential parcels along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the RESIDENTIAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for bicyclists.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL RESIDENTIAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

178 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

1/2

2 MI

CONNECTIVITY

COUNTY ROAD

NS RAILROAD

CITY ROAD

GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

DR SPIT AL HO

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL BICYCLE NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 179

2 MI

RESIDENTIAL BICYCLE CONNECTIVITY - ONE MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

At the one mile level, heat becomes further concentrated in the downtown area. Interestingly, in the differential map, the north and west side of the railroad tracks indicate the most lacking ares for bicycle connectivity. Facilities along Strickland Street, Dallas Highway, and Chicago Avenue will be important. We can also see that Cedar Mountain Drive is lit up, as is Rose Avenue and Club Drive.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

ONE-MILE travelsheds were created originating from residential parcels along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the RESIDENTIAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for bicyclists.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL RESIDENTIAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

180 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL STREET NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG STREET NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

RESIDENTIAL BICYCLE NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 181

2 MI

DESTINATIONAL BICYCLE CONNECTIVITY - HALF MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

Destinations in Douglasville are concentrated in the downtown area and in the Arbor Place Mall area. The downtown area is somewhat connected because there are many comfortable local streets for cyclists to ride, but this is not so in the Arbor Place Mall area. Douglas Boulevard, Bill Arp Road, and Chapel Hill Road are bright red - only the bravest cyclists would dare ride on such car-centric thoroughfares. Facilities will be important along these streets to facilitate active transportation to retail shopping and dining.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

HALF-MILE travelsheds were created originating from destinations of interest along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the DESTINATIONAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for bicyclists.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL DESTINATIONAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

182 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL STREET NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG STREET NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL BICYCLE NETWORK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 183

2 MI

DESTINATIONAL BICYCLE CONNECTIVITY - ONE MILE

LEGEND DALLAS HWY

STUDY AREA

RESIDENTIAL

DESTINATIONAL

STREET

QUARTER-MILE HALF-MILE ONE-MILE

SIDEWALK

Once again, bicycle connectivity is hot in the downtown area and immediately cools off going into the north side. Meanwhile, potential connectivity needs have shifted slightly to highlight the south side of Campbellton Road, Duralee Lane, and Timber Ridge Road. Douglas Boulevard is also an obvious target, as is Fairburn Road near where the New SR 92 splits off.

GENERAL

QUARTER-MILE HALF-MILE

HALF-MILE ONE-MILE

BICYCLE

POTENTIAL TARGETS

TRAVELSHED ORIGIN

NETWORK

ONE-MILE travelsheds were created originating from destinations of interest along the street network (top map) and along the BICYCLE network (bottom map). For each segment of every road, the number of overlapping travelsheds was counted. This results in the DESTINATIONAL connectivity heat maps at right. Redder lines indicate that more travelsheds pass over that segment of street. Bluer lines indicate that relatively few travelsheds passed over that segment of street. The map below is the difference between the two maps at right. This highlights areas that are highly connected for streets but lacking connectivity for bicyclists.

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

POTENTIAL ADDITIONAL DESTINATIONAL BICYCLE NETWORK CONNECTIVITY

DIFFERENCE BETWEEN STREET NETWORK CONNECTIVITY AND BICYCLE NETWORK CONNECTIVITY

184 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL STREET NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG STREET NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

1/2

2 MI

CONNECTIVITY

COUNTY ROAD

NS RAILROAD

CITY ROAD

GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

DESTINATIONAL BICYCLE NETWORK CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BICYCLE NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 185

2 MI

INITIAL PRIORITY CORRIDORS

EASEMENT

TR L

H RC

U CH

UB CL

E RD POP

ON LT

BILL

ARP

ILL W AR T

LEGEND

NS RAILROAD

WA RT M

ST E

ILL

STATE PARK

CHAPEL HIL

CITY LIMITS

EY MILL

PRIORITY CORRIDORS IDENTIFIED IN ANALYSIS EFFORT

INTERSTATE

COUNTY ROADS CITY ROADS

186 NETWORK ANALYSIS | Douglasville Pedestrian & Bicycle Connectivity Plan

CHAPEL CROSSING RD

AIL

AVE

ST CREEKWOOD DR

. RD

PRESTL

C AY KW

R PA

ARBOR PKWY

EL LVD

DOUG

LAS B

EST RD

URN

SELMAN AVE

JOHN W

FAIR B

AV E

COLQUITT ST

AG O

S EA

L AI

MALONE RD

HOSPITAL DR

DALLAS H WY

CITY OF DOUGLASVILLE

AT E

This map depicts the initial priority corridors that resulted from the connectivity analysis in the preceding pages. The corridors outlined here will be critical to provide a solid foundation for active transportation in the City of Douglasville. In the next chapter, facilities will be recommended on each of these roads to complete the pedestrian and bicycle network. In the course of making recommendations, some of the connections identified here were altered or realigned or removed, and may not be reflected in the final recommendations.

COBB COUNTY

G RID

BLA

NT ON

TRAIL

IRS B

ENT

C RO

EM EAS

SE RD

RIVER

SIDE

FULTON COUNTY

NOTE: This plan is only scoped to study and make recommendations for the roads in Douglasville’s city limits. Initial Priority Corridors outside the limits are suggestions only. 0

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Douglasville Pedestrian & Bicycle Connectivity Plan| NETWORK ANALYSIS 187

188

THE PROCESS PART III RECOMMENDATIONS

1 2 3

3.0 Recommendations Overview..................................... 190-191 3.1 Organizing Framework: Loops.................................... 192-195 Greater Downtown...................................................... 196-197 Arbor Place................................................................... 198-199 Little Aneewakee......................................................... 200-201 Sweetwater Creek....................................................... 202-203 3.2 Gap Filling Maps.......................................................... 204-217 3.3 Recommendations Maps............................................ 218-219 Overview of Infrastructure Types................................ 220-221 Pedestrian Recommendations................................... 222-233 Bicycle Recommendations......................................... 234-245 3.4 Prioritized Projects........................................................ 246-247 Scoring Methodology.................................................. 248-250 Top 30 Projects............................................................. 251-285 3.5 Full Ranked Project List................................................ 286-291 3.6 Before & After Heatmaps............................................. 292-293 Pedestrian..................................................................... 394-299 Bicycle........................................................................... 300-305

189

3.0 RECOMMENDATIONS OVERVIEW This chapter lays out the design team’s final recommendations to create a robust active transportation system in the City of Douglasville.

Organizing Framework: Loops

Before diving in for a closer look at the recommendations, it is important to understand the framework that the design team used. Our goal was to create fractal loops in the active transportation system. Flexibility and resiliency in transportation systems can be achieved through cultivating loops at various scales. With multiple loops weaving in and out of each other at a variety of scales, people can generally get where they need to go.

Gap Filling Maps

With an understanding of the macro-level framework, we can dive into the micro-level. After identifying the gaps in the Part I and the corridors that are connective in Part II, it is time to identify gaps in the network that need to be filled. In the gap filling maps, we map out the existing infrastructure, the infrastructure that is missing and needs to be built, and the infrastructure that needs to be upgraded.

190 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

Recommendations Maps Once we’ve identified the gaps that need to be filled, the design team consolidated these gaps into a set of 122 projects that will create a reliable active transportation system for the City of Douglasville.

Prioritized Projects

Finally, we take the recommendations and run them through a rigorous prioritization process. The goal is to rank the projects from 1 to 122 on the basis of most impactful in pursuit of connectivity. The result is a stepby-step process to establish active transportation as a viable, useful, and joyful way to travel.

RT! STA

RT!

STA

RT!

STA

RT!

STA

Before & After Heatmaps

At the end of this document, we will perform the same connectivity analysis that was conducted on the existing network in Part II. This time we will conduct the analysis on the final condition network to check our work. Once again, we take the difference between the before and the after to paint a picture of the impact that the following active transportation facility recommendations will have on the City of Douglasville’s connectivity.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 191

ORGANIZING FRAMEWORK: LOOPS

192

3.1 ORGANIZING FRAMEWORK: LOOPS The recommendations herein follow a general framework of cultivating loops in Douglasville’s transportation system. Active transportation loops provide a multitude of benefits for the surrounding community. First and foremost, they provide people throughout the city a corridor to get to and from their destinations safely and comfortably. Second, it is the perfect way to get people outside recreating - a loop permits people to get to the park, to go on long distance loop rides, and generally just get outside and exercise. Third, loops are the best way to break up the overall vision. They are discrete and actionable without being overwhelming. Most importantly, loops create marketing opportunities that can kick off incredible private sector investment.

FIGURE 33: Loops as an organizing framework.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 193

PAULDING LOOPS: AN ORGANIZING FRAMEWORK COUNTY CITY OF DOUGLASVILLE

GREATER

PAGES 196-197

N OW NT

DO W

LEGEND

OUTSIDE CITY LIMITS STATE PARK

NS RAILROAD INTERSTATE

ACTIVE TRANSPORTATION LOOP FOR CONSIDERATION

194 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

AN EE LITTLE

PLACE R BO PAGES198-199

A KE E W PAGES 200-201

COBB COUNTY

EE SW

AT PAGES 202-203 ER C RE E K

FULTON COUNTY

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Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 195

INFRASTRUCTURE LEGEND

FEATURES

SHARED-USE PATH

OUTSIDE CITY LIMITS

SIDEWALK

PARKS

TWO-WAY CYCLE TRACK G11 BIKE LANE

SCHOOLS GROCERY

LOCATION KEY MAP

BOULEVARD/SHARROWS

NS RAILROAD

GREENWAY/TRAIL

GR EE

NW AY

RR CROSSING

SI TH R NO

JESSIE DAVIS PARK

NEW

STA TE RO U

STEWART MIDDLE

WILLING WORKERS PARK

CEDAR MTN

SUP2

KROGER

FUTURE TOWN GREEN

WOODIE FITE SENIOR CENTER DOUGLAS COUNTY HIGH

MULTIMODAL CENTER

ROSE AVE

HUNTER PARK

WALMART

PR E S TLEY

MILL RD .

