HWY 5 FINAL RECOMMENDATIONS REPORT by DouglasvilleGA

HIGHWAY 5 CORRIDOR

LAND-USE & TRANSPORTATION STUDY

NOV 2021

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

STAKEHOLDER COMMITTEE April McKown - Douglasville Planning Manager Chris Pumphrey - Elevate Douglas David Connolly - SSP Arbor Center LLC Marcia Hampton - City of Douglasville

Melissa Newborn - Citizen, Arbor Station Michael Carey - Arbor Place Mall Miguel Valentin - Douglas County Govt Patrice Williams - City of Douglasville Priscille/Curtis - Anderson at Bright Star Logistics Ryan Anderson - City of Douglasville Zoning Sawyer Williamson - Williamson Bros BBQ Virgie Gordy - Citizen, Arbor Station

Marcia Hampton

COMMUNITY DEVELOPMENT DIRECTOR

Highway 5 Corridor Land-use & Transportation Study

Patrice Williams

CITY PLANNING April McKown

CITY ENGINEERING Marcus Thompson

PUBLIC WORKS Greg Roberts 2

CONSULTANT TEAM Mickey O’Brien - AECOM Project Director Corey Klawunder - AECOM Project Consultant Weiyi Zhou - AECOM Project Consultant James Anderson - AECOM Traffic Engineering Jordan Danzansky - AECOM Economic Analysis

TABLE OF CONTENTS

PROJECT OVERVIEW............................................................................ 17

EXISTING CONDITIONS........................................................................ 27

PUBLIC ENGAGEMENT.......................................................................... 86

RECOMMENDATIONS............................................................................ 96

1.1 Project Summary............................................................................................................................................18 1.2 City Background..............................................................................................................................................20 1.3 Goals and Objectives...................................................................................................................................21 1.4 Project Process...............................................................................................................................................24

2.1 Prior Plans...........................................................................................................................................................34 2.2 Zoning and Land Use...................................................................................................................................38 2.3 Economic............................................................................................................................................................50 2.4 Traffic Analysis.................................................................................................................................................68 2.5 Multi-modal Analysis....................................................................................................................................80

3.1 Stakeholder Committee Meeting #1...................................................................................................88 3.2 Stakeholder Committee Meeting #2...................................................................................................93

City of Douglasville, GA

4.1 Tool Kit of Recommendations.................................................................................................................97 4.2 Zoning and Land-Use..................................................................................................................................100 4.3 Traffic Recommendations.........................................................................................................................114 4.4 Multimodal Improvements.........................................................................................................................138 4.5 Streetscape and Placemaking................................................................................................................150

LIST OF MAPS

Highway 5 Corridor Land-use & Transportation Study

1. Study area ��6 2. Zoning and Land-Use ��8 3. Traffic Improvements ��10 4. Multimodal Improvements ��12 5. Pedestrian Recommendations ��30 6. Bicycle Recommendations ��32 7. Existing Zoning Map ��38 8. Future Land-Use Map ��40 9. Pedestrian Infrastructure ��82 10. Transit Infrastructure ��84 11. Recommendations ��98 12. Zoning Overlay District ��106 13. Complete Street Projects ��140 14. Share Use Path ��142 15. Complete Sidewalk Network ��146 16. Preliminary Multimodal Recommendations ��148

LIST OF FIGURES

City of Douglasville, GA

1. Site Location ��20 2. Douglasville Demographics ��21 3. Pre- vs. Post-Recession Population Growth ��50 4. Share of Total Douglasville Residents based on Place of Birth ��51 5. Total Jobs in Douglasville ��51 6. Share of Total Tax Revenue in Douglasville by Year and Type since 2015 ��52 7. Estimated Retail Sales per Job & Square-Foot of Retail Inventory ��53 8. Where do Douglasville Residents, Work? ��54 9. Concentrations of Retail ��55 10. 2010 Traffic Counts ��57 11. 2019 Traffic Counts ��57 12. Single-Family Subdivisions ��58 13. Median Appraised Value & Lot Size by West Mall Subdivision (2020) ��59 14. Multifamily Housing ��60 15. Share of Multifamily Units by Size & Average Rental Price per Unit ��61 16. Arbor Place Mall ��62 17. Major Commercial Centers ��66 18. Estimated Value per Acre if Douglasville Town Center is Redeveloped Into ��67 19. Traffic Count ��69 20. Potential Opportunities ��109

EXECUTIVE SUMMARY The Highway 5 corridor experienced an onset of growth approximately 20 years ago, causing a high demand on the

area’s mobility network. The Highway 5 area already sees heavy traffic congestion, and as the area continues to

grow it has the potential to become a mobility chokepoint. The City of Douglasville retained AECOM to study the area to mitigate potential impacts of development on the City’s

quality of life and to provide transportation and land-use

solutions for the corridor as it continues to grow. The goal

of this study is to build a vision for the Highway 5 corridor that synergizes land-use and transportation to ensure

Highway 5 Corridor Land-use & Transportation Study

smart growth for the corridor into the future.

NOTE: Over the course of the study, it became clear that Douglas Blvd and Stewart Pkwy west of

Highway 5 are critical to the success of the Highway 5 area, but were not included in the scope of work. This area is included in the maps throughout this document, but it is important to note that data such as traffic counts were only taken for roads highlighted in yellow above. 6

The study area is defined as follows:

• From the intersection of the Bright Star Connector and Highway 5 to the intersection of Stewart Parkway and Highway 5.

• On/off ramp of I20 at Highway 5

• From the intersection of Douglas Boulevard and

Highway 5 to the intersection of Chapel Hill Road and Douglas Boulevard.

Douglas County

The pages that follow will provide a high level overview of the recommendations.

These recommendations fall into four categories:

• • • •

City of Douglasville

City of Douglasville, GA

Georgia

ZONING & LAND-USE TRAFFIC IMPROVEMENTS MULTIMODAL IMPROVEMENTS STREETSCAPE & PLACEMAKING 7

ZONING & LAND-USE HIGHER DENSITY MIXED-USE ZONING Economic analysis indicates that there is pent-up

demand for higher residential housing in the area. It is recommended to build a cohesive mixed-use zoning code that allows for up to 5 storeys and 20 units per

acre with retail/commercial space on the bottom floor. This will increase the tax base, and create a more livable and healthy community for citizens.

Highway 5 Corridor Land-use & Transportation Study

POTENTIAL ZONING OVERLAY AREA

DOUGLASVILLE TOWN CENTER CATALYST PROJECT Pilot the new mixed-use zoning code by

redeveloping the Douglasville Town Center parcel into a mixed-use destination. 8

OVERLAY FOR ARBOR PLACE MALL The goal of an overlay for the Arbor Place Mall is to prohibit

industrial or warehousing land-use and preserve the mall as a

potential live-work-play destination. An overlay will ensure that the City has a seat at the table if the site or another property within the district tries to pivot in this direction, which runs counter to the City’s goals for the study area.

POTENTIAL ZONING OVERLAY AREA

ELIMINATE PARKING MINIMUMS

ENCOURAGE INFILL DEVELOPMENT

Tweak zoning code to allow more infill

underutilized parking lots in the area. Given

that most land in the city limits in the study

area is built out, this is the best way to utilize existing land to bolster tax base.

ELIMINATE PARKING MINIMUMS Allow businesses to set their own amount of

parking, which also permits them to reallocate

development to leverage the many

that most land in the city limits in the study

area is built out, this is the best way to utilize existing land to bolster tax base. Encourage

or require developers to bring buildings to the front with parking in the rear to create a more walkable environment.

their land for infill development. Consider parking maximums instead.

City of Douglasville, GA

development to leverage the many

TRAFFIC IMPROVEMENTS HIGHWAY 5 WIDENING Traffic data indicates that widening SR 5 to six lanes will be necessary by 2050 to achieve an acceptable

level of service. It is recommended to first implement other recommendations in this report such as the

Bright Star exit ramps and ped/bike improvements to divert traffic to other exits/modes that also serve to

Highway 5 Corridor Land-use & Transportation Study

make the area more pleasant for street life.

HIGHWAY 5 DIVERGING DIAMOND INTERCHANGE Built in 1964, the SR 5 bridge over I-20 will need to be replaced relatively soon. Widening SR 5 coupled with the Bright Star Rd

improvements may bring the volume over the bridge in line with capacity. If those projects do not, or when the bridge naturally comes up for replacement, it is recommended to install a

diverging diamond interchange for both capacity and safety.

DOUGLAS BLVD @ CHAPEL HILL RD IMPROVEMENTS In the short-term, build eastbound and westbound right turn

overlap signals. In the longer term, add an additional northbound left turn lane.

BRIGHT STAR RD EXIT RAMPS & FRONTAGE ROADS From I-20 onto Bright Star

and Douglas Blvd. Dovetails with ARC-D003 that aims to widen Bright Star Road south of I-20.

Bypass will remove congestion from the SR 5 bottleneck and activate the entire Stewart Parkway area to the west of the study area. The Park & Ride becomes much more convenient, which

boosts utilization more than any other incentive. Stewart Parkway will see more activity, thus setting the stage for the Town Center Catalyst redevelopment.

City of Douglasville, GA

Road allow people to bypass the worst of the congestion on SR 5 between the bridge over I-20

MULTIMODAL IMPROVEMENTS COMPLETE SIDEWALK NETWORK At the end of every trip, everybody becomes a pedestrian. Ensuring that all of the sidewalks in the area are connected is the first step to an effective multimodal system.

SHARED-USE PATHS Shared-use paths are a great way to provide

complete, comfortable connectivity for both pedestrians and cyclists along high speed

high volume thoroughfares such as Highway 5. These facilities are recommended along Highway 5, along the east end of Douglas

Blvd, and around the perimeter of the Arbor

Highway 5 Corridor Land-use & Transportation Study

Place Mall to act as a recreational loop.

WAYFINDING SIGNAGE Wayfinding allows residents and visitors alike to travel safely and effectively when walking and biking. Good opportunity for branding. 12

REEVALUATE BUS SYSTEM Currently the area is serviced by the Douglas County bus system.

The bus routes are not well-suited to circulation in the busy Highway 5 area. The City should work with the County to reevaluate their bus

system and consider implementing a dedicated Arbor Place Shuttle as redevelopment and employment opportunities increase in the study area.

COMPLETE STREETS PROJECTS Mirror Fairburn Road Complete Street project on Douglas Blvd, Stewart Pkwy, and Concourse

Pkwy. Reallocating the outside lanes to tree protected bike lanes will create bicycle connection and enhance walkability of existing sidewalks by making the thoroughfares more comfortable and pleasant for pedestrians. Coupled with zoning changes that encourage developers to destinations.

BIKESHARE PROGRAM Once Complete Streets Projects are built, provide

PERMIT BIKES TO RIDE ON SIDEWALK

and commuters to utilize the bicycle network.

and the inability to ride on sidewalks, it is

a bikeshare program to encourage residents

Without bike infrastructure in the area

Locations for the bikeshare stations are:

effectively impossible to bike safely in the

• Douglas County Park & Ride • Arbor Place Mall

• Stewart Pkwy Kroger • Walmart

study area. Permit bikes to ride on the

sidewalk where practicable. Stipulate that if pedestrians are present, bicyclists must dismount.

City of Douglasville, GA

build attractive streetscape up to the existing back of sidewalk will create vibrant pedestrian

Highway 5 Corridor Land-use & Transportation Study

STREETSCAPE & PLACEMAKING

Enhance pedestrian safety and comfort - Improve street-level safety at specific locations to create a safer pedestrian environment.

City of Douglasville, GA

Develop design, aesthetic, and visual enhancements for the corridor - Create and adopt Urban Design Guidelines to build a sense of place in the Highway 5 area. Includes palette of materials, furniture, lights, etc to maintain consistent theme. Encourage green infrastructure development to decrease impervious cover - Consider zoning and fee incentives for developers who pursue building density, green spaces, pervious surfaces, and off-site water retention.

Highway 5 Corridor Land-use & Transportation Study

PROJECT OVERVIEW

City of Douglasville, GA

1.1 Project Summary 1.2 City Background 1.3 Goals and Objectives 1.4 Project Process

PROJECT SUMMARY The Highway 5 Corridor (the “study area”),

development, characterized by lower densities,

by Arbor Place Mall, big box retail buildings, and

of residences, jobs, and shops, can exacerbate

developed over 20 years ago. It is characterized

large parking lots that front the corridor. These developments cater solely to the automobile. This

type of development was sustainable but over

the course of time, the rise of online shopping, the desire for a more walkable environment, and now

the Covid-19 pandemic, have made this type of development pattern undesirable. Additionally,

development

dispersed

superblocks, which are city blocks separated

by 800 feet or more, can discourage pedestrian activity and encourage pedestrian dangerous mid-

block crossings. We will identify inconsistencies

with existing zoning and development patterns and provide recommendations that are consistent

air and water pollution, habitat loss, and a decline in ecosystem functions. Arbor Place Mall alone

is over 80 acres of impervious surface therefore storm runoff and pressure on the storm drainage

infrastructure can limit future growth. These

developments can also increase the demands on the transportation system and reduce the efficiency of the system, as the same number

of people and same level of economic activity generates more and longer trips.