WEST PINES GOLF CLUB

GREATER DOWNTOWN LOOP

GREATER DOWNTOWN AREA

DURALEE LN

IL TR A

FAIRBURN RD.

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196 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 MI

GREATER DOWNTOWN LOOP The map at left depicts the Greater Downtown Area. Douglasville can mirror the success of the Atlanta Beltline and the Carrollton Greenbelt by making its own similar loop and branding it accordingly. This loop would provide people from all areas surrounding the downtown area to move freely throughout this part of Douglasville, accessing the hospital, the downtown area, and all of the schools and parks in this area. Having a loop system of this magnitude would bring in recreational tourists from all over Metro Atlanta.

NORTHSIDE GREENWAY

Recommended in the Northside Redvelopment Plan, this trail would be a treasured asset for the surrounding communities. In addition to providing alternative transportation options, such an impactful trail would spur development and economic growth.

Image source: pathfoundation.org

CONCOURSE PARKWAY CYCLE TRACK

With two-lanes of motor vehicle traffic in each direction and no pedestrian or bicycle facilities, Concourse Parkway will greatly benefit from a cycle track. This will connect the Golf Club Trail with the Rose Avenue path to complete the Greater Downtown loop. It will also allow active transportation users to access Walmart and Sam’s Club, important consumer shopping destinations.

Image source: whatsnextatl.org

OLD DORRIS ROAD

This old road right-of-way runs right behind the Wellstar Douglas Hospital and ends at the multi-modal center. This is the perfect site for a trail - it connects to other modes of transportation, provides recreational opportunities for doctors and patients, and would run along an already cleared right-of-way that is owned by the City.

Image source: trailsandtravel.com

GOLF CLUB TRAIL

A trail connecting from Campbellton Street to Bill Arp Road to the west would be hugely connective for Douglasville. Without this trail, there is little east-west connectivity between Selman Drive and Douglas Blvd.

Image source: atlantatrails.com

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 197

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ARBOR PLACE AREA The Arbor Place neighborhood is amongst the most populous neighborhoods in Douglasville. Furthermore, there are a great deal of businesses along Bill Arp Rd to the west and Chapel Hill Rd to the East. To top it all off, Arbor Place Mall sits at the north end of this area. An active transportation loop in this area would allow residents and shoppers alike to move in between their homes and their destinations on foot or on bike. This would have the added effect of reducing the traffic in this area, as people who live nearby, especially in the Arbor Place neighborhood, will be empowered to leave their cars behind as they travel to their shopping destination. One of the greatest benefits of a loop system in this area is that it will send a message to people that stop off in Douglasville’s shopping district that they have arrived in a place that cares about active transportation in their City.

CAMPBELLTON STREET PATH

Campbellton Street has been identified as an important street in numerous City of Douglasville plans. It is a key corridor for providing north-south connectivity through the center of the City. A shared-use path here will create a solid foundation for future improvements to the active transportation network.

Image source: new.emory.edu

PINECREST DRIVE BIKE BOULEVARD

Creekwood Drive is one of the minor collectors for the Arbor Station community. It is important to maintain the neighborhood character of this area, protecting it from fast-moving thru-traffic seeking an east-west corridor. A bike boulevard would serve the dual-purpose of slowing and calming motor vehicle traffic while also allowing for pedestrians and cyclists to move freely and comfortably. Image source: city.milwaukee.gov

ARBOR STATION GREENWAY

A key goal of this plan is to identify connectivity opportunities for children to get to school safely on foot or on bike. The stream that runs behind Arbor Station Elementary is perfect for this purpose. A greenway along it would connect the school into the neighborhood streets to allow for safe and seamless movement for students.

Image source: peachtreeresidential.com

PARK & RIDE GREENWAY

Arguably the best way to activate the Douglas County Park & Ride at the western end of the Arbor Place area is to provide multimodal transportation connections to it. The Stewart Greenway connects the Park & Ride to the stores in the Bill Arp Rd shopping area and up north across Interstate 20 along scenic paths into Hunter Park. We can encourage people to use Park & Rides is to make biking and walking from them more attractive than parking at their place of work.

Image source: ced.sog.unc.edu

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 199

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LITTLE ANNEEWAKEE LOOP The Little Aneewakee Area, centered around the Grace Lake community, is a highly connective active transportation loop. To the west lies the Arbor Place commercial district and several higher education institutions such as West Georgia Technical College. To the east is the longest greenway that we are proposing - Little Anneewakee Creek Greenway. It connects to Fowler Field Park and the Chapel Hill Golf Course community to the south. This loop would bring important active transportation connectivity to the many people living in and around this area, enabling them to partake in Douglasville’s natural beauty.

STATE ROUTE 92 PATH

Although this plan only recommends building a portion of the shared-use path along State Route 92, the full path from Douglasville to South Fulton County would be incredible for regional connectivity. S.R. 92 runs along a natural ridgeline, making it perfect for long-distance bicycle touring. Image source: dot.ny.gov

LITTLE ANNEEWAKEE CREEK GREENWAY

Little Anneewakee Creek is the namesake for Douglasville’s main watershed. Water is a central feature in our lives, and natural resources such as these should be celebrated. What better way to celebrate this little creek than by integrating it into the active transportation system? A greenway here would allow people in the surrounding community to access Fowler Field and Chapel Hill schools to the south and the grocery store along State Route 92 to the north. Image source: charlottenc.gov

PRESTLEY MILL ROAD PATH

This path is a critical east-west connection for the communities in the surrounding area. In addition, Prestley Mill Road is a very scenic route, which makes it perfect for a recreational pedestrian and bike path. To the west, it will connect with the multimodal center and eventually downtown Douglasville. Image source: baybridgeinfo.org

CHAPEL HILL RD SHARED-USE PATH

There are three shared-use paths recommended along Chapel Hill Rd, indicating its importance to the City’s connectivity. Such a long path would act as the spine for the future transportation system, allowing people to get from the Chapel Hill schools down south to Fowler Field, to the grocery store, to the mall, and eventually to downtown Douglasville to the far north. Image source: traillink.com

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 201

SWEETWATER CREEK LOOP The map at right depicts the Sweetwater Creek Loop. This active transportation system will serve as the backbone for future residential developments. It provides for enjoyable recreational travel from the Tributary development up north to Preston Blvd while allowing access to Sweetwater Creek. Many of these roads are in the county, which is outside of the scope of this study. Such connections are depicted as suggestions only.

HOME DEPOT TRAIL

This trail would start at the northern edge of Sweetwater Creek State Park and follow the creek north to the I-20 overpass and lead north all the way to Thornton Rd. The point where Sweetwater Creek passes underneath I-20 is the path of least resistance for active transportation across the interstate. Image source: FHWA Small Town and Rural Multimodal Networks Guide

REGIONAL GREENWAY TRAIL

The Chattahoochee Hill Country Regional Greenway Trail is a planned 100-mile trail that stretches through four Georgia counties: Carroll, Coweta, Douglas, and Fulton. The first segment of the trail is in planning and design. It will stretch from Boundary Waters Park (south of map extent) to the Northeast edge of Sweetwater Creek State Park. Image source: enjoyburlington.com

RIVERSIDE PARKWAY PATH

Riverside Parkway is poised to become a gem of the Sweetwater Creek Area. This long and scenic route is the main east-west thoroughfare for this area of Douglasville. It carries a high proportion of truck traffic, making it perfect for a fully separated shared-use path.

Image source: nrtdatabase.org

202 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 203

GAP-FILLING MAPS

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3.2 GAP-FILLING MAPS With an understanding of the overarching framework, we can dive into the recommendations. After analyzing network gaps and connective corridors in the first two parts of this study, we identify the gaps in the network that need to be filled to achieve a robust active transportation system. Once the gaps have been identified and sorted, we can consolidate them into actionable projects in the recommendations maps later on in this chapter.

FIGURE 34: Gaps in a transportation network.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 205

GAP FILLING MAP - LOCATION KEYMAP

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Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 209

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Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 211

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212 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 213

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Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 215

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216 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 217

RECOMMENDATIONS MAPS

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3.3 RECOMMENDATIONS MAPS The maps on the following pages represent the design team’s recommendations to achieve a completely connected active transportation network in the City of Douglasville. Once the gaps were identified in the existing conditions phase and the priority corridors were chosen in the network analysis effort, the design team used their experience to consolidate the gaps into specific, actionable projects that would have a positive impact on active transportation connectivity. These maps represent the final vision for the future of active transportation in the City of Douglasville.

FIGURE 35: Future vision of downtown.

NOTE: These recommendations are planning level only. Project centerlines are approximate in nature. Preliminary engineering work should be performed to assess feasibility. Furthermore, rightof-way was not considered in the course of making these recommendations because the design team lacked survey to make such assessments. Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 219

OVERVIEW OF INFRASTRUCTURE TYPES Before diving into the recommendations, it is important to understand the different types of facilities that will be recommended. The cross sections below are to illustrate the typical condition - they are approximate and not to scale. Detailed preliminary engineering is required for the corridor under consideration before any cross section is selected. In the maps that follow, each project is labeled with a project code (that corresponds to one of these infrastructure types) and a number that corresponds to that specific project. The project codes are detailed next to the name of the infrastructure type.

Sidewalks................................SW

5’ to 10’ wide concrete paths intended for exclusive pedestrian use. These enable people of all ages to walk wherever they need to go. It is critical that these sidewalks meet ADA guidelines so that people of all ages and abilites can make it to their destination on a fully connected facility. These are the most commonly recommended facility because at the end of the day, everyone is a pedestrian. Sidewalk 5’ min

Shared-Use Paths.......................SUP

Shared-Use Path

These minimum 10’ concrete paths are intended for use by pedestrians and bicyclists. Shared-Use Paths are great infrastructure improvements because they provide pedestrians and bicyclists a facility that is completely separated from vehicular traffic. Such improvements are perfect for conditions with high vehicular speeds, two lane thoroughfares, and wide rights-of-way. Such corridors are numerous throughout Douglasville, which is why Shared-Use Paths are the second most recommended infrastructure addition.

10’ min

Greenways/Trails.....................................TR

Greenways and Trails are similar to Shared-Use Paths except that they do not follow street rights-of-way. Instead, they tend to run through more natural places, such as through the woods or along rivers and streams. Greenways are treasured additions to any city’s transportation system. Not only do they provide much needed active transportation connectivity, but their beautiful vistas and quiet areas provide citizens much needed outdoor recreation. Furthermore, greenways such as the Atlanta Beltline, the Carrollton Greenbelt, and Alpharetta’s Big Creek Greenway make it clear that infrastructure can play a big role in economic development.

Greenway/ Trail 10’ min

220 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

Complete Streets.....CS

These streets are designed with all potential users in mind. That includes cars, pedestrians, and cyclists, but should also include users such as bus riders and even unorthodox modes of transportation such as skateboards and scooters. Streets such as these are often the Main Street of the city, and act as the seat for the local economy.

Cross Section will vary

Cycle Tracks...............................................CT

A cycle track is essentially a bike lane that is separated from traffic. This separation can be achieved with as little as a 2’ striped buffer and plastic bollards, but more permanent separation (such as the landscaped buffer in the cross section above) is preferred. The simple addition of the protected buffer to a dedicated lane for bicyclists makes people feel much more comfortable riding near vehicular traffic. Often, these can be constructed simply by rededicating a lane of traffic. Cycle tracks can be two-way (at right) or one-way pairs (above).

Cycle Track + Buffer 10’ min + 2’ min

Bike Lanes...............................................BL

Bike lanes are the standard facility for bicycles. They are simply a 5’ wide lane adjacent to the traveled way. Although bike lanes are a widely recommended infrastructure implementation, they should really only be used in constrained conditions where a protected or separated facility is not possible. At the end of the day, the only thing separating the bikes from dangerous motor traffic is a white line.

Bike Lane

5’ min

Bike Boulevards.................................BB

Bike Boulevards are a low-impact implementation that promotes the use of local streets for bicycle travel. Local streets are perfect for bicycle travel - they are typically low-speed and low-volume in terms of motor vehicles, and often they run parallel to more hostile thoroughfares. By installing sharrows to indicate that bicyclists belong in the road and wayfinding signage to make the route clear, these are great low-cost additions to round out the network of more costly infrastructure options.

Shared Travel Lane

11’

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 221

PEDESTRIAN RECOMMENDATIONS

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222 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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NOTE: The faded out aerial represents areas that are NOT in the city limits. AECOM was limited in scope to streets within the city limits of Douglasville. Any projects depicted here outseide of the city limits were NOT studied and are not listed - they are merely suggestions for consideration. 0

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2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 223

FEATURES

OUTSIDE CITY LIMITS

NS RAILROAD

SCHOOLS

PROJECT ENDS

PARKS

PROPOSED SIDEWALK SHARED-USE PATH

RR CROSSING

GROCERY

DOWNTOWN

SUP22

GREENWAY/TRAIL

SW16

JESSIE DAVIS PARK

I HS RT

TR17

TR9

O AG

DALLAS H W

ON LT

P1 4 SU

DOUGLAS COUNTY HIGH

ROSE AVE

11 . ST SUP

AIL

SW54

TR12

SW38

WEST PINES GOLF CLUB

WALMART

GOLF

AY EENW

DOUGLASVILLE MULTIMODAL CENTER

TR5

PR E S TLEY MILL RD SW37 . 5 SW

SW40

WOODIE FITE SENIOR CENTER

AL IT SP

HUNTER PARK

SELMAN DR.

SUP2

SW39

KROGER

SW22 TO H

2 SW

SW56

FAIRBURN R

DURALEE LN SUP12

FUTURE TOWN GREEN

C S2

SW21

WN TO WN DO

E AV

TR1

1 SW

TR10

2 SW

SW50 SW20

IL TR A

SW4 3

SW55

SW26

RE CO 3 N W 23 TO 232N OW GE E D N PA E S PO MA

SW10

CEDAR MTN

STEWART MIDDLE

SW44

SW 1

TR2

AIL

WILLING WORKERS PARK

STA TE RO U

WEST POWERLINE TR

NEW

SW25

SW 51

SW9

SUP19

GR EE

NW AY

SW27

EXISTING SIDEWALK

INFRASTRUCTURE LEGEND

P24

TR7

SE GR

COUR

PEDESTRIAN RECOMMENDATIONS

GREATER DOWNTOWN AREA

1/4

1/2

224 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 MI

LOCATION KEY MAP

GREATER DOWNTOWN AREA PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS

NOTE: For hybrid projects (pedestrian and bicycle accessible) see page 243.

FIGURE 36: Greater Downtown Area pedestrian project list.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 225

INFRASTRUCTURE LEGEND

EXISTING SIDEWALK

DALLAS HW Y.

PROPOSED SIDEWALK

PROPOSED SHARED-USE PATH PROPOSED GREENWAY/TRAIL

FEATURES PARKS

STEWART MIDDLE SCHOOL LOCATION KEY MAP

SCHOOLS GROCERY

SW47

NS RAILROAD

P6 SU

RR CROSSING

N ST LTO

3 SW

FUTURE TOWN GREEN

2 SW

SW1

UB CL

RO S

EA VE.

SW56 SW54

SELMAN DR.

PEDESTRIAN RECOMMENDATIONS

DOWNTOWN CORE AREA

250

500

226 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1000FT

DOUGLAS COUNTY HIGH SCHOOL

. RD

ST. H C UR

N UR

SW13

4 SW

. ST AN NC DU 12 TR . ST AIR AD

L BE MP CA

7 P2

T VE

6 SW

P SU

5 SW

SW30

8 P2 W SU LH A I R MO E 1 M CS N’S

8 SW

DOWNTOWN

I RB FA

PROJECT ENDS

SW7

ST. D N LA 3 K P1 IC U R S ST Y.

DOWNTOWN CORE PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS

FIGURE 37: Downtown Core pedestrian project list.

PEDESTRIAN & BICYCLE PROJECTS CODE

NAME

TYPE

LENGTH

COST

CS1

Church St Complete Street

Complete Street

4560 FT

$2.32 M

SUP1

Selman Dr Path

Shared-Use Path

4360 FT

$1.8 M

Shared-Use Path

3190 FT

$1.99 M

CS2

SUP6

SUP13 SUP27 SUP28

TR12

Fairburn Rd Complete Street Dallas Hwy Path

Veteran's Memorial Hwy Path Strickland St W Path Strickland St E Path

Hospital to Downtown Greenway

Complete Street

Shared-Use Path Shared-Use Path Shared-Use Path

Greenway/Trail

3950 FT

4930 FT 4360 FT 3900 FT

1.35 MI

$9.36 M

$2.14 M $1.83 M $1.64 M

$4.11 M

RANK 28

13 9 7

FIGURE 38: Downtown Core pedestrian + bicycle project list.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 227

PEDESTRIAN RECOMMENDATIONS 0

1/4

1/2

SUP14

1 SUP1

AV E.

SW53

LVD LAS B

DOUG

ARBOR PLACE MALL

SUP20 SUP21

3 P2

. RD

C RE

SUP29 PARK

KW Y.

WO O D DR .

CIRCLE

T AR

ILL

SUP8

W AY

RD.

SW36

PARK

ST E

U TH

R15

ARBOR STATION ELEMENTARY

LOCATION KEY MAP

INFRASTRUCTURE LEGEND EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED SHARED-USE PATH PROPOSED GREENWAY/TRAIL

FEATURES

OUTSIDE CITY LIMITS

NS RAILROAD

SCHOOLS

PROJECT ENDS

PARKS

GROCERY

228 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

SW1 9

ST EW AR TM I LL

W A

SW17

LL HI

ARBOR P

1 SW

GEORGIA HIGHLANDS COLLEGE

AIL

SW14

AS BLVD

SUP18

TR CLUB

EL CHAP

L UG DO

GOLF

SUP7

BILL ARP RD

SW36

SW38

TR7

RR CROSSING DOWNTOWN

WEST PINES GOLF CLUB

SUP

TR3 TR4

DOUGLAS COUNTY HIGH

SW54

. ST

WALMART

N TO LL

SW46

PARK & RIDE

SW56

E PB

HUNTER PARK

M CA

SELMAN DR.

SW39

SW 3

1 MI

RD .

ARBOR PLACE AREA

ARBOR PLACE AREA PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS

PEDESTRIAN + BICYCLE PROJECTS

FIGURE 39: Arbor Place Area pedestrian project list.

CODE

NAME

TYPE

SUP1

Selman Dr Path

SUP7

Parkway Cir N Path

SUP3 SUP8

SUP11 SUP14 SUP18 SUP20 SUP21 SUP23 SUP25 SUP26 SUP29

W Stewart Mill Rd Path

LENGTH

COST

RANK

Shared-Use Path

4360 FT

$1.8 M

Shared-Use Path

2550 FT

$1.03 M

4540 FT

$1.91 M

Shared-Use Path

Parkway Cir S Path

Shared-Use Path

Campbellton St Path

Shared-Use Path

Rose Ave Path

Shared-Use Path

Douglas Blvd W Path Douglas Blvd E Path

Bill Arp Rd (SR 5) S Path Stewart Mill Rd Path

$2.9 M

81 88

$934 K

Shared-Use Path

3460 FT

$1.53 M

Shared-Use Path

1290 FT

$1.2 M

Shared-Use Path

Arbor Pkwy Path

1.33 MI

$1.46 M

2060 FT

Shared-Use Path

Bill Arp Rd (SR 5) N Path

3610 FT

$950 K

Shared-Use Path Shared-Use Path

Chapel Hill Rd N Path

2340 FT

Shared-Use Path

840 FT

2930 FT

$363 K

$1.26 M

1200 FT

$538 K

3890 FT

$1.7 M

66 52

64 80

TR3

Gurley Rd Trail

Greenway/Trail

3800 FT

$1.48 M

TR7

Golf Course Greenway

Greenway/Trail

1.31 MI

$2.67 M

TR4 TR13 TR14 TR15

Bright Star Connector Greenway Hunter Park to Rose Trail Stewart Greenway

Arbor Station Greenway

Greenway/Trail

4620 FT

Greenway/Trail

2770 FT

Greenway/Trail

1.07 MI

Greenway/Trail

1.15 MI

$1.73 M $1.13 M $3.51 M

$3.21 M

FIGURE 40: Downtown Core pedestrian + bicycle project list.