Managing

these challenges is particularly demanding

when transportation and land use are planned separately, as they are in most localities.

with the community vision and the needs of the

Appropriate

existing transportation conditions and provide

likelihood that it will be developed or redeveloped

Study Area. We will also provide an overview of recommendations to transform this area so it

is viable for appropriate redevelopment with complementary transportation facilities. Highway 5 Corridor Land-use & Transportation Study

few transportation options, and rigid separation

These large impervious areas can contribute

to serious environmental problems. Dispersed

2021 Phase 1: Establishing the Baseline

APR

transportation

improvements

make land more accessible and so increase the in a more efficient and sustainable manor. This

project provides the opportunity for AECOM to assist the City of Douglasville to set in place a

realistic plan which is implementable over time

integrating future Land Use and Transportation solutions which is are sustainable and attractive.

Phase 2: Research & Traffic Analysis

MAY

JUN

Phase 3: Public Involv

JUL

Stakeho Meeting 18

July 21

AUG

older g

Phase 4: Draft Recommendations

SEP

OCT

Phase 5: Final Documentation

City of Douglasville, GA

vement

NOV

Stakeholder Meeting

September 16

CITY BACKGROUND

Georgia

Douglas County

History

Like many towns in Georgia, Douglasville was originally established as a commerce stop due to the active railroad line running though

the City. At this time, the railroad was a sign of prosperity and was also the social hub, where citizens could pick up mail and goods.

The train industry provided employment opportunities and access

to other jobs in places with tremendous growth such as Atlanta and Birmingham.

The City and Transportation

Located approximately 20 miles west of Atlanta, Douglasville has experienced a tremendous amount of growth over the last 10 years.

Highway 5 Corridor Land-use & Transportation Study

With its proximity to downtown Atlanta and Hartsfield Jackson Airport, Douglasville continues to be an appealing option for many.

Over the last 10 years, Douglasville leadership has been dedicated

to planning for the future and providing a high level of quality of life to all citizens. As a result of this planning effort, Douglasville has completed and begun implementation on multiple plans including but not limited to: Comprehensive Transportation Plan, Citywide

Bicycle and Pedestrian Connectivity Plan, Unified Development Code Rewrite, multiple LCI studies, and a Comprehensive Plan Update. 20

City of Douglasville

Douglasville Demographics Douglasville’s population has boomed since the turn of the millennium. Today, its population is estimated

at approximately 34,000 people for a 70% increase in 20 years. 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 1,500

1,000 500 Male Population

35.9

MEDIAN AGE

500 1,000 Female Population

1,518 people / mi

1,500

Population density

FIGURE 2: Demographics of Douglasville, Georgia.

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

DRIVE ALONE

78.2%

CARPOOL

10.1%

WORK AT HOME

6.9%

FIGURE 1: Commuting behavior of Douglasville residents.

MOTORCYCLE

2.9%

WALK

1.4%

PUBLIC TRANSIT

0.5% 21

City of Douglasville, GA

to work.

GOALS AND OBJECTIVES The ultimate goal is to provide The City of Douglasville with a Shared Vision for the Highway 5 Study Area that synergizes land-use and transportation to ensure smart growth for the corridor into the future.

Examine how population growth in the City of Douglasville has impacted transportation demand; Address the mobility needs for users of all means of transportation, included but not limited to pedestrians, bicyclist, and drivers and passengers of motorized vehicles; Conduct a traffic study of the existing network and analyze recently conducted traffic counts and crash data reports; Review how changes in travel demand on the study area exert considerable influence on the development of new transportation infrastructure and services; Conduct new traffic counts at intersections and high volume segments to ensure the feasibility of land use changes and bicycle and pedestrian improvements; Develop and evaluate a wide range of transportation improvements with options including, but not limited to roadway widening, bike and pedestrian enhancements, safety improvements and improvements based on existing and forecasted traffic volumes. Collect planning documents, policy statements, capital project information, metropolitan planning organization travel demand model, crash data and transportation study results from relevant projects need provide an analysis with strategies and recommendations;

Analyze the existing zoning and general planned land use designations and examine the interaction between the existing transportation network and current land use. Develop plans for a well designed network of streets along the study area, which are place based in their scope and design and can promote active transportation. 23

City of Douglasville, GA

Determining methodology and providing recommendations consistent with the Douglasville Comprehensive plan, DCTPD, Ped Bike, and UDO.

PROJECT PROCESS Planning Process The goal of integrating land and transportation

Phase 3: Public Involvement

which transportation plays an integral role,

would echo the approach for both broad general

planning is to create a vision for land use in

The outreach for the Highway 5 Corridor Study

ensuring that transportation projects have the

input as well as stakeholder outreach. Options

effects that local communities desire and so are supported by the communities they serve. Phase 1: Establishing the Baseline The goal of integrating land and transportation

planning is to create a vision for land use in

which transportation plays an integral role,

ensuring that transportation projects have the effects that local communities desire and so are supported by the communities they serve. Phase 2: Research & Traffic Analysis

may include using community workshops,

postcard survey, online survey, project webpage, emails, social media, print media, and booths at

public events tailored to the considerations of the global pandemic and social distancing.. Phase 4: Draft Recommendations During the fourth phase, an draft recommendation report will be developed that blend the best

elements of each scenario, based on analysis results and stakeholder input.

There will be a review of existing County and regional plans completed or underway that have

direct or indirect association or implications on Highway 5 Corridor Land-use & Transportation Study

the Highway 5 Corridor Study Area. Traffic study

will include historic traffic counts, previous traffic studies, the Douglasville plans mentioned in Task

2, crash data which will be obtained from the Georgia Electronic Accident Reporting System (GEARS), a review of planned projects in the

Transportation Improvement Plan or Regional Transportation Plan, and a review of traffic in the ARC Travel Demand Model (TDM).

Phase 5: Final Documentation The final phase included the revision, approval, and adoption of the Highway 5 Corridor Landuse and Transportation Study.

Project Schedule The following diagram illustrates the overall project

timeline and major project milestones that occurred throughout each of the five project phases.

Phase 1 Establishing the Baseline

April 2021

Project Kick-off

Conduct Initial Site Visits Draft opportunities and constrains plan Conduct Traffic Analysis Submit Initial Findings

Phase 2 Research & Traffic Analysis

Phase 3 Public Involvement

Analysis and Recommendations

July 2021

Stakeholder Meeting #1 Submit Traffic Analysis Report

Phase 4 Draft

Project Milestones Public Engagement

Project Deliverables

Stakeholder Meeting #2 Draft Documented Recommendations

Phase 5 Final Documentation November 2021

City of Douglasville, GA

Submit Final Documentation Present to City Mayor and Council

Highway 5 Corridor Land-use & Transportation Study

02 EXISTING CONDITIONS

City of Douglasville, GA

2.1 Prior Plans 2.2 Zoning and Land Use 2.3 Economic Analysis 2.4 Traffic Analysis 2.5 Multi-modal Analysis

N. T. S.

Chapter 2 provides an introduction to the Highway 5 and Douglas Boulevard study area.

Previous planning efforts, traffic data, existing

multimodal facilities, and an economic analysis provide multi-faceted background information

that gives rise to the recommendations in Highway 5 Corridor Land-use & Transportation Study

chapter 4.

Previous Studies A review of previous planning efforts in the study area was conducted to catalogue

existing future strategies and projects for the Highway 5 area. These studies included: • Douglasville Comprehensive Plan • Douglas County Comprehensive

The study area is shown above. The limits of the study area are Highway 5 from Rose Avenue to

Stewart Parkway and Douglas Boulevard from Highway 5 to Chapel Hill Road. Although these

are the scoped limits of the study, the whole

surrounding area was considered in the analysis of the study area. 28

Transportation Plan

• Douglasville Comprehensive Transportation Plan

• Douglasville Pedestrian & Bicycle Connectivity Study

• Unified Development Ordinance

Douglasville Pedestrian & Bicycle Connectivity Plan AECOM was hired to by the City of Douglasville to map, inventory, evaluate, and

make

recommendations

for

the

City’s existing pedestrian and cycling infrastructure and look for new active

transportation connectivity opportunities.

The connectivity of residential areas (the originator of every trip) and destinations of

interest (such as schools, parks, grocery stores, downtown, etc) was studied to ensure that recommended projects would

DOUGLASVILLE PEDESTRIAN & BICYCLE CONNECTIVITY PLAN

provide the most connectivity for the least effort and cost.

OCTOBER 2020

The project resulted in: •

A complete inventory of existing sidewalk conditions and connectivity gaps, and bike

•

A list of recommended projects using a ranking score which included destinations, land

•

A new vision for the future of the City of Douglasville’s Transportation System

•

Establishment of a locally based steering committee or advocates who can assist in

•

Facilitated meetings between the City of Douglasville and the Atlanta Regional

facilities

use and construction costs

Commission (ARC) to discuss funding opportunities

The following pages 28-31 depict the map recommended pedestrian and bicycle network from the results of that study.

City of Douglasville, GA

further promoting the projects

PEDESTRIAN RECOMMENDATIONS 0

SUP14

1 SUP1

SW53

WALMART

SW14

3 P2

KW Y.

C RE

SUP29 PARK

ARBOR P

WO O D DR .

CIRCLE

T AR

ILL

SUP8

W AY

RD.

SW36

PARK

ST E

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 30

SW1 9

ST EW AR TM I LL

U SO

Highway 5 Corridor Land-use & Transportation Study

W A

1 SW

GEORGIA HIGHLANDS COLLEGE

SUP21

SW17

. RD

AS BLVD

SUP18

SUP20

ARBOR PLACE MALL

LL HI

L UG DO

TRAIL CLUB LVD LAS B DOUG

EL CHAP

SW36

GOLF

SUP7

BILL ARP RD

TR4

SW38

TR7

RR CROSSING DOWNTOWN

WEST PINES GOLF CLUB

SUP

AV E

TR3 SW46

PARK & RIDE

DOUGLAS COUNTY HIGH

SW54

. ST

N TO LL

SW56

E PB

HUNTER PARK

M CA

SELMAN DR.

SW39

SW33

1 MI

RD .

ARBOR PLACE AREA

ARBOR PLACE AREA PEDESTRIAN RECOMMENDATIONS PEDESTRIAN PROJECTS PROJECTS PEDESTRIAN

FIGURE FIGURE 39: 39: Arbor Arbor Place Place Area Area pedestrian pedestrian project project list. list.

CODE CODE

NAME NAME

TYPE TYPE

SUP1 SUP1 SUP3 SUP3

Selman Selman Dr Dr Path Path W Stewart Mill W Stewart Mill Rd Rd Path Path Parkway Cir N Path Parkway Cir N Path

SUP7 SUP7 SUP8 SUP8

SUP11 SUP11 SUP14 SUP14 SUP18 SUP18 SUP20 SUP20 SUP21 SUP21 SUP23 SUP23 SUP25 SUP25 SUP26 SUP26

SUP29 SUP29 TR3 TR3 TR4 TR4 TR7 TR7

TR13 TR13 TR14 TR14 TR15 TR15

Rose Ave Ave Path Path Rose Douglas Douglas Blvd Blvd W W Path Path

4360 4360 FT FT 2340 2340 FT FT

$1.8 $1.8 M M $950 $950 K K

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

4540 4540 FT FT 1.33 MI MI 1.33

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

Bill Bill Arp Arp Rd Rd (SR (SR 5) 5) S S Path Path Bill Arp Arp Rd Rd (SR (SR 5) 5) N N Path Path Bill

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

Gurley Gurley Rd Rd Trail Trail Bright Star Bright Star Connector Connector Greenway Greenway

Stewart Stewart Greenway Greenway Arbor Arbor Station Station Greenway Greenway

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

Douglas Douglas Blvd Blvd E E Path Path Chapel Chapel Hill Hill Rd Rd N N Path Path

Golf Golf Course Course Greenway Greenway Hunter Hunter Park Park to to Rose Rose Trail Trail

COST COST

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

Parkway Parkway Cir Cir S S Path Path Campbellton St Campbellton St Path Path

Stewart Stewart Mill Mill Rd Rd Path Path Arbor Pkwy Path Arbor Pkwy Path

LENGTH LENGTH

Shared-Use Shared-Use Path Path Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail Greenway/Trail

2550 2550 FT FT 3610 3610 FT FT

$1.03 $1.03 M M $1.46 $1.46 M M

2060 2060 FT FT 840 FT 840 FT

$934 $934 K K $363 $363 K K

$1.91 $1.91 M M $2.9 M M $2.9

3460 3460 FT FT 2930 2930 FT FT

$1.53 $1.53 M M $1.26 $1.26 M M

3890 3890 FT FT 3800 3800 FT FT

$1.7 $1.7 M M $1.48 $1.48 M M

1290 FT FT 1290 1200 1200 FT FT

4620 4620 FT FT 1.31 1.31 MI MI 2770 2770 FT FT 1.15 1.15 MI MI 1.07 1.07 MI MI

$1.2 M M $1.2 $538 $538 K K

$1.73 $1.73 M M $2.67 M $2.67 M $1.13 $1.13 M M $3.51 M $3.51 M

$3.21 M $3.21 M

FIGURE FIGURE 40: 40: Downtown Downtown Core Core pedestrian pedestrian + + bicycle bicycle project project list. list.

91 91 98 98

84 84 90 90

113 113

Douglasville 229 Douglasville Pedestrian Pedestrian & & Bicycle Bicycle Connectivity Connectivity Plan Plan | | RECOMMENDATIONS RECOMMENDATIONS 31229

City of Douglasville, GA

PEDESTRIAN PEDESTRIAN + + BICYCLE BICYCLE PROJECTS PROJECTS

BICYCLE RECOMMENDATIONS

ARBOR PLACE AREA

1 MI

M CA

SUP14 .

GOLF

3 P2

C RE

SUP29 PARK

KW Y.

. RD

ARBOR P

WO OD

CIRCLE

T AR

ILL

SUP8

W AY

RD.

PARK

ST E

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 32

BB9 ST EW AR TM I LL

U SO

DR .

RD .

W A

CT1 GEORGIA HIGHLANDS COLLEGE

SUP21

LL HI

AS BLVD

SUP18

SUP20

ARBOR PLACE MALL

EL CHAP

CT3

TRAIL CLUB LVD LAS B DOUG

SUP7

BILL ARP RD

L UG DO

CT4

TR7

RR CROSSING DOWNTOWN

WEST PINES GOLF CLUB

SUP

AV E

TR3 TR4

Highway 5 Corridor Land-use & Transportation Study

1 SUP1

SW53

WALMART

2 CT

. ST

PARK & RIDE

DOUGLAS COUNTY HIGH

BB3

SW33

BL3

N O LT

HUNTER PARK

EL PB

SELMAN DR.

BB6

ARBOR PLACE AREA BICYCLE RECOMMENDATIONS ARBOR PLACE AREA BICYCLE RECOMMENDATIONS BICYCLE PROJECTS BICYCLE PROJECTS

FIGURE 49: Arbor Place Area bicycle project list.

TYPE

LENGTH

COST COST $1.8 M

CODE SUP1

NAME Selman Dr Path

TYPE Shared-Use Path

LENGTH 4360 FT

SUP7 SUP3

Parkway CirMill N Path W Stewart Rd Path

Shared-Use Path

2550 2340 FT

$1.03 $950M K

4540 3610 FT

$1.91 $1.46 M

SUP3 SUP1 SUP8 SUP7

SUP11 SUP8 SUP14 SUP11 SUP18 SUP14 SUP20 SUP18 SUP21 SUP20 SUP23 SUP21 SUP25 SUP23 SUP26 SUP25 SUP29 SUP26

W Stewart Selman Dr Mill PathRd Path Parkway Cir S Path N Path

Campbellton Path Parkway Cir SStPath Rose Ave Path Campbellton St Path Douglas Rose AveBlvd PathW Path Douglas Blvd E WPath Path

Chapel RdENPath Path DouglasHill Blvd

Bill Arp Rd 5)Path S Path Chapel Hill (SR Rd N

Bill Arp Rd (SR 5) N S Path Stewart Mill(SR Rd5)Path Bill Arp Rd N Path Arbor Pkwy Stewart Mill Path Rd Path

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

2340 4360 FT 3610 2550 FT 1.33 FT MI 4540 2060 1.33 FT MI 840 FT 2060

$950 K $1.8 M

$1.46 $1.03 M $2.9 M $1.91

$934 K $2.9 M

$363 K $934

3460 840 FT

$1.53 $363M K

1290 2930 FT

$1.2 M $1.26

2930 3460 FT 1200 1290 FT 3890 1200 FT

$1.26 $1.53 M

$538 K $1.2 M $1.7 M $538 K

TR3 SUP29

Gurley Rd Trail Arbor Pkwy Path

Greenway/Trail Shared-Use Path

3800 3890 FT

$1.48 $1.7 M

TR7 TR4

Golf Course GreenwayGreenway Bright Star Connector

Greenway/Trail

1.31 FT MI 4620

$2.67 $1.73 M

84 98

TR4 TR3

TR13 TR7

TR14 TR13 TR15 TR14 TR15

Bright Connector Greenway GurleyStar Rd Trail Hunter Park to Rose Trail Golf Course Greenway

Stewart Greenway Hunter Park to Rose Trail

Arbor Station Greenway Stewart Greenway

Arbor Station Greenway

Greenway/Trail

4620 3800 FT

Greenway/Trail

2770 1.31 FT MI

Greenway/Trail

1.07 1.15 MI

Greenway/Trail

1.15 FT MI 2770

$1.73 $1.48 M $1.13 $2.67 M $3.51 $1.13 M $3.21 $3.51 M

FIGURE 50: Arbor Place Area pedestrian + bicycle list.M Greenway/Trail 1.07 MI project $3.21

98 91 90 84

113 90

113

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

Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 33241 Douglasville Pedestrian & Bicycle Connectivity Plan | RECOMMENDATIONS 241

City of Douglasville, GA

PEDESTRIAN + BICYCLE PROJECTS PEDESTRIAN CODE NAME + BICYCLE PROJECTS

FIGURE 49: Arbor Place Area bicycle project list.

PRIOR PLANS City of Douglasville Comprehensive Plan Goals from the plan are as follows:

• Providing effective access to arbor Place mall area - The Arbor Place Mall area is an important employment center and a cornerstone of retail activity in Douglasville and Douglas County. Since

the Mall development, additional retail development has occurred along Douglas Boulevard, Bill Arp Road (SR 5), and Chapel Hill Road. This center of activity has brought with its heavy volumes of traffic, particularly during the PM peak hour and on Saturdays. The Mall is served directly by

Douglas Boulevard which extents east and west to Chapel Hill Road and Bill Arp Road (SR 5) and beyond. In addition to serving traffic to/from Arbor Place Mall, these roads are important through routes connecting residential communities to the north and south with I-20.

• Providing alternatives to single occupant automobile traffic - Travel via automobile is the most prevalent form of travel in Douglasville and Douglas County. The land use patterns, development density, and proximity of housing and employment contribute to the high proportion of travel

made by automobile. Efforts such as the Downtown Douglasville Livable Centers Initiative (LCI) examined the potential for trip reduction through land use modifications and development of

alternative travel modes. Implementation of recommendations contained within that study can

help reduce the impact and reliance on single occupant automobiles as a primary travel mode. In addition to land use modifications, proactively providing alternative mode travel options can

Highway 5 Corridor Land-use & Transportation Study

reduce the reliance on single occupant automobile travel.

City of Douglasville Comprehensive Transportation Plan

DTP - 04

DTP - 09

DTP - 10

Project Name Concourse Pkwy Traffic Study

Chapel Hill Road Improvements

Douglas Blvd @

SR 5 Intersection Modification

From/At

Detailed Description

SR 5 @

Traffic study to assess how well intersection

Pkwy

#0012618

Concourse

has improved as a result of GDOT project

Operational and traffic flow improvements, Hospital Dr

access management features, turn lanes, signal operational upgrades, and ITS connectivity.

Douglas Blvd @ SR 5

Add a second eastbound and westbound left turn lane. Add a dedicated westbound right

turn lane. Add a dedicated southbound right turn lane.

City of Douglasville, GA

Project #

Douglas County Comprehensive Transportation Plan Douglas County created a comprehensive transportation plan (CTP) in 2008 and is currently creating an updated plan. The following is an excerpt from the County CTP:

“The Arbor Place Mall is a major economic engine for Douglas County and more specifically for the city of Douglasville. The mall draws patrons from across the metropolitan Atlanta region

concentrating primarily on the western suburbs and the eastern parts of Alabama. A large amount of “big-box” retails such as Kohl’s, Target, Wal-Mart, Lowe’s and Home Depot have also opened augmenting the tremendous amount of commercial square feet available to shoppers in the area. The combination of the mall and surrounding retail establishments have put a tremendous burden

on the two intersections that serve as the gateways to the Mall – Douglas Boulevard at SR 5/Bill Arp Road and Douglas Boulevard at Chapel Hill Road…. City and county staff have expressed that the intersection and signal timing has been maximized.

Needs identified in the Arbor Place Mall sub-area include: • Improve the northeast entrance • I-20 ramps to Chapel Hill Road • Diversion of local traffic from I-20 (I-20 being used as local connection) • Alleviation of safety hazards; primarily on Chapel Hill Road and Douglas Boulevard

Highway 5 Corridor Land-use & Transportation Study

• Better signage directing travelers to mall entrances "

The following projects were identified first in the Douglas County Comprehensive Transportation

Plan in 2008, and then were identified as being in the pipeline in the 2018 Douglas County Comprehensive Plan.

Project #

Project Name

From/At

Detailed Description High crash rates have been identified at locations along this corriodr. A safetty

CTP - 15

Adaptive Traffic

Signal Pilot Program

audit should be completed to determine

Chapel Hill

operational upgrades along this corridor

Road/SR 5/

would imrpvoe safety and mobilitiy and

CBD area

improve travel times on this vital north-south corriodor. Wil relieve delay and congesetion at the Douglas Blvd intersection.

CTP - 21

CTP - 44

SR 5/Bill Arp

Road - Modify Intersection

This project will modify the intersection of

SR 5/Bill Arp Road and Douglas Blvd. Interim

SR 5 @

project in advance of interchange. Dual left-

Douglas Blvd

turn lanes from SR 5 north to Douglas Blvd east. Right turn lanes on all approaches.

Chapel Hill Road

Short-term operational improvements as

Improvements

and Stewart Mill Road Transportation Corridor

Operational

recommended in the 2005 Chapel Hill Road Study

I-20 West @ SR CTP - 6A

5 Interchange

modification and

This project, partnered with Project 6B and

I-20 @ SR 5

9A, would modify the SR 5 intercahnge to accept inside/managed lanes

CD system concept

Working with GDOT, this project will reassign the state route 5 marker from Bill Arp Road CTP - 9A

to a new alignment on Tyree Road and Post

Relocate SR 5 to

Road. The northern terminus will remain US

Post Road

78/Veterans Memorial Highway. The overall project 9b)

CTP - 52

Chapel Hill Road Widening

I-20

Stewarts

Mill Road

Widen to eight lanes from I-20 to Douglas

Blvd, and widen to six lanes from Douglas Blvd to Stewarts Mill Rd.

City of Douglasville, GA

mileage of SR 5 will remain fairly equal (see

ZONING AND LAND-USE Although the parcels under consideration were expanded to provide a better picture of land-

use in the area surrounding the study area, most of the zoning by land area consists of general

commercial. This is characterized by large lot sizes and large setbacks of at least 50’ from the right of way, which tends to encourage automobile use. Legend GC General Commercial PUD Planned Unit Development O-I Office Institutional NC Neighborhood Commercial O-D Office Distribution PSP Public - Semi Public PRD Planned Residential Development

Highway 5 Corridor Land-use & Transportation Study

RMP Regional Marketplace

38% PUD Planned Unit Development 1% PSP Public - Semi Public

38%

4% PRD Planned Residential Development 4% 1% RMP Regional Marketplace 1% OTHERS 55% 55% GC General Commercial

City of Douglasville, GA

PUD

PSP

PRD

RMP

OTHERS

Future Land Use Douglasville’s Future Land Use map depicts two main land uses in the study area – Regional Activity Center and Medium Density Residential.