98 90

113

112

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 229

FEATURES

OUTSIDE CITY LIMITS PARKS

SUP12

SCHOOLS GROCERY

NS RAILROAD

SUP

RR CROSSING

RD .

PRESTLEY MILL RD.

WEST GEORGIA TECHNICAL COLLEGE

ID RR BE TIM

CHESTNUT LOG ELEMENTARY

5 SW

SUP1

SW17

SW52

INGLES

PROJECT ENDS

SW17

SU 1

GREENWAY

LOCATION KEY MAP

LIT TL EA NN E

P9 SU

EWAKEE CREEK

CHAPEL HILL RD.

CHAPEL HILL GOLF COURSE

INFRASTRUCTURE LEGEND

FOWLER FIELD

SUP10

EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED SHARED-USE PATH

PEDESTRIAN RECOMMENDATIONS

LITTLE ANNEEWAKEE AREA

1/4

230 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

PROPOSED GREENWAY/TRAIL 1 MI

LITTLE ANNEEWAKEE AREA PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS CODE

NAME

TYPE

SW17

Chapel Hill Rd Sidewalk

Sidewalk

SW37

SW48

SW49

SW52

SW53

Prestley Mill Rd Sidewalk

Sidewalk

Timber Ridge Dr Sidewalk

Sidewalk

Slater Mill Rd Sidewalk

Sidewalk

Pope Rd Sidewalk

Sidewalk

Hospital Dr Sidewalk

Sidewalk

LENGTH

COST

RANK

410 FT

$57 K

$284 K

102

1050 FT

2100 FT

$142 K

4880 FT

$659 K

121

2180 FT

$302 K

LENGTH

COST

RANK

970 FT

$401 K

$1.6 M

106

$1.91 M

2050 FT

$273 K

FIGURE 41: Little Aneewakee Area pedestrian project list.

101

PEDESTRIAN + BICYCLE PROJECTS CODE

NAME

TYPE

SUP4

Timber Ridge Dr Path

Shared-Use Path

SUP9

Chapel Hill Rd M Path

Shared-Use Path

SUP5 SUP10 SUP11 SUP12 SUP21 SUP24

TR8

TR18

SR 92 Path

Chapel Hill Rd S Path

Campbellton St Path

2560 FT

$1.01 M

Shared-Use Path

3840 FT

$1.56 M

3190 FT

$1.9 M

Shared-Use Path

Duralee Ln S Path

Shared-Use Path

Chapel Hill Rd N Path

Shared-Use Path

Prestley Mill Rd Path

Old Dorris Rd Greenway

Shared-Use Path

Little Anneewakee Creek Greenway

Greenway/Trail

3760 FT 4540 FT

95 99

3460 FT

$1.53 M

2150 FT

$877 K

1.73 MI

3.38 MI

$3.84 M $10.13 M

FIGURE 42: Little Aneewakee Area pedestrian + bicycle project list.

120

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 231

SWEETWATER CREEK AREA PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS CODE

NAME

TYPE

LENGTH

COST

RANK

SW33

Factory Shoals Dr Sidewalk

Sidewalk

1690 FT

$225 K

107

SW45

Bob Arnold Blvd Sidewalk

Sidewalk

780 FT

$108 K

FIGURE 43: Sweetwater Creek Area pedestrian project list.

PEDESTRIAN + BICYCLE PROJECTS CODE

NAME

TYPE

LENGTH

COST

SUP15

Riverside Pkwy Path

Shared-Use Path

2.55 MI

$5.45 M

117

SUP17

Thornton Rd Path

Shared-Use Path

1350 FT

$549 K

SUP16

Blairs Bridge Rd Path

Shared-Use Path

1.21 MI

$2.58 M

RANK 108

TR6

Preston Greenway

Greenway/Trail

4150 FT

$1.57 M

104

TR19

Home Depot Greenway

Greenway/Trail

2.88 MI

$8.62 M

122

TR16

Tributary Trail

Greenway/Trail

2.58 MI

$7.72 M

FIGURE 44: Sweetwater Creek Area pedestrian + bicycle project list.

232 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

119

SUP17

PEDESTRIAN RECOMMENDATIONS 0

IER MON

1/4

1/2

SUP1

AVE.

RD GE D I R SB AIR

1 MI

9 R1

C HOO TA AT

COUNTY LINE RD.

HE E

L HIL NT

RY GR

EE N

Y TR A WA

N ER

. RD

V T.

SW33

TR6

SWEETWATER CREEK AREA

E AT ST E

RO 92

FACTORY SHOALS MIDDLE

Y AR UT

RIVERSIDE

Y PK W

RED CROSS

SUP15

FEATURES

OUTSIDE CITY LIMITS PARKS

SCHOOLS GROCERY

INFRASTRUCTURE LEGEND EXISTING SIDEWALK

PROPOSED SIDEWALK

PROPOSED SHARED-USE PATH LOCATION KEY MAP

PROPOSED GREENWAY/TRAIL

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 233

BICYCLE RECOMMENDATIONS

CITY OF DOUGLASVILLE

DALLAS H W

GREATER DOWNTOWN PAGES 236-237

AVE

FAIR B

LITTLE ANNEEWAKEE AREA PAGES 242-243

DOWNTOWN CORE PAGES 238-239

CHAPEL HIL

LEGEND

ARBOR PLACE AREA PAGES 240-241

OUTSIDE CITY LIMITS PARKS

SHARED-USE PATH

GROCERY

TWO-WAY CYCLE TRACK

INTERSTATE

BOULEVARD/SHARROWS

SCHOOLS

ONE WAY CYCLE TRACK

NS RAILROAD

BIKE LANE

ROADS

GREENWAY/TRAIL

234 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

URN

COBB COUNTY SWEETWATER CREEK AREA PAGES 244-245 ID BR

IRS

RD ON NT OR TH

BLA

E LE

R VE

C RO

COUNTY LINE RD

RIVE

FA I

RSID

E PK

FULTON COUNTY

1/2

2 MI

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 235

INFRASTRUCTURE LEGEND

FEATURES

SHARED-USE PATH

OUTSIDE CITY LIMITS

ONE WAY CYCLE TRACK

PARKS

TWO-WAY CYCLE TRACK BIKE LANE

NS RAILROAD

SUP22

NW AY GR EE

JESSIE DAVIS PARK

TR17

TR9

SW25

STEWART MIDDLE

92 BB7

CEDAR MTN

TR10

FAIRBURN R

KROGER

TR1

11 . ST SUP

SU ROSE AVE

ON LT

DOUGLAS COUNTY HIGH

AIL

SELMAN DR. BL3

BB3

AL IT SP

HUNTER PARK

WOODIE FITE SENIOR CENTER

FUTURE TOWN GREEN

BB6

BB5

TO H

P1 4

SUP2

DURALEE LN SUP12

C S2

IL TR A

WN TO WN DO

RE CO 45 S1 N 2 C W TO 244N OW GE E D N PA E S PO MA

TR12

PR E S TLEY

DOUGLASVILLE MULTIMODAL CENTER

TR5

TR2

STA TE RO U

DALLAS H W

NEW

MILL RD .

AIL

PROJECT ENDS

BL2 1 BB

I HS RT

WILLING WORKERS PARK

RR CROSSING

BB8

SUP19

GREENWAY/TRAIL

WEST POWERLINE TR

GROCERY

LOCATION KEY MAP

BOULEVARD/SHARROWS

SCHOOLS

P24

WALMART

WEST PINES GOLF CLUB

TR7

BICYCLE RECOMMENDATIONS

GREATER DOWNTOWN AREA

1/4

1/2

236 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 MI

BICYCLE PROJECTS

GREATER DOWNTOWN AREA BICYCLE RECOMMENDATIONS

PEDESTRIAN + BICYCLE PROJECTS

FIGURE 45: Greater Downtown Area bicycle project list.

FIGURE 46: Greater Downtown Area pedestrian + bicycle project list. Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 237

INFRASTRUCTURE LEGEND

STEWART MIDDLE SCHOOL

SHARED-USE PATH

DALLAS HW Y.

TWO-WAY CYCLE TRACK BIKE LANE

BOULEVARD/SHARROWS GREENWAY/TRAIL

FEATURES

LOCATION KEY MAP

BB11

PARKS

BB11

ONE WAY CYCLE TRACK

SCHOOLS

PROJECT ENDS

N ST LTO

CH 1

EA VE.

FUTURE TOWN GREEN

ST. H C UR

L BE MP CA

RO S

DOUGLAS COUNTY HIGH SCHOOL

BL3

SELMAN DR.

BICYCLE RECOMMENDATIONS

DOWNTOWN CORE AREA

250

500

1000FT

238 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

. RD

P6 VET

N’S

A ER

P SU AL H I OR M ME

N UR

HISTORIC DOWNTOWN

ST . WY

ST.

I RB FA

RR CROSSING

NS RAILROAD

K RIC

P6 SU

GROCERY

D AN

DOWNTOWN CORE BICYCLE RECOMMENDATIONS

BICYCLE PROJECTS

FIGURE 47: Downtown Core bicycle project list.