Legend Regional Activity Center Medium-Density Residential Mixed-Use Design

Highway 5 Corridor Land-use & Transportation Study

Community Activity Center

83782 28904 4941 724

4% Medium-Density Residential

1% Community Activity Center 71% Regional Activity Center

Mixed-Use Design

71%

4% Mixed-Use Design 24%

Community Activity Center

City of Douglasville, GA

Activity Center Density Residential e Design ty Activity Center

Regional Activity Center

24% Medium-Density Residential

Unified Development Ordnance The Unified Development Ordnance (UDO) lays out the standards for development in

Douglasville. The preceding zoning maps indicate that there are only four zoning codes present in the study area. These are:

General Commercial (GC) Central Business District (CBD) Public & Semi-Public District (PSP); and Planned Unit Development (PUD)

This section will provide an overview of

CITY OF DOUGLASVILLE

UNIFIED DEVELOPMENT ORDINANCE ())(&7Ζ9( 0$<

these zoning codes, the development standards that entail, and will discuss the nuances. (flesh this text out)

PUD Planned Unit Development

The Planned Unit Development (PUD) zoning code covers all of the Arbor Station residential

Highway 5 Corridor Land-use & Transportation Study

community as well as the Arbor Place Mall and much of the land surrounding it. Generally, the code is meant to provide developers the ability for a unified plan of development for an area.

Although this zoning code allows for mixed use, this has resulted in a rather typical medium density residential community in the case of Arbor Station. Furthermore, in the cases of the other apartment complexes built under this zoning code, none of them have included any mixed-use

amenities. This could be due to some ambiguity in the Unified Development Ordinance when it comes to mixed-uses. In the Allowed Principal Uses Tables, the PUD code is not even listed, and further does not indicate that mixed-uses are allowed in this zoning. The only zoning code that

explicitly permits mixed-use is the Planned Residential Development (PRD) code. However, the

descriptions for these zoning codes indicate the opposite. The PUD code has specific stipulations regarding mixed-uses, whereas the PRD code does not even mention mixed-use. 42

dwellings in accordance with the land use plan for the city with a development site of at least two acres. B. Lot Development Standards Lot Dimensions Minimum Lot Area Minimum Lot Width Minimum Lot Frontage Minimum Setbacks

Lot Development Standards 2-acre min. development site n/a 50’

Principal Building Front Side Rear

50’ 30’ 30’

Accessory Building From Principal Structure Front Side Rear Maximum Height Principal Accessory Minimum Floor Area One-bedroom unit Two-bedroom unit Three or more-bedroom unit Townhouse Impervious Surface Coverage Minimum Building Separation Multi-Family Developments

Not-Permitted 5’ if less than 144 sf 15’ if greater than 144 sf 35’ 24’ 750 sf 1,050 sf 1,500 sf 1,500 sf 50% 20’ between one story buildings 30’ between one and two or two story buildings

density, the PUD zoning has a hard limit at 8 units per acre, with allowances up to 10 if C. Regarding Supplemental Regulations green space is provided. Interestingly, thestudy apartment complexes Place, Lakeside at Arbor Traffic Study Required. A traffic shall be requiredatbyArbor the developer to determine

Place, andthe Park Westof allthe have units perdevelopment acre values inon excess of this limit. Considering impact proposed the existing roadway system ifthe therelatively number of dwelling unitshousing exceedsin90 dwelling units. The reportinshall comply with the provisions low vacancy rate across Douglasville as discussed the economic analysis, there is of Sec. 10.06.H. Traffic Study. merit to exploring an increase of the number of units per acre permitted in the zoning code. The Supplemental use regulations shall be as established in Article 2, Use Regulations and Planned Residential (PRD) zoning code, for example, appears to allow for a much RestrictionsDevelopment as based on Section 2.02, Allowed Uses. higher density of dwelling units per acre. Another issue regarding the PUD zoning code is that the minimum required acreage for infill development is a very attractive option to create more housing, bolster the tax base, and greatly

increase walkability and livability in the area. Although big parking lots such as the one surrounding

City of Douglasville Unified Development Ordinance

Residential Districts | 3-9

Arbor Place Mall with its 55 acres can handle this minimum, this would represent too great a percentage for many of the small to medium sized parking lots in the area, thus precluding the sort

of density that would be needed to change the scale of the study area to be more human-oriented. 43

City of Douglasville, GA

developments is 2 acres. Given the great excess of surface parking in the study area, infill

General Commercial The General Commercial zoning code covers the big box and strip mall style developments

throughout area. Commercial The stipulation of minimum setbacks of at least 50’ from the main Sec. 4.08 the GCstudy General to any structure, including access drives, ends up forcing the creation of large A. thoroughfare Purpose outdoor rooms that are uncomfortable to be a pedestrian in. 90% impervious surface creates The GC general commercial district is intended to provide areas for those business and issues for stormwater increases the urban heat island effect. commercial uses thatrunoff are a and higher intensity than neighborhood commercial districts or for the central business district, in accordance with the land use plan for the city. B. Lot Development Standards Lot Development Standards Lot Dimensions Minimum Lot Area Minimum Lot Width Minimum Lot Frontage Maximum Density Minimum Setbacks

None None 50’ n/a

Principal Building 50’ from the major thoroughfare applies to all structures including service areas and access drives. 0’ from internal road network 15’ if adjacent to non-residential district at external lot line 50’ if adjacent to residential district at external lot line 0’ from Internal side yard setbacks 15’ if adjacent to non-residential district 50’ if adjacent to residential district

Front

Side Rear

Accessory Building

Highway 5 Corridor Land-use & Transportation Study

From Principal Structure Front Side Rear Maximum Height Principal Accessory Impervious Surface Coverage Maximum Floor Area

0’ Not-Permitted 5’ if less than 144 sf 15’ if greater than 144 sf 50’ plus one foot of height for each foot of setback distance over 50’ to the closest property line of any residential district not to exceed 150” in height 15’ 90% 500,000 sf

C. Supplemental Regulations

Supplemental use regulations shall be as established in Article 2, Use Regulations and Restrictions as based on Section 2.02, Allowed Uses. Lots in the historic district should comply with the setback requirements of the Historic District per Chapter 48 of the City of Douglasville Code of Ordinances. Properties over five contiguous acres in size may be required to provide additional landscaping and buffering and may also be required to ensure appropriate connectivity to surrounding streets and pedestrian walkway systems.

CBD Central Business

Sec. 4.06

CBD Central Business

“The CBD, central business district is intended to protect and promote a suitable pedestrian friendly A. Purpose area for office, institutional, entertainment and commercial uses which benefit from proximity to The CBD, central business district is intended to protect and promote a suitable pedestrian each other, to encourage the eventual elimination of uses inappropriate to a central business friendly area for office, institutional, entertainment and commercial uses which benefit from area, and totoencourage intensive development a central business district for the City of proximity each other,the to encourage the eventualof elimination of uses inappropriate to a central business area, and to encourage the intensive development a central uses business district for the Douglasville, in accordance with the land use plan for the city. of Residential are appropriate in Citycentral of Douglasville, in accordance with the land plan for theuses city. in Residential are the business district when combined withuse nonresidential mixed-useuses buildings, as appropriate in the central business district when combined with nonresidential uses in mixedlong as the nonresidential uses occupy at least the ground floor area. “ use buildings, as long as the nonresidential uses occupy at least the ground floor area. Lot Development Standards B. Lot Development Standards Lot Dimensions Minimum Lot Area Minimum Lot Width Minimum Lot Frontage Maximum Density Minimum Setbacks

None None 50’ As approved by a Special Land Use Permit

Principal Building Front Side Rear

None, however buildings shall be setback a maximum of 10’ from the sidewalk None if adjacent to non-residential district 30’ if adjacent to residential district None’ if adjacent to non-residential district 30’ if adjacent to residential district

Accessory Building

Principal Accessory Impervious Surface Coverage Minimum Building Separation Maximum Floor Area Maximum Dwelling Unit Bedrooms

Not-Permitted 5’ if less than 144 sf 15’ if greater than 144 sf 50’ plus one foot of height for each foot of setback distance over 50’ to the closest property line of any residential district not to exceed 150’ in height 15’ 100% 10’ 5,000 sf 25,000 sf for a multi-tenant building Mixed use buildings shall not contain more than two bedrooms per dwelling unit

C. Supplemental Regulations Recourses: City of Douglasville Unified Development Ordinance Supplemental use regulations shall be as established in Article 2, Use Regulations and Restrictions as based on Section 2.02, Allowed Uses.

City of Douglasville, GA

From Principal Structure Front Side Rear Maximum Height

Parking The predominant land-use in the study area is parking. Through an analysis of aerial imagery from

Google Earth, it is clear that much of the land in the study area is parking that is underutilized. Although parking is obviously important for an activity center that seeks to attract people from

around the region that will get to the study area by car, an excess of parking is a detriment to placemaking and pedestrian activity. Human behavior that has been passed down from our

ancestors makes people uncomfortable in big empty spaces. Although this behavior is outdated now that we are without natural predators, it is still hardwired into our DNA, and as such must be

considered when trying to create a place that is desirable for people. The characteristics of such places can vary, but generally this can be achieved by reducing the amount of impervious surface,

placing buildings on the frontage of sidewalks and other pedestrian areas, and embedding density of places and interesting things.

What follows is an analysis of parking lot area to building area for several big box developments

in the study area. In all of these developments, the area of the parking lot is always bigger than the area of the building – in some cases, the area of the parking lot is two or even three times the size of the building. Although parking is of course necessary given the desire for the area to be a regional activity center, parking spots that are not utilized are wasted space that do not add to the tax revenue accrued by the city. In addition to lost revenue, large unbroken swathes of pavement

make these areas incredibly hostile to pedestrians, mostly due to an increase in the urban heat island effect and forcing people to travel long distances with nothing along the way to experience.

Highway 5 Corridor Land-use & Transportation Study

Arbor Place Mall

Market Square and Arbor Square Shopping Centers

City of Douglasville, GA

Douglasville Town Center

Highway 5 Corridor Land-use & Transportation Study

Douglasville Marketplace

Douglas Corner

Parking in the Unified Development Ordinance

Section 8.01 of the Unified Development Ordinance (UDO) stipulates rules pertaining to Off-Street

Parking and Loading. Like many municipalities, Douglasville has stipulated minimum parking requirements for all potential land-uses. With regards to commercial development, the most

common stipulation is 1 parking space per 400 square feet of general floor area (GFA). This is the minimum for 66 different commercial uses. The second most common minimum is 1 space per

300 square feet of GFA, occurring 30 times. If a business wishes to deviate from this minimum, they must submit an alternate parking plan for the City’s approval.

Minimum parking requirements can be harmful to the character of an area when the number of

parking spots supplied by the minimums exceed the demand for parking spaces. Visual analysis of parking lots in the study area indicates that nearly all parking lots are well under capacity. A

scarcity of parking spaces allows spaces to be used for other uses, which enhances the tax

revenue per acre in the study area, boosts utilization of the park and ride and alternative modes of transportation and increases walkability.

The UDO also stipulates that parking lots designed to accommodate five cars or more are to have hardwood trees included in the design. At a minimum, landscaping islands are to be provided at

the end of each parking bay. As evidenced by the parking lot images on the preceding pages, this minimum is not adhered to by many of these developments. Landscaping in parking lots are

incredibly important from a walkability perspective – lack of shade trees is often cited as one of

City of Douglasville, GA

the greatest deterrents to walking.

This analysis is will provide detail on population, household, employment and real estate trends within the City of Douglasville (City) in context with trends observed across the Atlanta-Sandy Springs-Alpharetta Metropolitan Statistical Area (MSA), Douglas County as well as current peer and aspirational peer cities. According to City officials, current peer cities to Douglasville include Carrollton and Fayetteville while aspirational peer cities include Acworth, Marietta and Smyrna. Data sources include ESRI/US Census Bureau for population, housing and incomePosition data, EMSI/US Census on the map for employment data and Overview of Douglasville’s Regional CoStar/Parcel shapefile and Zillow for real estate data.

ECONOMIC

The City of Douglasville, Georgia (City) is located within Douglas County and is approximately 20

Overview ofAtlanta, Douglasville’s Regional miles west of Georgia via Interstate 20. ThePosition City added almost 13,000 net new residents

The between City of Douglasville, (City)more is located within growth Douglasoccurring County andprior is approximately miles west of 2020 andGeorgia 2000, with significant to the Great20 Recession Atlanta, Georgiato viaafter, Interstate 20.also The observed City added across almost 13,000 netSpecifically, new residents between 2020population and 2000, with compared a trend the MSA. Douglasville’s more significant growth occurring prior to the Great Recession compared to after, a trend also observed across the increased by 4% annually prior to the Great Recession (2008-2011) compared to by 1% after the MSA. Specifically, Douglasville’s population increased by 4% annually prior to the Great Recession (2008-2011) Great Recession. Notably, Atlanta and Marietta were the only peer geographies within the region to compared to by 1% after the Great Recession. Notably, Atlanta and Marietta were the only peer geographies within add population at a faster Recession compared toto before. the region to add population at a rate fasterafter rate the afterGreat the Great Recession compared before.While Whilediscussed discussed ininmore detail report, slowing population growth Douglasville may be to a limited detailmore within this within report,this slowing population growth Douglasville may be attributed to attributed a limited supply of housing due supply to a moratorium multifamily development in the city since 2010 among other factors like increasing of housingon due to a moratorium on multifamily development in the city since 2010 among construction costs and greenfield development other factors like limited increasing construction costsopportunities. and limited greenfield development opportunities. Pre- vs. Post-Recession Population Growth Annual Growth % 00 - 10

Annual Growth % 10 - 20

4.0% 3.7%

3.0% 2.0% 1.0%

3.1%

2.6%

2.2% 1.6%

1.4%

0.9%

0.0% -1.0%

3.7%

0.1%

1.0%

1.2%

0.8%

1.0%

1.1%

1.0%

0.9%

-0.2%

MSA

Douglas County

Atlanta

Douglasville

Carrollton

Fayetteville

Acworth

Marietta

Smyrna

Highway 5 Corridor Land-use & Transportation Study

Source: ESRI, US Census Bureau

At time of this Douglasville was home 35,000topersons almostwith halfalmost being originally from Georgia and At time ofreport, this report, Douglasville wastohome 35,000with persons half being originally 20% from beingGeorgia originallyand from thebeing south.originally Interestingly, 13% Interestingly, of Douglasville’s residents originally from the 20% from almost the south. almost 13% are of Douglasville’s midwest. Comparably, only 9%from of Douglasville’s residents were originally from the midwest in 2010 and the number residents are originally the midwest. Comparably, only 9% of Douglasville’s residents were of midwesterners currently living in Douglasville has grown by 60% over the period. Migration patterns within originally from the midwest in 2010 and the number of midwesterners currently living in Douglasville Douglasville are consistent with macroeconomic migration patterns within the county as many people are/have grown by south 60% from over the themidwest. period. Migration patterns within Douglasville are consistent with beenhas moving to the macroeconomic migration patterns within the county as many people are/have been moving to the south from the midwest.

Share Share of of Total Total Douglasville Douglasville Residents Residents based based on on Place Place of of Birth Birth Share 2010 Share 2010 50.0% 50.0% 40.0% 40.0%

46.5% 46.5%

Share 2019 Share 2019

47.2% 47.2%

30.0% 30.0% 20.0% 20.0%

22.6% 22.6%

10.0% 10.0% 0.0% 0.0%

19.1% 19.1% 8.8% 8.8%

Georgia Georgia

South South

12.6% 12.6%

Midwest Midwest

9.6% 9.6%

8.0% 8.0%

Northeast Northeast

4.1% 4.1%

3.1% 3.1%

West West

1.0% 1.0%

1.5% 1.5%

Other Territory Other Territory

7.4% 7.4%

8.7% 8.7%

Foreign Born Foreign Born

Source: American Community Survey, 5-year 2019, 2010 Source: American Community Survey, 5-year 2019, 2010

Additionally, number of Douglasville residents within poverty has decreased to represent only Additionally, the number of residents living within poverty has to only of Additionally, thethe number of Douglasville Douglasville residents livingliving within poverty has decreased decreased to represent represent only 13% 13% of the the population at time of this report, down from 16% in 2010, which is a level consistent with the national benchmark. 13% of the population at time of this report, down from 16% in 2010, which is a level consistent with the population at time of this report, down from 16% in 2010, which is a level consistent with the national benchmark. In income for residents grown almost in from national median benchmark. In addition, median household income forhas Douglasville has grown to almost In addition, addition, median household household income for Douglasville Douglasville residents has grown to toresidents almost $54,000 $54,000 in 2020 2020 from just just above $40,000 in 2010. Wage increases may be attributed to additional employment opportunities within the City $54,000 in 2020 from just above $40,000 in 2010. Wage increases may be attributed to additional employabove $40,000 in 2010. Wage increases may be attributed to additional employment opportunities within the City and region. Notably, City more 780 jobs & Management opportunities the City andthan region. theAdministration City added more than 780Waste jobs in the Admin- and andment region. Notably, the thewithin City added added more than 780Notably, jobs in in the the Administration & Support, Support, Waste Management and Remediation sector, 630 jobs in the Wholesale Trade sector and 590 jobs in the Health Care & Social Assistance istration &sector, Support, Management andTrade Remediation sector, in the Wholesale Remediation 630Waste jobs in the Wholesale sector and 590 630 jobsjobs in the Health Care & Trade Social sector Assistance sector after the Great Recession. However, Retail Trade is far and away Douglasville’s largest employment sector sector However, Tradesector is far and Douglasville’s employment sector andafter 590the jobsGreat in theRecession. Health Care & Social Retail Assistance afteraway the Great Recession.largest However, Retail Trade comprising 28% of total jobs. comprising of Douglasville’s total jobs. is far and28% away largest employment sector comprising 28% of total jobs. Total Total Jobs Jobs in in Douglasville Douglasville

Recessionairy Period Recessionairy Period

20,000 20,000 13,251 13,251

15,000 15,000 10,000 10,000

15,704 15,704

13,818 13,818 11,455 11,455

12,659 12,659

2002 2002

2004 2004

12,990 12,990

0 0

Source: US Census on the Map Source: US Census on the Map

2006 2006

2008 2008

2010 2010

2012 2012

2014 2014

2016 2016

2018 2018

City of Douglasville, GA

5,000 5,000

51 To To support support the the notion notion that that retail retail is is the the main main driver driver behind behind the the local local economy, economy, the the City City brought brought in in $27 $27 million million in in total total

To support the notion that retail is the main driver behind the local economy, the City brought in $27 million in total tax revenue in 2020 with 63% of that revenue being generated through property

taxes and the Local Option Sales Tax (LOST) alone. Notably, the City’s LOST brought in more than $7.5 million in 2019 through a 9% tax on sales at retail and commercial businesses within the City. Share of Total Tax Revenue in Douglasville by Year and Type since 2015 Property Taxes

Local Option Sales Tax

Insurance Premium Tax 40% 32%

Excise & Alcohol Tax

38%

34% 29%

34%

24%

Occupational Tax

Other Tax

Hotel / Motel Tax

36%

35%

34%

28%

27%

26%

Franchise Tax

27%

16% 8% 0%

2015

2016

2017

2018

2019

2020

Source: Douglasville 2019-2020 Adopted Budget

Highway 5 Corridor Land-use & Transportation Study

SinceSince sales tax is the taxlargest revenuetax stream for the City byfor a substantial margin, the health of city-wide sales taxsecond is thelargest second revenue stream the City by a substantial margin, retail and other commercial establishments is important not only for city revenues, but also to support jobs within the health of city-wide retail and other commercial establishments is important not only for city the regional economy. As of 2018, the largest economic sectors within Douglasville included retail trade and revenues, but also to support jobs within the regional economy. As of 2018, the largest economic accommodation & food services which together comprised 45% of all jobs – or 7,015 jobs total. sectors within Douglasville included retail trade and accommodation & food services which Usingtogether the City’scomprised reported sales taxofrevenues, estimated 45% all jobs – itoris7,015 jobs that total.more than $80 million was spent in the retail sector in 2020 which was greater than the $75 million spent in 2017 and the $67 million spent in 2015. Notably, the sales tax revenue collected by the City in 2020 was less than 2019 (as a result of COVID-19), but was still greater than 2018 revenues and suggests a resilient retail presence. Normalized, it is estimated that $11,750 in retail sales occurred Using the City’s reported sales tax revenues, it is estimated that more than $80 million was spent per one retail job. in the retail sector in 2020 which was greater than the $75 million spent in 2017 and the $67 million spent in 2015. Notably, the sales tax revenue collected by the City in 2020 was less than 2019 Estimated Retail Sales per Job & Square-Foot of Retail Inventory

(as a result of COVID-19) but was still greater than 2018 revenues and suggests a resilient retail Estimtated Sales per Retail Job

presence. Normalized, it is estimated that $11,750 in retail sales occurred per one retail job. $12,000 $10,000

$8,000

in 2020 which was greater than the $75 million spent in 2017 and the $67 million spent in 2015. Notably, the sales tax revenue collected by the City in 2020 was less than 2019 (as a result of COVID-19), but was still greater than 2018 revenues and suggests a resilient retail presence. Normalized, it is estimated that $11,750 in retail sales occurred per one retail job. Estimated Retail Sales per Job & Square-Foot of Retail Inventory Estimtated Sales per Retail Job $12,000 $10,000 $8,000 $6,000

$11,350

$4,000

$9,661

$9,740

2016

2017

$10,702

$11,750

$11,258

2019

2020

$2,000 $0

2015

2018

Source: Douglasville 2019-2020 Adopted Budget, Costar, Us Census on the Map

Additional employment opportunities for Douglasville’s residents may bemay found throughout the region, Additional employment opportunities for Douglasville’s residents be found throughout the but specifically at the Douglas andofCobb counties in a cluster of warehouse, region, butintersection specificallyofatFulton, the intersection Fulton, Douglas and Cobb counties distribution in a clusterand of other warehouse, distribution, and other industrial-related uses along the Chattahoochee River. As of 2018, this cluster of industrial activity held more than 42,000 jobs which was an increase of 35% over the total number of jobs found within the cluster at the end of the Great Recession in 2011.

Notably, the largest employment sectors, and those to see the most substantial post-recession

growth include Construction (+101%), Transportation & Warehousing (+57%), Manufacturing (+19%) and Wholesale Trade (+12%). This cluster of well-paying industrial jobs is continuing to

grow and therefore presents further opportunity for proximate residential development to support a growing workforce. The visual below shows which census tracts Douglasville’s residents were

employed in in 2018. Notably, the most significant locations for employment among Douglasville

residents include the industrial cluster along the Chattahoochee River, Hartsfield-Jackson Atlanta

City of Douglasville, GA

International Airport and other Atlanta suburbs like Carrollton, Marietta, Dallas and Cumberland.

Wholesale Trade (+12%). This cluster of well-paying industrial jobs is continuing to grow and therefore presents further opportunity for proximate residential development to support a growing workforce. The visual below shows which census tracts Douglasville’s residents were employed in in 2018. Notably, the most significant locations for employment among Douglasville residents include the industrial cluster along the Chattahoochee River, HartsfieldJackson Atlanta International Airport and other Atlanta suburbs like Carrollton, Marietta, Dallas and Cumberland.

Where do Douglasville Residents, Work?

Douglasville

Highway 5 Corridor Land-use & Transportation Study

Industrial Cluster along Chattahoochee River

However, much of Douglasville’s economy relies on retail. To this point, Interstate 20 offers three points of entry to the City via Exits 34, 36 and 37. Notably, Exit 34 provides interstate access and connectivity to Highway 5 which houses the most significant node of retail in the “West Mall” area with 2.6 million square-feet of space. The West Mall retail node is anchored by big-box retailers like Walmart, Sam’s Club, Home Depot, Lowe’s, at Home and Academy Sports & Outdoors, with a handful of community-, neighborhood- and strip-shopping centers throughout the area. The West Mall node of retail is also located within proximity of the Arbor Place Mall which itself houses 1.2

connectivity to Highway 5 which houses the most significant node of retail in the “West Mall” area

with 2.6 million square-feet of space. The West Mall retail node is anchored by big-box retailers like Walmart, Sam’s Club, Home Depot, Lowe’s, at Home and Academy Sports & Outdoors, with a handful of community-, neighborhood- and strip-shopping centers throughout the area. The West Mall node of retail is also located within proximity of the Arbor Place Mall which itself houses 1.2

square-feet of space retail space 38 acres. The primary ofactivity retail activity thecan be millionmillion square-feet of retail across across 38 acres. The primary nodes nodes of retail withinwithin the City Citybelow; can behowever, visualized below; however, this analysis will conditions acutely focus on or the or in5 (West visualized this analysis will acutely focus on the along, inconditions proximity ofalong, Highway Mall area). proximity of Highway 5 (West Mall area).

Concentrations of Retail

Downtown Corridor

West Mall & Highway 5:

Arbor Place

City of Douglasville, GA

West Mall

East Mall

While the macroeconomic conditions within Douglasville are contextually important, the focus of this study is in the area south of I-20, but specifically the area in proximity to Highway 5 and its interaction with Interstate-20. The City’s Comprehensive Plan notes the importance of Highway 5…"The Arbor Place Mall area is an important employment center and a cornerstone of retail activity in Douglasville and Douglas County. Since the Mall development, 55 additional retail development has occurred along Douglas Boulevard, Bill Arp Road (Highway 5), and Chapel Hill Road. This center of activity has brought with it heavy volumes of traffic, particularly during the PM peak hour

West Mall & Highway 5 While the macroeconomic conditions within Douglasville are contextually important, the focus of

this study is in the area south of I-20, but specifically the area in proximity to Highway 5 and its interaction with Interstate-20. The City’s Comprehensive Plan notes the importance of Highway

5…"The Arbor Place Mall area is an important employment center and a cornerstone of retail activity in Douglasville and Douglas County. Since the Mall development, additional retail development has occurred along Douglas Boulevard, Bill Arp Road (Highway 5), and Chapel Hill Road. This center

of activity has brought with its heavy volumes of traffic, particularly during the PM peak hour and on Saturdays. The Mall is served directly by Douglas Boulevard which extents east and west to Chapel Hill Road and Bill Arp Road (Highway 5) and beyond. In addition to serving traffic to/from Arbor Place Mall, these roads are important through routes connecting residential communities to the north and south with I-20."