PEDESTRIAN + BICYCLE PROJECTS CODE

NAME

TYPE

LENGTH

COST

CS1

Church St Complete Street

Complete Street

4560 FT

$2.32 M

SUP1

Selman Dr Path

Shared-Use Path

4360 FT

$1.8 M

SUP13

Veteran's Memorial Hwy Path

Shared-Use Path

3190 FT

$1.99 M

CS2

SUP6

SUP27 SUP28

TR12

Fairburn Rd Complete Street

Dallas Hwy Path

Strickland St W Path Strickland St E Path

Hospital to Downtown Greenway

Complete Street

Shared-Use Path Shared-Use Path Shared-Use Path

Greenway/Trail

3950 FT

4930 FT 4360 FT 3900 FT

1.35 MI

$9.36 M

$2.14 M $1.83 M $1.64 M

$4.11 M

RANK 28

13 9 7

FIGURE 48: Downtown Core pedestrian + bicycle project list.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 239

BICYCLE RECOMMENDATIONS

ARBOR PLACE AREA

1/4

1/2

1 MI

N TO LL

SUP14

1 SUP1

SW53

WALMART

LVD LAS B

SUP20

ARBOR PLACE MALL

SUP21

3 P2

. RD

C RE

SUP29 PARK

KW Y.

LL HI

ARBOR P

WO O D DR .

ST EW AR TM I LL

CIRCLE

T AR

ILL

SUP8

W AY

ST E

RD.

PARK

U TH

R15

ARBOR STATION ELEMENTARY

LOCATION KEY MAP

INFRASTRUCTURE LEGEND SHARED-USE PATH

ONE WAY CYCLE TRACK

TWO-WAY CYCLE TRACK BIKE LANE

BOULEVARD/SHARROWS

FEATURES

OUTSIDE CITY LIMITS

NS RAILROAD

SCHOOLS

PROJECT ENDS

PARKS

GROCERY

GREENWAY/TRAIL

240 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

BB9 RD .

W A

CT1 GEORGIA HIGHLANDS COLLEGE

AIL

DOUG

CT3

AS BLVD

SUP18

TR CLUB

EL CHAP

L UG DO

GOLF

SUP7

BILL ARP RD

TR4

CT4

TR7

RR CROSSING DOWNTOWN

WEST PINES GOLF CLUB

SUP

TR3

AV E.

. ST

DOUGLAS COUNTY HIGH

BB3

2 CT

E PB M CA

HUNTER PARK

PARK & RIDE

BL3

SELMAN DR.

BB6

ARBOR PLACE AREA BICYCLE RECOMMENDATIONS BICYCLE PROJECTS

PEDESTRIAN + BICYCLE PROJECTS

FIGURE 49: Arbor Place Area bicycle project list.

CODE

NAME

TYPE

SUP1

Selman Dr Path

SUP7

Parkway Cir N Path

SUP3 SUP8

SUP11 SUP14 SUP18 SUP20 SUP21 SUP23 SUP25 SUP26 SUP29

W Stewart Mill Rd Path Parkway Cir S Path

Campbellton St Path Rose Ave Path

Douglas Blvd W Path Douglas Blvd E Path

Chapel Hill Rd N Path

Bill Arp Rd (SR 5) S Path

Bill Arp Rd (SR 5) N Path Stewart Mill Rd Path Arbor Pkwy Path

LENGTH

COST

RANK

Shared-Use Path

4360 FT

$1.8 M

Shared-Use Path

2550 FT

$1.03 M

4540 FT

$1.91 M

Shared-Use Path Shared-Use Path Shared-Use Path Shared-Use Path

2340 FT 3610 FT 1.33 MI

$950 K

$1.46 M $2.9 M

76 81 69

Shared-Use Path

2060 FT

$934 K

Shared-Use Path

3460 FT

$1.53 M

Shared-Use Path

1290 FT

$1.2 M

Shared-Use Path Shared-Use Path Shared-Use Path Shared-Use Path

840 FT

2930 FT

$363 K

$1.26 M

1200 FT

$538 K

3890 FT

$1.7 M

52 85 63 64 80

TR3

Gurley Rd Trail

Greenway/Trail

3800 FT

$1.48 M

TR7

Golf Course Greenway

Greenway/Trail

1.31 MI

$2.67 M

TR4 TR13 TR14 TR15

Bright Star Connector Greenway Hunter Park to Rose Trail Stewart Greenway

Arbor Station Greenway

Greenway/Trail

4620 FT

Greenway/Trail

2770 FT

Greenway/Trail

1.07 MI

Greenway/Trail

1.15 MI

$1.73 M $1.13 M $3.51 M

$3.21 M

98 90

113

112

FIGURE 50: Arbor Place Area pedestrian + bicycle project list.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 241

FEATURES

OUTSIDE CITY LIMITS PARKS

SUP12

SCHOOLS GROCERY

NS RAILROAD

SUP

RR CROSSING

INGLES

PROJECT ENDS

SUP1

CHESTNUT LOG ELEMENTARY

PRESTLEY MILL RD.

WEST GEORGIA TECHNICAL COLLEGE

TIM

RD .

SU GREENWAY

BB4

LIT TL EA NN E

P9 SU

EWAKEE CREEK

CHAPEL HILL RD.

CHAPEL HILL GOLF COURSE

INFRASTRUCTURE LEGEND SHARED-USE PATH

ONE WAY CYCLE TRACK

FOWLER FIELD

TWO-WAY CYCLE TRACK

SUP10

LOCATION KEY MAP

BIKE LANE

BOULEVARD/SHARROWS

BICYCLE RECOMMENDATIONS

LITTLE ANNEEWAKEE AREA

1/4

242 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

GREENWAY/TRAIL 1/2

1 MI

LITTLE ANNEEWAKEE AREA BICYCLE RECOMMENDATIONS

BICYCLE PROJECTS CODE

NAME

TYPE

BB4

Grace Lake Boulevard

Bike Boulevard

CODE

NAME

TYPE

SUP4

Timber Ridge Dr Path

Shared-Use Path

SUP9

Chapel Hill Rd M Path

Shared-Use Path

SUP10 SUP11 SUP12 SUP21 SUP24

TR8

TR18

SR 92 Path

Chapel Hill Rd S Path

Campbellton St Path

RANK

1.32 MI

$48 K

970 FT

$401 K

$1.6 M

106

$1.91 M

Shared-Use Path

3840 FT

$1.56 M

3190 FT

$1.9 M

Shared-Use Path

Little Anneewakee Creek Greenway

RANK

$1.01 M

Shared-Use Path

Prestley Mill Rd Path

COST

2560 FT

Shared-Use Path

Chapel Hill Rd N Path

LENGTH

Shared-Use Path

Duralee Ln S Path

Old Dorris Rd Greenway

COST

FIGURE 51: Little Aneewakee Area bicycle project list.

PEDESTRIAN + BICYCLE PROJECTS

SUP5

LENGTH

Greenway/Trail

3760 FT 4540 FT 3460 FT

$1.53 M

1.73 MI

$3.84 M

3.38 MI

$10.13 M

2150 FT

$877 K

95 99 89 96

120

FIGURE 52: Little Aneewakee Area pedestrian + bicycle project list.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 243

SWEETWATER CREEK AREA BICYCLE RECOMMENDATIONS

BICYCLE PROJECTS CODE

NAME

TYPE

LENGTH

COST

RANK

BB2

Factory Shoals Dr Boulevard

Bike Boulevard

1690 FT

$11 K

FIGURE 53: Sweetwater Creek Area bicycle project list.

PEDESTRIAN + BICYCLE CODE

NAME

TYPE

LENGTH

COST

SUP15

Riverside Pkwy Path

Shared-Use Path

2.55 MI

$5.45 M

117

SUP17

Thornton Rd Path

Shared-Use Path

1350 FT

$549 K

SUP16

Blairs Bridge Rd Path

Shared-Use Path

1.21 MI

$2.58 M

RANK 108

TR6

Preston Greenway

Greenway/Trail

4150 FT

$1.57 M

104

TR19

Home Depot Greenway

Greenway/Trail

2.88 MI

$8.62 M

122

TR16

Tributary Trail

Greenway/Trail

2.58 MI

$7.72 M

FIGURE 54: Sweetwater Creek Area pedestrian + bicycle project list.

244 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

119

SUP17

BICYCLE RECOMMENDATIONS

SWEETWATER CREEK AREA

IE MON

1/4

R AVE

1/2

SUP1

D ER IDG R SB AIR

1 MI

C HOO TA AT

COUNTY LINE RD.

HE E

L HIL NT

RY GR

EE N

Y TR A WA

R VE

. RD

TR6

1 TR

E AT ST E

RO 92

2 BB

FACTORY SHOALS MIDDLE

RY TA U B

RED CROSS RIVERSIDE P

SUP15

INFRASTRUCTURE LEGEND FEATURES

OUTSIDE CITY LIMITS PARKS

SCHOOLS LOCATION KEY MAP

GROCERY

SHARED-USE PATH

ONE WAY CYCLE TRACK

TWO-WAY CYCLE TRACK BIKE LANE

BOULEVARD/SHARROWS GREENWAY/TRAIL

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 245

PRIORITIZED PROJECTS 1 2 3

246

1 2 3

3.4 PRIORITIZATION METHODOLOGY Once the design team identified a set of projects, the next step was to prioritize these recommendations. The methodology employed in analyzing the network in Part II was extended to assess the connectivity surrounding the projects themselves. By creating different types of travelsheds originating from the project under consideration, counting the number of important places that fall within those travelsheds, and normalizing those counts to the length of the project, we can get a clear picture of the project’s connectivity context.

RT!

STA

RT! STA

RT!

STA

RT!

STA

FIGURE 55: Illustration of highly connective project.

This picture of connectivity context is then layered with support from a variety of stakeholders and rough cost estimates that are backed up by AECOM’s design expertise. The result is a nuanced prioritization that captures the many facets that make a city consider building a project. Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 247

1 2 3

SCORING DATA METHODOLOGY In order to prioritize these recommendations, we created an entirely new methodogy. It is analagous to the way that the connectivity of the entire network was assessed, but instead of looking at the network as a whole, we are looking at individual corridors. Take for example the Shared-Use Path that is recommeneded along Prestley Mill Rd.

PRESTLEY MILL RD

We first build a travelshed from the project itself. The travelshed below is the quarter-mile travelshed - quarter-, half- or one-mile travelsheds are used depending on whether the project is meant for pedestrians, for cyclists, or for both. Then, as you can see on the following page, we count the number of applicable points of interest that lie in the travelshed.

PRESTLEY MILL RD

FIGURE 56: Quarter-mile travelshed around Prestley Mill Road.

248 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

Prioritizing Projects

S Same ame P Prestley restley Mill Mill frame frame with with travelsheds travelsheds and and p parcels arcels

S Same ame P Prestley restley Mill Mill frame frame with with travelsheds travelsheds and and b bus us sstops tops

measured number off p parcels ““We We m easured tthe he n umber o arcels iin n tthe he ttravelsheds…” ravelsheds…”

number off b bus ““We We measured measured tthe he n umber o us sstops tops iin n tthe he ttravelsheds…” ravelsheds…”

We Count the Street Mileage in the Travelshed

We Count the Schools in the Travelshed

Prioritizing Projects

We Count the Bus Stops in the Travelshed

We Count the residential parcels We Count the in the travelshed Street Mileage in the Travelshed

FIGURE 57: Sample of metrics used to prioritize projects. 37

The next step is to assess mathematical characteristics of the network. These characteristics include the number of intersections and the mileage of streets in the travelshed. Such aspects of the project paint an objective picture of its connectivity. Projects whose travelsheds contain higher numbers of intersections are more likely to connect to places of interest. Higher street mileage in the travelshed indicates that the project will impact and be accessible from more streets. These measures can then be compared from project to project to judge them on an apples to apples basis.

WORKPLACES

SCHOOLS

We also count the number of important places that are within the travelshed. The number of bus stops, schools, parks, residences, businesses, and jobs within the travelshed provide a powerful and relatable gauge of the project’s connectivity. When a project is connected to a variety of these places at once, it is more likely to be impactful to a greater number of people. The destinations of interest that we included in our study are depicted with the icons below. Later on in this section on the project explanation sheets, each project will receive a badge indicating that that destination lies within its travelshed.

PARKS

GROCERY

T! RESIDENCES TAR S

COMMERCIAL

FIGURE 58: Icons used to indicate connectivity to places in priority project sheets.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 249

Connectivity Project Support Planning Level Cost Estimate

SCORING CRITERIA

FIGURE 60: Prioritization scoring criteria. Cost e Estimate In chart above, # = Quantity

250 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

Economic Planning Level Development Cost Estimate Potential

Potential Impact on Planning Level Cost Estimate Economic Development

Citizen Support Planning Level Cost Estimate Planning Level Cost Estimate Steering Committee Support

Planning Level Planning Level Project Support Cost Estimate Cost Estimate

Stakeholder Support

At right are three additional criteria. The first is Project Support, which assigns points stakeholder input, public input, and Steering Committee input. For an explanation of our input process, see Appendix C. The next criteria is a planning level cost estimate. Costlier projects received lower scores and vice-versa, to capture the impact that less expensive projects have on rapidly scaling up connectivity. For an explanation of our costing methodology, see Appendix A. The last criteria captures the potential economic development that would occur as a result of the project. Big ticket projects such as the Fairburn Road Complete Street Project receive points because of the impact it will have.

# Schools / Project Mileage Stakeholder Support Stakeholder Support # Parks / Project Mileage Citizen Support Citizen Support # Grocery Stores / Project Mileage Steering Committee Support Steering Committee Support

# Jobs / Project Mileage ## Jobs / Project Mileage Parcels / Project Mileage # Bus Stops / Project Mileage ## Bus Stops / Parcels Project /Mileage Residential Project Mileage # Schools / Project Mileage ## Schools / Project Mileage Destination Parcels / Project Mileage # Parks / Project Mileage ## Parks ProjectMileage Mileage Jobs //Project # Grocery Stores / Project Mileage ## Grocery / Project Mileage Bus StopsStores / Project Mileage

# Grocery Stores ## Grocery Bus StopsStores Street Mileage in Travelshed / Project Mileage Street Mileage in Travelshed / Project Mileage # Schools # Intersections / Project Mileage ## Parks Intersections / Project Mileage # Parcels / Project Mileage ## Grocery Parcels /Stores Project Mileage # Residential Parcels / Project Mileage #Street Residential Parcels / Project/ Mileage Mileage in Travelshed Project Mileage # Destination Parcels / Project Mileage ## Destination / Project Mileage IntersectionsParcels / Project Mileage

The scoring chart is displayed above. At the top level (Connectivity) is the mileage of the travelshed. The next level indicates whether the onnectivity Connectivity Connectivity Project Project Support Support parameter being studied is an absolute value ry to More - normalized Connectivity per Project Mileage Normalized Fewer - Connectivity Normalized per Project - Connectivity Mileage per Project Mileage oror ifNormalized it has been to the length of the 38 laces Network Connectivity Connectivity to Places ces Connectivity Network toin Places Connectivity Network Connectivity to Places Connectivity to Places project question. The last overarching level indicates whether the parameter is a facet of the inherent interconnectedness of the system surrounding the project or is a measure of the absolute number of applicable points of interest in the surrounding system. Each project goes through these criteria and is assigned a score that is normalized to the highest score that was received. This process is repeated for each applicable travelshed length.

Pro

Stakeholder Support

# Grocery Stores / Project Mileage

# Parks / Project Mileage

# Schools / Project Mileage

# Bus Stops / Project Mileage

# Jobs / Project Mileage

# Destination Parcels / Project Mileage

# Residential Parcels / Project Mileage

# Parcels / Project Mileage

# Intersections / Project Mileage

Street Mileage in Travelshed / Project Mileage

# Grocery Stores

# Parks

# Schools

# Bus Stops

# Jobs

# Destination Parcels

# Parcels

# Intersections

Projects s

# Residential Parcels

Connectivity Absolute Metrics - Connectivity to More or Fewer Normalized - Connectivity per Project Mileage Network Connectivity Connectivity to Places Network Connectivity Connectivity to Places

Street Mileage in Travelshed

1 2 3

TOP 30 PROJECTS The projects ranked the highest are listed in the table below. All of these projects except for two fall in the area surrounding downtown. These projects are mapped out on the following pages.

FIGURE 61: Top 30 ranked projects.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 251

PEDESTRIAN RECOMMENDATIONS 600

1000

2000 FT

-S

400

1 MILE

0 100 200

UP 6

DOWNTOWN DOUGLASVILLE

12-SW18

STEWART MIDDLE

DALLAS HW Y

WILLING WORKERS PARK

P6 8 -SU 4-SW

9-SW47 15-SW7

O AG E AV .

14-SW30

FUTURE TOWN GREEN

W2 8-S

4 -SW 9 1

RO S

E TO UNT H

R PA

W3 1-S

UB CL

EA VE

9-S

-C

12 -TR W6 21 -S ST 18 AIR AD T BELLTON S MP CA

2 UP

K RIC

CH UR

1 -C S

P -SU

1-SW13

ST. ND

2 UP S 7

SELMAN DR

252 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

DOUGLAS COUNTY HIGH

LEGEND

PROPOSED SHARED-USE PATH PROPOSED GREENWAY TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

92 BY PA

NS RAILROAD

PARKS

RR CROSSING

SCHOOLS GROCERY

-S

1 UP

ST N GI 5 HA -S5 30

KL RIC T S

D AN

P SU

EASTSIDE ELEMENTARY

BY PA SS

2 CS FAI RBU RN R D

5-SUP2

2 28-CS

KROGER

NC AN ST

BURNETT ELEMENTARY

W NE

24-TR10 ELEMENTARY TRAIL

28-

29-SW5

PROJECT END

ITAL

DOW

NT OW

N 21-TR12

WOODIE FITE -S SENIOR CENTER W 41

DOUGLASVILLE MULTIMODAL CENTER

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 253

BICYCLE RECOMMENDATIONS 1 MILE

STEWART MIDDLE

2-BB

WILLING WORKERS PARK

COLQUITT ST.

2000 FT

-SU

2-BB11

1000

600

400

DALLAS HW Y

0 100 200

DOWNTOWN DOUGLASVILLE

28 UP S 7

-SU

FUTURE TOWN GREEN

E TO UNT H

R PA

RO S

EA VE

9-S

-C 10

-TR 21

2 UP

R ST

ST.

LLTON MPBE CA

D AN

3-B

CH UR

-C 10

SELMAN DR

254 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

17-BL3

DOUGLAS COUNTY HIGH

LEGEND

PROPOSED SHARED-USE PATH PROPOSED GREENWAY TRAIL

PROPOSED TWO-WAY CYCLE TRACK

92 BY PA

PROPOSED ONE-WAY CYCLE TRACK PAIR

PROPOSED BIKE BOULEVARD

NS RAILROAD

PARKS

RR CROSSING

SCHOOLS GROCERY

. ST

24-TR10 ELEMENTARY TRAIL

AN ST

-B 20

BURNETT ELEMENTARY

BY PA SS

5-SUP2

2 28-CS

KROGER

20-BB5

NC ITAL

EASTSIDE ELEMENTARY

2 CS

B 5-B

FAI RBU RN R D

BIG B. RD.

W NE

28-

-BB

R PE

23-B

25-BB10

L ICK R ST

D AN

8 P2 U S 13 7P U -S 6 1

23-BB7

PROJECT END

20-BB5

DOW

NT OW

N 21-TR12

WOODIE FITE SENIOR CENTER DOUGLASVILLE MULTIMODAL CENTER Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 255

1 2 3

RANK 1: CLUB DRIVE SIDEWALK AT-A-GLANCE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Sidewalk 210 ft 1 $31 K 100/100

K RIC

LEGEND

E ET

SHARED-USE PATH GREENWAY/TRAIL

D AN

L RIA

S’ M

ST.

CH UR

ST.

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

RR CROSSING

PROJECT ENDPOINTS

FUTURE TOWN GREEN

NS RAILROAD

ROSE AVE.

GROCERY

CLU

SCHOOLS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

256 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 2: STEWART MIDDLE BOULEVARD AT-A-GLANCE

Bike Boulevard 1.37 miles 2 $49 K 100/100

STEWART MIDDLE SCHOOL

LEGEND

ONE MAL

SHARED-USE PATH GREENWAY/TRAIL

92 BY P

ST.