The visuals below highlight the general area of focus as well as 2010 & 2019 traffic volume in key

locations available from GDOT. Notably, almost 20% of Westbound I-20 traffic from Atlanta in 2019

utilized Exit 34 and is a higher share of traffic compared to 2010 when 15% of the westbound traffic utilized Exit 34. However, the number of vehicles traveling westbound is 12% lower overall

in 2019 than it was in 2010. Regardless, the significant volume of traffic utilizing I-20 highlights the area’s significance as a retail and residential center. In addition, significant traffic counts along

Highway 5 at Douglas Boulevard and in front of Walmart also suggest that local traffic is utilizing

Highway 5 Corridor Land-use & Transportation Study

Highway 5 into, and out of Downtown as well as onto and off Interstate 20.

Today, the West Mall node of activity collectively includes 2.6 million square-feet of retail space in addition to the adjacent 1.2 million square-foot Arbor Place Mall, 1,500 multifamily units and approximately 800 single-family homes.

2010 Traffic Counts 32,200

4,840 5,000 4,840 5,000

32,200

14,700

12,900 14,700

97,400

2010 Traffic Counts

97,400

14,900

12,900

14,900

2019 Traffic Counts 29,500

5,200 5,000

29,500

15,400 15,900

85,600

2019 Traffic Counts

85,600

16,800

15,400

16,800 City of Douglasville, GA

5,200 5,000

15,900

Single-Family Homes

Single-Family Homes Single-family homes were the first structures to develop, specifically in the Winwood Village, Knollwood

Single-family homes were the first structures to develop, specifically in the Winwood Village, Knollwood Village and Village and Springwood Village subdivisions throughout the 1970s and 1980s. The development of early Springwood Village subdivisions throughout the 1970s and 1980s. The development of early single-family homes i single-family homes in these neighborhoods occurred on lots that were between 0.3 and 0.5 acres with these neighborhoods occurred on lots that were between 0.3 and 0.5 acres with an average of 8% to 10% of the lo an average of 8% to 10% of the lot covered by a home. The development of Creekwood Village, Oakwood coveredVillage, by a home. development Creekwood Village, Oakwood Arbor development Crossing and and thenocLakewood ArborThe Crossing and thenofLakewood Village followed earlierVillage, single-family Village followed earlier single-family development occurred throughout 1980s,single-family 1990s and early 2000s. Th curred throughout the 1980s, 1990s and earlyand 2000s. The median lot sizethe of newer housing median was lot size of newer single-family housing consistent with earlier housing trends; however, the Lakewood consistent with earlier housing trends;was however, the Lakewood Village subdivision offers single-family Village subdivision offers single-family homestownhome as well as products, attached so single-family products,smaller so the media homes as well as attached single-family the median townhome lot size is substantially lot size isatsubstantially smaller at 0.1 acres. 0.1 acres.

Single-Family Subdivisions

Lakewood Village Springwood Village

Creekwood Village

Arbor Crossing Winwood Village

Highway 5 Corridor Land-use & Transportation Study

Knollwood Village Oakwood Village

The single-family housing West Mall areaconsists consistsof of 7 7 residential Arbor Crossing The single-family housing withinwithin the the West Mall area residentialsubdivisions. subdivisions. Arbor Crossing and and Village Creekwood holdexpensive the most expensive homes with the transaction median transaction of $230,000 Creekwood holdVillage the most homes with the median price ofprice $230,000 and $220,000 and $220,000, respectively. Winwood Village houses some of the largest single-family lots with the median respectively. Winwood Village houses some of the largest single-family lots with the median lot size just under 0. lot asize just under 0.5 acres withof a median transaction price of $190,000. Lakewood Village holds some of acres with median transaction price $190,000. Lakewood Village holds some of the most affordable single-famil most affordable single-family a median $85,000, but the median lots size is just .1 housingthe with a median price of $85,000,housing but thewith median lots price size isofjust .1 acre. acre.

While the58West Mall area holds single-family homes constructed throughout the 1970s, 80s and 90s, newer single family homes have been delivered to the east of this area and within many of the Chapel Hill subdivisions. New

While the West Mall area holds single-family homes constructed throughout the 1970s, 80s and 90s, newer single-family homes have been delivered to the east of this area and within many of the Chapel Hill subdivisions. New construction of single-family homes occurred within the Chapel Cove subdivision in 2019 with homes priced around $400,000 and spanning 3,900 square-feet, on average. New construction has similar lot coverage, around 8% to 10%, as the aging housing stock. Median Appraised Value & Lot Size by West Mall Subdivision (2020) Median Appraised Value

Median Lot Size (AC)

$200,000 $150,000

0.60 $183,000

$179,000

$174,000 0.47

$100,000

0.37

0.40

$162,000

0.37

0.40

0.50 $140,000

0.40

0.37

0.30 $69,000

$50,000 $0

$156,000

0.13

ARBOR CROSSING

CREEKWOOD WINDWOOD VILLAGE VILLAGE

OAKWOOD VILLAGE

KNOLLWOOD SPRINGWOOD LAKEWOOD VILLAGE VILLAGE VILLAGE

0.20 0.10

Source: Douglas County Parcel Shapefile

Multifamily Housing

Multifamily development followed the single-family boom with the first property delivered in 1986 and consistently every 4 to 6 years thereafter until 2007 with the delivery of One Rocky Place. A majority of the multifamily properties in the area have sold since 2015 suggesting strong historical performance and positive outlook from private sector investors. A multifamily housing moratorium, which was put in place in 2010, suggests why no new product has been delivered since 2007. However, a less than 4% reported vacancy across the 1,500 units in the node suggests that there is pent up demand for additional rental housing.

City of Douglasville, GA

Multifamily Housing

0.1

Source: Douglas CountyHousing Parcel Shapefile Multifamily

Multifamily development followed the single-family boom with the first property delivered in 1986

Multifamily Housing

and consistently every 4 to 6 years thereafter until 2007 with the delivery of One Rocky Place. A

Multifamily development followed the single-family boom with the first property delivered in 1986 and consistentl majority of the multifamily properties in the area have sold since 2015 suggesting strong historical every 4 to 6 years thereafter until 2007 with the delivery of One Rocky Place. A majority of the multifamily propertie performance and positive outlook from private sector investors. A and multifamily in the area have sold since 2015 suggesting strong historical performance positivehousing outlookmoratorium, from private secto which was put housing in placemoratorium, in 2010, suggests whyput noin new product has been delivered since 2007.has been investors. A multifamily which was place in 2010, suggests why no new product a less than 4%areported across the 1,500 units in 1,500 the node suggests that suggests there deliveredHowever, since 2007. However, less thanvacancy 4% reported vacancy across the units in the node tha is pent demand additional rental housing. there is pent upup demand forfor additional rental housing.

Highway 5 Corridor Land-use & Transportation Study

Multifamily Housing

Current vacancy within the West Mall’s multifamily properties (3.6%) should signal further demand for rental housing within the area. Notably, the multifamily properties located north of I-20 (One

Rocky Ridge & Park West) have the highest reported vacancy at time of this report at 6% and 8%,

respectively. Overall, multifamily in this area has been built at a density between 10 and 14 units per acre and it is understood that City officials prefer to see future multifamily developed at a similar density going forward. 60

ve the highestCurrent reported vacancy at time of this report at 6% and 8%, respectively. Overall, multifamily in this area vacancy within the West Mall’s multifamily properties (3.6%) should signal further demand for rental within the area. Notably, the multifamily located I-20 (One Rocky that Ridge City & Parkofficials West) s been built athousing a density between 10 and 14 unitsproperties per acre andnorth it isofunderstood prefer to see have the highest reported vacancy at time of this report at 6% and 8%, respectively. Overall, multifamily in this area ture multifamily developed at a similar density going forward. has been built at a density between 10 and 14 units per acre and it is understood that City officials prefer to see future multifamily developed at a similar density going forward.

Name

Type

Name

Garden

Arbor Place

Garden

Park West

One Rocky Ridge Garden Arbor Place

Park West Garden

Year Built / Year Built / Renovated Bldgs 2003

Lakeside at Arbor Place

Brock Valley LakesideGarden at Arbor Place

Stewart's Mill

Mid-Rise

Carrington Pointe

Stewart'sGarden Mill

Renovated 2007 2003 2002

1990

1993 Parkwood Village Apartments

Carrington Pointe

Bldgs

13 13

2002 1988 / 2018 11

1988 / 20181990

Garden

Brock Valley

2007

One Rocky Ridge

1997

1993 1997 1986

14 14 11

13 13 11 14 14 11 5 18

Appraised Appraised Appraised Appraised Appraised Sale Price VacancyAppraised Value (2020) Value/AC Value/Unit

Units Units

Vacancy

Value (2020)

Value/AC

298

$29,048,100

$1,360,000

$33,080,300

$1,770,000

300 300 298 250

250 246 210 246 188

210 175

188 135 175

6% 6% 8% 5%

1% 8%

2% 5% 5% 2%

2% 5%

Value/Unit

$36,000,000 $36,000,000 $1,480,000

$1,480,000 $120,000 $97,477

$29,048,100

$1,360,000

$33,080,300 $940,000

$1,770,000 $77,739

$132,321

$19,123,700 --

-$19,123,700

$12,819,300

$16,405,200

-$940,000

$670,000

$12,819,300 $10,652,800 $870,000 $16,405,200

$112,752

$97,477

$86,400

$132,321

$135,772 --

$77,739

$68,188

$75,918

$93,744

$4,857

$940,000

per Unit

$120,000 $132,500

S p

$670,000 $78,910

$68,188 $35,000

$940,000

$93,744

The mix of rental housing 1986 units within the West Mall area multifamily properties as 51% Parkwood Village 135is consistent 2%with suburban $10,652,800 $870,000 $78,910 The mix Apartments of rental housing units within 18 the West Mall area is consistent with suburban multifamily of the units are two-bedroom and 39% of units are one-bedroom. A unit mix consisting of studio and one-bedroom units is common in units urban, transit-oriented areas while is more common in properties asmore 51% of the are two-bedroom anda majority 39% oftwo-bedroom units are units one-bedroom. A unit mix suburban markets. In addition, the average rental price per unit is between $1,100 and $1,300 per month depending consisting of studio and one-bedroom units is more common in urban, transit-oriented areas while e mix of rentalonhousing units the Mall is consistent properties as the size of the unit.within However, it is West understood by area the project team that thewith City’s suburban desire is to seemultifamily more multifamily a majority two-bedroom units is more common in suburban In addition, the average rental housing within the market at a marginally higher price point ($1,400 permarkets. unit).

51% the units are two-bedroom and 39% of units are one-bedroom. A unit mix consisting of studio and one-bedroom price common per isin between $1,100 and $1,300 per month depending the size of the unit.isHowever, Theunit following visual shows the multifamily properties within the area. nits is more urban, transit-oriented areas while a majority on two-bedroom units more common in is understood by thethe project teamrental that the City’s is to see more multifamily housing withindepending burbanitmarkets. In addition, average price per desire unit is between $1,100 and $1,300 per month of Multifamily Units by Size & Average Rental Price per Unit the at However, a Share marginally price point ($1,400 unit). n the size ofmarket the unit. it ishigher understood by the projectper team that the City’s desire is to see more multifamily 60% $2,000 ousing within the market at a marginally higher price point ($1,400 per unit). 51%

e following visual shows the multifamily properties within the area. The following visual shows the multifamily properties within the area.

etail

40%

39%

30%

$1,100

20%

$1,600

$1,300

$800 by Size & Average Rental Price per Unit Share of Multifamily Units 10%

60% 50% 40% Retail

1% Studio

9% 1BR

2BR

51%

3BR+

$1,600 $1,200 $800 $400 $0

$2,000 $1,600

$1,600 39% Following the housing boom, a significant portion of the retail in the area was built throughout the 1990s$1,200 – $1,300 30% specifically in 1998 and 1999 – including the Arbor Place Mall, Walmart, Sam’s Club, Douglasville Crossroads, Home $1,100 $800 Depot, Park Plaza, Kroger, Park Place Shopping Center, Douglasville Town Center and Cosby Station, among others. 20% $800 $400 10% 1% 9% 0% $0 Studio 1BR 2BR 3BR+

City of Douglasville, GA

50%

llowing the housing boom, a significant portion of the retail in the area was built throughout the 1990s – 61 ecifically in 1998 and 1999 – including the Arbor Place Mall, Walmart, Sam’s Club, Douglasville Crossroads, Home

Importantly, the vacated Sear’s was purchased by TF Douglasville GA, LLC for $3.3 million in February, 2019. Notably, CBL & Associates Properties owns the core mall while each of the 4 occupied anchors own their own real estate. CBL’s portion of the property includes 542,000 square feet of in-line retailers in addition to the 618,000 square feet Arbor Place Mall of anchors.

The Arbor Place Mall a significant regional anchor and is located on 38 acres on the south side of

Interstate-20 in Douglasville, Georgia. Arbor Place is a regional mall serving a trade area of 800,000

people according to its website. The mall includes five traditional anchor stores, of which four are occupied by Dillard’s, Macy’s, JCPenney and Belk. The fifth anchor was Sears which went bankrupt in October 2018 and includes a now vacated auto center. Importantly, the vacated Sear’s was purchased by TF Douglasville GA, LLC for $3.3 million in February 2019. Notably, CBL & Associates

Properties owns the core mall while each of the 4 occupied anchors own their own real estate. CBL’s portion of the property includes 542,000 square feet of in-line retailers in addition to the 618,000 square feet of anchors.

Arbor Place Mall

Highway 5 Corridor Land-use & Transportation Study

The Arbor Place Mall a significant regional anchor and is located on 38 acres on the south side of Interstate-20 in Douglasville, Georgia. Arbor Place is a regional mall serving a trade area of 800,000 people according to its website. The mall includes five traditional anchor stores, of which four are occupied by Dillard’s, Macy’s, JCPenney and Belk. The fifth anchor was Sears which went bankrupt in October 2018 and includes a now vacated auto center. Importantly, the vacated Sear’s was purchased by TF Douglasville GA, LLC for $3.3 million in February, 2019. Notably, CBL & Associates Properties owns the core mall while each of the 4 occupied anchors own their own real estate. CBL’s portion of the property includes 542,000 square feet of in-line retailers in addition to the 618,000 square feet of anchors. In a shaky position prior to the pandemic due to the growth omni-channel retail, CBL suffered from national COVID19 induced lockdowns and “stay-at-home” orders. Published reports suggest that CBL was able to collect only 27% of national rent payments in April 2020 with total collections not returning to pre-recession levels until fall 2020. CBL & Associates Properties filed for Chapter 11 bankruptcy protection in mid-2020. The bankruptcy allowed CBL to reach a deal with their lenders, resulting in the mall’s ability to stay open. In the bankruptcy, CBL “gave back” a significant number of malls and Arbor Place was not included. The fact that CBL still owns the Arbor Place Mall

Like most players in the retail sector, CBL suffered from national COVID-19 induced lockdowns

and “stay-at-home” orders. Published reports suggest that CBL was able to collect only 27% of national rent payments in April 2020 with total collections not returning to pre-recession levels until fall 2020. CBL & Associates Properties filed for Chapter 11 bankruptcy protection in mid-

2020. The bankruptcy allowed CBL to reach a deal with their lenders, resulting in the mall’s ability to stay open. In the bankruptcy, CBL “gave back” a significant number of malls and Arbor Place

a business decision to maintain ownership of the mall and may speak to its ability to be resilient within a challenging retail environment.

City of Douglasville, GA

was not included. The fact that CBL still owns the Arbor Place Mall indicates that they did make

The Arbor Place Mall was built at the turn of the century. On the left is aerial imagery in 1993 before

the mall was built, and on the right is the mall as it was in November of 2019. Building 17 acres of building and 55 acres of parking over the watershed for

Anneewakee Creek, the major creek in the Highway 5 area has caused stormwater runoff issues. Residents

of Arbor Station neighborhood to the south have experienced flooding during particularly heavy rain

events. With so much more impervious surface than when this area was a forest, the water cannot infiltrate through the ground and instead all of it runs off.

This is a common theme throughout the entire study area. Large parking lots mostly unbroken by

vegetation create much greater surface runoff than

Highway 5 Corridor Land-use & Transportation Study

would be experienced if the area remained vegetated.

City of Douglasville, GA

Retail Along I-20 & Highway 5

In addition to the Arbor Place Mall, there is a critical mass of shopping at Exit 34 which together indicates that they did make a business decision to maintain ownership of the mall and may speak to its ability to be with Arbor Place helped to environment. establish Douglasville as a regional shopping destination. Current data resilient within a challenging retail suggests that this node of activity is relatively healthy; however, a handful of centers are, or have

Retail started Along I-20 & Highway 5 Douglasville Town Center and Park Place Shopping Center. The decline to sputter including

In addition to the retail Arborat Place criticalofmass of shopping Exit Highway 34 which 5together with Arbor Place of certain ExitMall, 34 isthere likelyisa aresult limited frontage at along and competition helped to establish Douglasville as a regional shopping destination. Current data suggests that this node of activity among big box retailer like Walmart, Sam’s Club, Home Depot and Lowe’s which arrived after is relatively healthy; however, a handful of centers are, or have started to sputter including Douglasville Town Center their development, among others. The sputtering commercial properties may be more suitable and Park Place Shopping Center. The decline of certain retail at Exit 34 is likely a result of limited frontage along for a diverse range of housing options due to their proximity to the West Douglas Park n’ Ride, Highway 5 and competition among big box retailer like Walmart, Sam’s Club, Home Depot and Lowe’s which arrived shopping amenities and multifamily that has 1% reported vacancy. walkability after their development, among others. The housing sputtering commercial properties may beImproved more suitable for a diverse the ability fordue pedestrians to movetomore easily throughout area would likely also and support range ofand housing options to their proximity the West Douglas Park n’the Ride, shopping amenities multifamily housingresidential that has 1% reported vacancy. Improved walkability and the ability for pedestrians to move more easily uses. throughout the area would likely also support residential uses. The following visual highlights the properties currently operating as ‘major commercial’

The following visual highlights theWest properties currently operating as ‘major commercial’ within the developments within the Mall area (excluding the Arbor Place Mall) and developments includes big box West Mall areapower (excluding the centers, Arbor Place Mall) andshopping includes centers, big box community retailers, power shopping retailers, shopping neighborhood shopping centerscenters, neighborhood shopping centers, community shopping centers and strip shopping centers. and strip shopping centers.

Highway 5 Corridor Land-use & Transportation Study

Major Commercial Centers

66 of the shopping centers in the West Mall area are valued at above $500,000 per acre, Douglasville Town While most Center is currently valued at almost 50% less than similar properties, or at $260,000 per acre while Park Place

While most of the shopping centers in the West Mall area are valued at above $500,000 per acre, Douglasville Town Center is currently valued at almost 50% less than similar properties, or at $260,000 per acre while Park Place Shopping Center is valued at $490,000 per acre. Depressed property values are a result of a substandard location which has forced owners to backfill the space with low-quality, non-retail tenants. At the time of this report, Douglasville Town Center was

33% vacant with the balance of the space leased to non-traditional retail anchors such as Douglas County Community Services and Georgia Highlands College. In addition, the former Park Place

Shopping Center which is located across the street from Douglasville Town Center was sold to the

andCrossroads still operates Church as a church today. and Market would that while Market the retailrealities marketplace is strong in this in 2007 stillrealities operates as indicate a church today. would indicate location, therethe is too much inventory. is Asstrong such, the southwest portion node ofAs retail may be a that while retail marketplace in this location, thereofis the tooWest muchMall inventory. such, the redevelopment opportunity. In addition to suppressed property value, this area is also located proximate to the southwest portion of the West Mall node of retail may be a redevelopment opportunity. In addition West Douglas Park n’ Ride lot and other multifamily housing that is only 1% vacant at time of this report which may to suppressed property value, this areainisthis alsoarea. located proximate to the West Ride provide market support for housing density However, the area may alsoDouglas benefit Park from n’improved lot andconnections other multifamily housingofthat is only 1% vacant at time of this report which may provide pedestrian to the plethora retail.

market support for housing density in this area. However, the area may also benefit from improved The following visual assumes that the Douglasville Town Center site is redeveloped to multifamily, single-family or pedestrian connections to the plethora of retail. recapitalized to stay as retail. All estimates utilize current conditions within the area. Estimated Value per Acre if Douglasville Town Center is Redeveloped Into a Mixed-Use Development

Redevelopment to Multifamily

$1,420,000

Recapitalized Commercial

$390,000

Redevelopment to Single-Family

$312,000

Center Stays as Is

$260,000

$500,000

$1,000,000

$1,500,000

In the hypothetical event that the Douglasville Town Center is redeveloped to multifamily, it may In the hypothetical event that the Douglasville Town Center is redeveloped to multifamily, it may house more than moreunits thanif400 multifamily developed at 12ifunits per acre, units if developed at if 400house multifamily developed at 12 units units if per acre, 535 units developed at 16535 units per acre and 670 units developed 20 units 16 unitsatper acre per andacre. 670 units if developed at 20 units per acre. * Supporting info can be found in the appendix 67

City of Douglasville, GA

TRAFFIC ANALYSIS Purpose This section will document existing traffic conditions on SR 5 and Douglas Blvd. First, existing year traffic volumes recorded along the SR 5 and Douglas Blvd corridors will be provided. Next,

capacity analysis for the existing conditions of the intersections will be summarized along with a

segment capacity analysis in the form of a laneage needs analysis. Finally, a summary of available crash data from GEARS (Georgia Electronic Accident Reporting System) will also be provided.

Existing Traffic Volumes Traffic counts were collected on Wednesday May 5, 2021 and Saturday May 8, 2021. Turning

Movement Counts (TMC) were collected at twelve intersections on May 5 and three intersections on May 8. The following sections list the count locations by count type. Maps of the count locations are provided in Appendix A. Turning Movement Counts 3-hour turning movement counts were collected for the following locations on May 5, 20201

from 6:30 AM to 9:30 AM and 3:45 P6M to 6:45 PM. TMC 10, 11, and 12 were also counted on May 8, 2021 from 2:30 PM to 5:30 PM: Label

Name

TMC 2.

SR 5 / Bill Arp Rd @ Concourse Pkwy

Highway 5 Corridor Land-use & Transportation Study

TMC 1. TMC 3. TMC 4. TMC 5. TMC 6. TMC 7. TMC 8. TMC 9.

TMC 10. TMC 11. TMC 12. 68

SR 5 / Bill Arp Rd @ Bright Star Connector SR 5 / Bill Arp Rd @ I-20 WB Ramp SR 5 / Bill Arp Rd @ I-20 EB Ramp SR 5 / Bill Arp Rd @ Douglas Blvd SR 5 / Bill Arp Rd @ Arbor Pkwy

SR 5 / Bill Arp Rd @ Stewart Mill Rd Douglas Blvd @ West Lowes DW

Douglas Blvd @ East Lowes DW / Douglas Center DW Douglas Blvd @ West Arbor Place Mall Entrance Douglas Blvd @ East Arbor Place Mall Entrance Douglas Blvd @ Chapel Hill Rd

ADD MAP OF TURNING MOVE� MENT COUNT STATION HERE

Count Map (SR 5 from Bright Star Connector to I-20 EB)

Count Map (SR 5 from Douglas Blvd to Arbor Pkwy) 69

City of Douglasville, GA

Douglas Blvd Study Corridors

Highway 5 Corridor Land-use & Transportation Study

Count Map (SR 5 at Stewart Pkwy)

Count Map (Douglas Blvd from East Lowes DW to West Arbor Place Mall Ent)

Count Map (Douglas Blvd from East Arbor Place Mall Ent to Chapel Hill Rd) 48-Hour Tube Counts 48-hour vehicle volume counts were collected using tube counters for the following locations on Wednesday May 5, 2021 and Thursday May 6, 2021. Additionally, ADT 6 and 7 were collected on Saturday May 8, 2021. Name

ADT 1.

SR 5 / Bill Arp Rd, South of Bright Star Connector

ADT 3.

SR 5 / Bill Arp Rd, South of Douglas Blvd

ADT 2. ADT 4. ADT 5. ADT 6. ADT 7.

SR 5 / Bill Arp Rd, South of Concourse Pkwy

SR 5 / Bill Arp Rd, South of Lakeside at Arbor Place Apts DW Douglas Blvd, West of SR 5 / Bill Arp Rd

Douglas Blvd, East of West Arbor Place Mall Entrance The Landing DW, South of Douglas Blvd

48-Hour Classification Counts 48-hour vehicle classification counts were collected using tube counters for the following roadway

segments on Wednesday May 5, 2021 and Thursday May 6, 2021. Additionally, Class 4 and 5 were collected on Saturday May 8, 2021.