TWO-WAY CYCLE TRACK

COLQUITT ST .

S AS

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

L DA

ONE-WAY CYCLE TRACK PAIR

SH LA

BIKE LANES

BIKE BOULEVEARD

. WY

PARKS

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering. Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 257

1 2 3

RANK 3: CAMPBELLTON STREET BIKE LANE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Y. HW AS LL DA

AT-A-GLANCE

Bike Lane 2470 ft 3 $118 K 98/100

FA IR

LEGEND

CH UR

SHARED-USE PATH

ST.

B UR

N RD .

GREENWAY/TRAIL

TWO-WAY CYCLE TRACK

FUTURE ONE-WAY CYCLE TRACK PAIR TOWN GREEN BIKE LANES

BIKE BOULEVEARD

ON LT

SELMAN DR.

. ST

NS RAILROAD

GROCERY

DOUGLAS COUNTY HIGH

SCHOOLS

PARKS

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane Side walk walk 5’

11’

5’

Side walk 5’

Bike Travel Lane Lane 5’

11’

Travel Bike Lane Lane 11’

5’

Side walk 5’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

258 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 4: DALLAS HIGHWAY SIDEWALK AT-A-GLANCE Sidewalk 450 ft 4 $63 K 95/100

STEWART MIDDLE

DALLAS HW Y.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

WILLING WORKERS PARK

LEGEND

WORTHAN PARK

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

ICK

R ST

PROPOSED SIDEWALK

D AN

ST.

PARKS

SCHOOLS GROCERY

CH UR

NS RAILROAD

RR CROSSING

ST.

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Shared-Use Path 14’

Travel Lane Travel Lane 11’

11’

Side walk 5’

1 2 3

RANK 5: FAIRBURN ROAD SHARED-USE PATH AT-A-GLANCE

Shared-Use Path 1410 ft 5 $609 K 88/100

EASTSIDE ELEMENTARY

W NE

BURNETT ELEMENTARY

PA SS

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

FAIRBURN RD.

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

KROGER DURALEE LN.

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS WOODIE FITE SENIOR CENTER

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side walk 5’

8 Travel Lanes 110’

Shared-Use Path 10’

8 Travel Lanes 110’

Shared-Use Path 10’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

260 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 6: MALONE ROAD BIKE BOULEVARD AT-A-GLANCE

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Bike Boulevard 2580 ft 6 $18 K 88/100

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

TWO-WAY CYCLE TRACK

ONE-WAY CYCLE TRACK PAIR BIKE LANES

E ON AL

. RD

BIKE BOULEVEARD PARKS

SCHOOLS NS RAILROAD

HUEY RD.

JESSIE DAVIS PARK

GROCERY

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane walk 5’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

1 2 3

RANK 7: E. STRICKLAND STREET SHARED-USE PATH AT-A-GLANCE

Shared-Use Path 3900 ft 7 $1.64 M 83/100

LEGEND

SHARED-USE PATH

BY PA SS

STEWART MIDDLE

DALLAS HW Y.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

NE W

GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

RIC ST

PARKS

D AN

ST.

SCHOOLS GROCERY

NS RAILROAD

FA IRB

T. HS

RC HU

RR CROSSING

PROJECT ENDPOINTS

URN

RD.

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane walk 5’

11’ +/-

Shared-Use Travel Lane Path 10’

11’

Travel Lane 11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

262 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 8: CLARK STREET SIDEWALK Sidewalk 670 ft 8 $91 K 83/100

CH UR

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

ROSE AVE.

LEGEND

FUTURE TOWN GREEN

PROPOSED SIDEWALK

ST. ON LLT

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

MP CA

AT-A-GLANCE

ST.

T. KS

R LA

PARKS

SCHOOLS GROCERY

NS RAILROAD

DOUGLAS COUNTY HIGH

RR CROSSING

PROJECT ENDPOINTS

SELMAN DR.

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

1 2 3

RANK 9: W. STRICKLAND STREET SHARED-USE PATH AT-A-GLANCE

AV E

. WY

SH LA

Shared-Use Path 4360 ft 9 $1.83 M 83/100

ICA GO

L DA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

ICK

PARKS

R ST

SCHOOLS

D AN

ST. FUTURE TOWN GREEN

GROCERY

EA VE.

NS RAILROAD

RR CROSSING

RO S

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane walk 5’

11’ +/-

Shared-Use Travel Lane Path 10’

11’

Travel Lane 11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

264 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 10: CHURCH STREET COMPLETE STREET DALLAS HW

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

AT-A-GLANCE

Complete Street 4560 ft 10 $2.32 M 82/100

STEWART MIDDLE

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

CH UR

PARKS

SCHOOLS GROCERY

NS RAILROAD

ST.

ON LT

PROJECT ENDPOINTS

RR CROSSING

FUTURE TOWN GREEN

. ST

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane Side walk walk 5’

17’

5’

Side walk 10’

Travel Lane 11’

Cycle Track

10’ + 2’

Side walk 10’

1 2 3

RANK 11: W. SPRING STREET SIDEWALK AT-A-GLANCE Sidewalk 900 ft 11 $126 K 82/100

MP CA BE ON LLT

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

. ST

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

. ST CH R U

G RIN

ST.

PARKS

NS RAILROAD

FUTURE TOWN GREEN

GROCERY

UB CL

SCHOOLS

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

266 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 12: MALONE STREET N SIDEWALK AT-A-GLANCE Sidewalk 660 ft 12 $88 K 81/100

LEGEND

SHARED-USE PATH

2B YPA SS

STEWART MIDDLE

GREENWAY/TRAIL

PROPOSED SIDEWALK

GROCERY

. E ST

SCHOOLS

LON

PARKS

DALLAS H W

EXISTING SIDEWALK

COLQUITT ST.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

1 2 3

RANK 13: DALLAS HIGHWAY SHARED-USE PATH AT-A-GLANCE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

JESSIE DAVIS PARK

Shared-Use Path 4930 ft 13 $2.14 M 80/100

LEGEND

GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

2B YPA SS

STEWART MIDDLE

DALLAS H W

SHARED-USE PATH

PARKS

SCHOOLS GROCERY

PROJECT ENDPOINTS

CH UR

ST.

N UR

RR CROSSING

B FAIR

NS RAILROAD

RD .

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane Side walk walk 5’

11’

5’

Shared-Use Travel Lane Travel Lane Side Path walk 14’

11’

5’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

268 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 14: ROSE AVENUE SIDEWALK Sidewalk 400 ft 14 $54 K 80/100

O AG E AV .

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

IC CH

AT-A-GLANCE

LEGEND

CH UR

SHARED-USE PATH

GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK SCHOOLS

RIC ST

ST. D N

ROSE AVE.

PARKS

ST.

GROCERY

NS RAILROAD

FUTURE TOWN GREEN

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

1 2 3

RANK 15: MALONE STREET S SIDEWALK AT-A-GLANCE Sidewalk 200 ft 15 $28 K 80/100

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

N LO

SH LA

SHARED-USE PATH

T. ES

L DA

LEGEND

. WY

GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK

WORTHAN PARK

PARKS

SCHOOLS GROCERY

NS RAILROAD

ST. H C UR

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

270 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 16: VETERANS’ MEMORIAL HIGHWAY PATH AT-A-GLANCE

Shared-Use Path 3190 ft 16 $1.99 M 79/100

92 BY

SS PA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

SCHOOLS

R TE

M S’

E OP

MILL VILLAGE PARK

GROCERY

NS RAILROAD

RR CROSSING

U RB FAI

PROJECT ENDPOINTS

T. RS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Shared-Use Travel Lane Path 10’

11’

Travel Lane 11’

1 2 3

RANK 17: SELMAN DRIVE BIKE LANE AT-A-GLANCE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Bike Lane 4510 ft 17 N/A 77/100

LEGEND

EA VE.

RO S

. ST

PARKS

O LT

BIKE BOULEVEARD

BIKE LANES

ONE-WAY CYCLE TRACK PAIR

TWO-WAY CYCLE TRACK

GREENWAY/TRAIL

UB CL

FUTURE TOWN PUBLIC GREEN LIBIRARY

SHARED-USE PATH

WEST PINES GOLF CLUB

SCHOOLS GROCERY

DOUGLAS COUNTY HIGH SCHOOL

SELMAN DR.

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Bike Lane 5’

Travel Lane 11’

Bike Lane 5’

Side walk 5’

Bike Travel Lane Lane 5’

11’

Travel Bike Lane Lane 11’

5’

Side walk 5’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

272 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 18: ADAIR STREET SIDEWALK Sidewalk 2270 ft 18 $317 K 75/100

H AS . WY I FA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LL DA

AT-A-GLANCE

CH UR

LEGEND

AIR AD

SHARED-USE PATH

ST.

UR NR D

GREENWAY/TRAIL

. ST

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

O LT

PROJECT ENDPOINTS

. ST

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

1 2 3

RANK 19: E. SPRING STREET SIDEWALK AT-A-GLANCE Sidewalk 2760 ft 19 $385 K 74/100

LL DA H AS

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

. WY

LEGEND

CH UR

GREENWAY/TRAIL

EXISTING SIDEWALK

ST.

G RIN

ST.

AI RB

SHARED-USE PATH

URN RD

PROPOSED SIDEWALK PARKS

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

274 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 20: DOWNTOWN BIKE BOULEVARD AT-A-GLANCE

Bike Boulevard 3360 ft 20 $23 K 73/100

CH UR

. ST

FA IRB

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

MELROSE ST.

TWO-WAY CYCLE TRACK

ONE-WAY CYCLE TRACK PAIR BIKE LANES

N CA

BIKE BOULEVEARD

PARKS

ESTELLE ST.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

. ST

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

DOUGLAS COUNTY HIGH

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

1 2 3

RANK 21: HOSPITAL TO DOWNTOWN GREENWAY AT-A-GLANCE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Greenway/Trail 1.35 Miles 21 $4.11 M 71/100

ST. H C UR

FA IR

B URN

RD. KROGER

HOSPITAL DR.

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

SCHOOLS

DOUGLAS COUNTY HIGH

. ST

PROJECT ENDPOINTS

ON LT

RR CROSSING

NS RAILROAD

GROCERY

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Woods

Greenway /Trail 10’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

276 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 22: DORRIS ROAD SIDEWALK AT-A-GLANCE Sidewalk 180 ft 22 $24 K 68/100

RR O

D IS . RD

LEGEND

WOODIE FITE SENIOR CENTER

DR .

SHARED-USE PATH EXISTING SIDEWALK

PARKS

HO S

PROPOSED SIDEWALK

PIT AL

GREENWAY/TRAIL

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

SCHOOLS GROCERY

NS RAILROAD

MULTIMODAL CENTER

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS SCHOOLS

JOBS

T! RESIDENCES TAR

GROCERY

PARKS

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane walk 5’

11’

Side Travel Lane Travel Lane Side walk walk 5’

11’

5’

1 2 3

RANK 23: TWO ELEMENTARY’S BIKE BOULEVARD AT-A-GLANCE

Bike Boulevard 2660 ft 23 $18 K 67/100 CONNALLY DR.

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

DOR

TWO-WAY CYCLE TRACK

SET

ONE-WAY CYCLE TRACK PAIR BIKE LANES

BIKE BOULEVEARD

T ST .

EASTSIDE ELEMENTARY BURNETT ELEMENTARY

PARKS

SCHOOLS

BIG B. RD.

GROCERY

NS RAILROAD

BY PA S

DURALEE LN.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

FAIRBURN RD.

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

278 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 24: ELEMENTARY TRAIL AT-A-GLANCE

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Greenway/Trail 750 ft 24 $277 K 67/100

NEW

LEGEND

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

BY PA SS

EASTSIDE ELEMENTARY

. ST ER

BURNETT ELEMENTARY

PROPOSED SIDEWALK PARKS

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

. RN RD

FAIRBU

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Woods

Greenway /Trail 10’

1 2 3

RANK 25: MILL VILLAGE BIKE BOULEVARD AT-A-GLANCE TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Bike Boulevard 5120 ft 25 $35 K 67/100

NEW

LEGEND

SHARED-USE PATH

T. YS AD

TWO-WAY CYCLE TRACK

ONE-WAY CYCLE TRACK PAIR BIKE LANES

BIKE BOULEVEARD

FA IR

PARKS

SCHOOLS

B UR

BY PA SS

. ST

COURTLAND ST .

GREENWAY/TRAIL

R PE

N RD .

GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

280 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

E LON ST.

Sidewalk 550 ft 26 $75 K 65/100

LL DA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

AT-A-GLANCE

COLQUITT ST.

RANK 26: MAXWELL STREET SIDEWALK

H AS

LEGEND

. WY

SHARED-USE PATH GREENWAY/TRAIL

EXISTING SIDEWALK

ICK

R ST

PROPOSED SIDEWALK

D AN

PARKS

SCHOOLS

CH UR

GROCERY

ST.

NS RAILROAD

T. LS

L WE

ON LLT

RR CROSSING

PROJECT ENDPOINTS

ST.

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR S

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

1 2 3

RANK 27: AUTRY CIRCLE BIKE BOULEVARD AT-A-GLANCE

Bike Boulevard 1510 ft 27 $10 K 64/100

DALLAS HW Y.

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LEGEND

R NE

SHARED-USE PATH

CI R.

GREENWAY/TRAIL

TWO-WAY CYCLE TRACK

RY AUT

ONE-WAY CYCLE TRACK PAIR BIKE LANES

BIKE BOULEVEARD PARKS

SCHOOLS

JESSIE DAVIS PARK

GROCERY

NS RAILROAD

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side Travel Lane Travel Lane walk 5’

11’

Side Shared Shared walk Travel Lane Travel Lane 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

282 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 28: FAIRBURN ROAD COMPLETE STREET AT-A-GLANCE

Complete Street 3950 ft 28 $9.36 M 64/100

EM N EW

M S’

A ER

I OR

92 BY PA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

LEGEND

BURNETT ELEMENTARY

SHARED-USE PATH

FA IRB

EXISTING SIDEWALK

PROPOSED SIDEWALK PARKS

URN RD.

KROGER

SCHOOLS GROCERY

NS RAILROAD

RR CROSSING

HOSPITAL DR.

GREENWAY/TRAIL

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Side walk

Travel Lane

5’

11’

Two-Way Left-Turn Lane 12’

Travel Lane

Sidewalk + Buffer

11’

10’+5’

Cycle Park Track ing + Buffer 5’+5’

9’

Travel Lane

Park ing

11’

9’

Cycle Sidewalk Track + Buffer + Buffer 5’+5’

10’+5’

1 2 3

RANK 29: DUNCAN STREET N. SIDEWALK AT-A-GLANCE Sidewalk 470 ft 29 $66 K 63/100

LEGEND

’

A ER

M ME

WORTHAN PARK

SHARED-USE PATH GREENWAY/TRAIL

CH UR

EXISTING SIDEWALK

PROPOSED SIDEWALK

ST.

NS RAILROAD

ST.

RR CROSSING

. ST

ON LLT

GROCERY

SCHOOLS

PARKS

. WY

H IAL

IR B FA

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

T! RESIDENCES TAR

COMMERCIAL

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

NOTE: Widths are approximate and sections are not to scale. Proposed cross sections are typical and will need to be refined with detailed engineering.

284 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1 2 3

RANK 30: HAGIN STREET SIDEWALK AT-A-GLANCE

TYPE: LENGTH: PRIORITY: EST. COST: SCORE:

Sidewalk 840 ft 30 $111 K 62/100

SHARED-USE PATH

R TE VE

PARKS

SCHOOLS

E OP

GROCERY

NS RAILROAD

92 BY P

S AS

PROPOSED SIDEWALK

. ST

EXISTING SIDEWALK

L IA R O EM M ’ NS

NE W

GREENWAY/TRAIL

GI HA

LEGEND

T. RS

RR CROSSING

PROJECT ENDPOINTS

STRONG CONNECTIONS JOBS

SCHOOLS

GROCERY

PARKS

COMMERCIAL

T! RESIDENCES TAR S

EXISTING

PROPOSED

CROSS SECTIONS

Travel Lane Travel Lane 11’

11’

Side Travel Lane Travel Lane walk 5’

11’

FULL RANKED PROJECT LIST

286

3.5 FULL RANKED PROJECT LIST

FIGURE 62: Projects ranked 1st through 30th.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 287

FIGURE 63: Projects ranked 31st through 60th.

288 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

FIGURE 64: Projects ranked 61st through 90th.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 289

FIGURE 65: Projects ranked 91st through 122nd.

290 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

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Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 291

BEFORE & AFTER HEATMAPS

292

3.6 BEFORE & AFTER HEATMAPS In the Network Analysis chapter of this document, we assessed the existing connectivity of Douglasville’s transportation system through the lens of a pedestrian and a cyclist. In order to understand whether the recommendations described to this point will have an impact on connectivity, we performed the same analysis on the network if all of the recommendations were implemented. This provides us a before and after picture of connectivity. Once again, we take the difference between the existing connectivity and the final condition connectivity to get a sense of the impact of our recommendations.

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 293

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL SIDEWALK EXISTING CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

GENERAL SIDEWALK PROPOSED CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

294 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING GENERAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED GENERAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 295

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING RESIDENTIAL SIDEWALK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED RESIDENTIAL SIDEWALK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS SIDEWALK STREET NETWORK FROM RESIDENCES

296 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING RESIDENTIAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED RESIDENTIAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 297

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING DESTINATIONAL SIDEWALK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED DESTINATIONAL SIDEWALK CONNECTIVITY - QUARTER MILE

OVERLAPPING QUARTER-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

298 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING DESTINATIONAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED DESTINATIONAL SIDEWALK CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG SIDEWALK NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 299

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING GENERAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED GENERAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM INTERSECTIONS

300 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING GENERAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM INTERSECTIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED GENERAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM INTERSECTIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 301

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING RESIDENTIAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

1/2

2 MI

CONNECTIVITY

COUNTY ROAD

NS RAILROAD

CITY ROAD

GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED RESIDENTIAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM RESIDENCES

302 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING RESIDENTIAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM RESIDENCES

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

1/2

2 MI

CONNECTIVITY

COUNTY ROAD

NS RAILROAD

CITY ROAD

GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED RESIDENTIAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM RESIDENCES

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 303

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

COUNTY ROAD

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING DESTINATIONAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED DESTINATIONAL BICYCLE CONNECTIVITY - HALF MILE

OVERLAPPING HALF-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM DESTINATIONS

304 RECOMMENDATIONS | Douglasville Pedestrian & Bicycle Connectivity Plan

1/2

2 MI

DALLAS HWY

LEGEND

STUDY AREA

INTERSTATE

NS RAILROAD

CITY ROAD

STATE PARK

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

COUNTY ROAD

ALMOST NONE

RID

IR LA

ON NT OR

NEW

IC AG O

AV E

FAIR B

M CA

URN

E PB

ROSE AVE

N TO LL

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

EXISTING DESTINATIONAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM DESTINATIONS

LEGEND DALLAS HWY

STUDY AREA

INTERSTATE

STATE PARK

COUNTY ROAD

NS RAILROAD

CITY ROAD

1/2

2 MI

CONNECTIVITY GREATEST

LOW

MODERATE

NONE/NO DATA

HIGH

ALMOST NONE

RID

IR LA

IC AG O

ON NT

NEW

AV E

FAIR B

ROSE AVE

ON LT EL PB

M CA

URN

LVD

LAS B

DOUG

L IL

CHAPEL H

RD RIVE

RSID

W PK

PROPOSED DESTINATIONAL BICYCLE CONNECTIVITY - ONE MILE

OVERLAPPING ONE-MILE TRAVELSHEDS ALONG BIKE NETWORK FROM DESTINATIONS

1/2

Douglasville Pedestrian & Bicycle Connectivity Plan| RECOMMENDATIONS 305

2 MI

306