City of Douglasville, GA

Label

Name

Class 1.

SR 5 / Bill Arp Rd, North of Bright Star Connector

Class 2.

SR 5 / Bill Arp Rd, South of I-20 EB Ramp

Class 3.

SR 5 / Bill Arp Rd, South of Wenona St

Class 4.

Douglas Blvd, East of East Lowes DW / Douglas Center DW

Class 5.

Chapel Hill Rd, South of Douglas Blvd

Corridor Volumes

Table 1 below shows the Existing Year Average Annual Daily Traffic (AADT) volume at each ADT

and Tube count location collected within the study area. These volumes have been adjusted from the original count based on GDOT forecasting traffic factors. The GDOT traffic factors are used to convert Average Daily Traffic (ADT) counts to and AADT. AADT is meant to be an average daily traffic volume inclusive of all days within a one year period (which includes holidays and weekends)

while ADT data typically does not have weekend and holiday traffic included in the data. A segment glas Blvd Land Use Study capacity analysis of this data will be provided in Section 3.2 below. The raw count data can be found in Appendix B.

Count ID

Highway 5 Corridor Land-use & Transportation Study

Class 1 ADT 1 ADT 2 Class 2 ADT 3 ADT 4 Class 3 ADT 5 Class 4 ADT 6 Class 5 ADT 7 72

Table 1: 1: Existing YearAADT AADT Table Existing Year

Location Name SR 5 SR 5 North of Bright Star Connector SR 5 South of Bright Star Connector SR 5 South of Concourse SR 5 South of I20 EB Ramps SR 5 South of Douglas Blvd SR 5 North of Stewart Pkwy SR 5 South of Wenona St Douglas Blvd Douglas Blvd West of SR 5 Douglas Blvd East of Lowes DW Douglas Blvd East of Arbor Place Mall Chapel Hill Rd Chapel Hill Rd South of Douglas Blvd Arbor North The Landing DW South of Douglas Blvd

Existing Year AADT (2021) 14,122 19,024 29,496 41,399 31,953 31,024 25,150 14,298 19,817 14,841 34,545 1,131

ADT 7

The Landing DW South of Douglas Blvd

1,131

Existing Conditions Capacity Analysis Existing Conditions Capacity Analysis

Intersection Capacity Analysis Intersection Capacity Analysis

Intersection LOS and Delay was calculated using Synchro 11 which uses Highway Capacity Manual

tion LOS and Delay was calculated using Synchro 11 which uses Highway Capacity Man 6th Edition (HCM) methodology. As is shown in Table 2, Level of Service (LOS) at the intersections on (HCM) methodology. As is shown in Table 2, Level of Service (LOS) at the intersection within therange study area range from LOS A toF. LOS F. During AMpeak peak period period no e study area from LOS A to LOS During thethe AM nointersections intersections an F LOS E orLOS F and ranged LOS ranged fromAAto to C. the the PM peak intersection d at anoperated LOS Eator and from C.During During PMperiod peakone period one intersec an LOS E (SR 5 at Stewart andone one intersection operated at an LOS F (SR 5 atF (SR 5 d at anoperated LOS Eat(SR 5 at Stewart Mill Mill Rd)Rd) and intersection operated at an LOS Blvd). ThreeBlvd). intersections operate at LOS D (SR Pkwy, 5 at Douglas Three intersections operate at LOS D (SR55at at Concourse Concourse Pkwy, SR 5SR at I 20 WBI 20 WB and Chapel HillChapel Rd atHill Douglas Blvd)Blvd) andand willwilllikely degrade F in theyear future yea Ramps, and Rd at Douglas likely degrade to to an an LOSLOS F in the future d/or design years of the The HCM Synchro printouts Existing year can results open and/or design yearsstudy. of the study. The HCM Synchro printouts forfor Existing year results be can b Appendix C. found in Appendix C. Table 2: Existing ConditionsIntersection Intersection LOS ans Delay Table 2: Existing Conditions LOS and Delay

Intersection Number 1 2 3 4 5 6 7 8 9 10 11 12

Intersection Name SR 5 @ Bright Star Connector SR 5 @ Concourse Pkwy SR 5 @ I 20 WB Ramps SR 5 @ I 20 EB Ramps* SR 5 @ Douglas Blvd* SR 5 @ Arbor Pkwy SR 5 @ Stewart Mill Rd Douglas Blvd @ Marlin Dr Douglas Blvd @ Yale Cir Douglas Blvd @ Arbor Mall West Douglas Blvd @ Arbor Mall East Chapel Hill Rd @ Douglas Blvd

AM LOS Delay C 23.1 B 18.4 C 29 A 9.4 D 37.8 A 8.2 C 26.2 A 9.7 B 16.5 A 6.2 A 5.3 C 34.6

PM LOS Delay C 32.7 D 46.4 D 45.2 D 40.2 F 98.3 B 12.4 E 60.2 B 13.3 B 14.1 B 11.6 B 13.5 D 53.2

Traffic conditions observed in the field by project team members and stakeholders indicate worse

traffic conditions than shown by the LOS and Delay results. This is due to the methodological limitations of HCM based analyses. HCM based intersection analyses do not consider effects of intersection queues into another and degrades operations of adjacent intersections the effects of

the queueing will not register within an HCM based analysis. Furthermore, if signalized intersections ditions Traffic Memo 2021-07-21-Clean.docx are closely spaced, as is the case with most tight diamond interchanges, field measured individual intersection capacity is reduced below that assumed within an HCM based analysis. This is due to 73

City of Douglasville, GA

adjacent intersections on the operations of the subject intersection. Therefore, if in the field one

the complex nature of coordinating closely spaced intersections and limited queue storage

between the intersections. This causes LOS and delay results from HCM based analyses at closely spaced intersections to be lower than experienced LOS and delay.

CONCOURSE PKWY ~550’

1320’ PREF.

I-20 RAMPS

~930’ Highway 5 Corridor Land-use & Transportation Study

1320’ PREF.

DOUGLAS BLVD

Segment Required Laneage Analysis A required laneage analysis has been conducted at each count location. This analysis compares

existing and projected volumes to the upper capacity volume limit for LOS D operations on a signalized corridor for four lane and six lane roadways. This identifies which roadway segments are currently overcapacity and which roadway segments may be overcapacity in the future and what

year those segments are likely to exceed capacity. The LOS D volume limits are from the FDOT Generalized Service Volume Tables which are contained in the FDOT Quality/Level of Service handbook.

The required laneage analysis table is shown on the next page in Table 3. This table shows existing volumes and projected volumes for each segment where counts were taken and for each year between the Existing year (2021) and the study design year (2050). Cells highlighted in green indicate that no widening would be needed. Cells highlighted in orange indicate a need for six (6) lanes and cells highlighted in red indicate a need for eight (8) lanes.

This analysis indicates an immediate need to widen the segment of SR 5 from I-20 EB to Douglas Blvd to six (6) lanes in the Existing year. More importantly, by 2032 SR 5 from Concourse Pkwy to Stewart Mill Rd would need to be widened to six (6) lanes in order to continue to provide LOS D operations on the corridor. There is an indicated need of eight (8) lanes on SR 5 from I-20 EB to

Douglas Blvd starting in 2036, however, this is the only segment demonstrating this need and can therefore likely meet LOS D criteria with auxiliary lanes at the intersections.

Chapel Hill Rd indicated a need for widening to six (6) lanes starting in 2036, however, it is not

known the extent of Chapel Hill Rd which may need to be widened due to limited data collected on this corridor. Finally, Douglas Blvd and Arbor North do not indicate any need to be widened through

City of Douglasville, GA

the study Design year of 2050.

SR 5 / Douglas Blvd Land Use Study Table 3: Required Laneage Analysis Table Existing Laneage

Location Name SR 5 Corridor 4 SR 5 North of Bright Star Connector 4 SR 5 South of Bright Star Connector 4 SR 5 South of Concourse 4 SR 5 South of I20 EB Ramps 4 SR 5 South of Douglas Blvd 4 SR 5 North of Stewart Pkwy 4 SR 5 South of Wenona St Douglas Blvd Corridor 4 Douglas Blvd West of SR 5 4 Douglas Blvd East of Lowest DW 4 Douglas Blvd East of Arbor Place Mall Chapel Hill Rd Corridor Memo 4 Chapel Rd South of Douglas Blvd SR 5 / Douglas Blvd Hill Land Use Study Arbor North 4 The Landing DW South of Douglas Blvd

Table 3: Required Laneage Analysis Table Open Existing Yr 2029 2030 Laneage 2031 158774 213884 331614 465444 359244 348794 282754

15867 21992 16470

160754 222804 166854

38336

388384

1255

12724

Highway 5 Corridor Land-use & Transportation Study

15672 21112 32733 45942 35459 34428 27910

2032 Location 2033Name 2034 SR 5 Corridor 16085 SR 5 North16296 of Bright 16509 Star Connector 16725 21668 SR 5 South21952 of Bright 22240 Star Connector 22531 33596 SR 5 South34036 of Concourse 34482 34934 47153 SR 5 South47771 of I20 EB Ramps 48397 49031 36394 SR 5 South36871 of Douglas 37354 Blvd 37844 35336 SR 5 North35799 of Stewart 36268 Pkwy 36743 28646 SR 5 South29021 of Wenona 29401 St 29786 Douglas Blvd Corridor 16285 Douglas Blvd 16499 West of16715 SR 5 16934 22572 Douglas Blvd 22867 East of23167 Lowest DW 23470 16904 Douglas Blvd 17125 East of17350 Arbor Place 17577 Mall Chapel Hill Rd Corridor 39347 Chapel Hill 39862 Rd South40384 of Douglas40913 Blvd Arbor North The 1288Landing 1305 DW South 1322 of Douglas Blvd 1339

Legend 4 Lanes Required 76

Existing AADT 2021

2022

2023

2024

14122 19024 29496 41399 31953 31024 25150

14307 19273 29882 41941 32372 31430 25479

14494 19526 30274 42491 32796 31842 25813

14684 19781 30670 43047 33225 32259 26151

14298 19817 14841

14485 20077 15035

14675 20340 15232

14867 20606 15432

34545

34998

35456

35920

1131

1146

1161

1176

Legend

-Four (4) Lanes Required Existing AADT -Six (6) Lanes Required 2035 20362021 20372022 20382023 20392024 20402025 -Eight (8) Lanes Required

16944 22826 35391 49673 38339 37225 30177

17166141221739114307176191449417850146841808414877 23125190242342819273237351952624046197812436120041 35855294963632529882368003027437282306703777131072 50324413995098341941516514249152328430475301343611 38842319533935032372398663279640388332254091733661 37712310243820631430387073184239214322593972832682 30572251503097225479313782581331789261513220626494

17156 23778 17807

17380142981760814485178391467518072148671830915062 24089198172440520077247242034025048206062537720876 18040148411827715035185161523218759154321900515634

41449

41992345454254234998431003545643664359204423636391

13751131 13931146 14111161 14301176 14481191 Legend -Four (4) Lanes Required -Six (6) Lanes Required -Eight (8) Lanes Required 6 Lanes Required 8 Lanes Required 1357

Table 3: Required Laneage Analysis Table Open Yr 2029 2030

2025

2026

2027

2028

2031

2032

2033

2034

2035

203

684 781 670 047 225 259 151

14877 20041 31072 43611 33661 32682 26494

15072 20303 31479 44183 34101 33110 26841

15269 20569 31892 44761 34548 33544 27193

15469 20839 32309 45348 35001 33983 27549

15672 21112 32733 45942 35459 34428 27910

15877 21388 33161 46544 35924 34879 28275

16085 21668 33596 47153 36394 35336 28646

16296 21952 34036 47771 36871 35799 29021

16509 22240 34482 48397 37354 36268 29401

16725 22531 34934 49031 37844 36743 29786

16944 22826 35391 49673 38339 37225 30177

1716 2312 3585 5032 3884 3771 3057

867 606 432

15062 20876 15634

15259 21149 15839

15459 21427 16046

15662 21707 16257

15867 21992 16470

16075 22280 16685

16285 22572 16904

16499 22867 17125

16715 23167 17350

16934 23470 17577

17156 23778 17807

1738 2408 1804

920

36391

36868

37351

37840

38336

38838

39347

39862

40384

40913

41449

4199

176

1191

1207

1223

1239

1255

1272

1288

1305

1322

1339

1357

137

Design Yr 2049 2050

040

2041

2042

2043

2044

2045

2046

2047

2048

084 361 771 013 917 728 206

18321 24680 38266 53708 41453 40248 32628

18561 25003 38767 54411 41996 40775 33055

18804 25331 39275 55124 42546 41309 33488

19050 25663 39789 55846 43104 41851 33927

19300 25999 40311 56578 43668 42399 34371

19553 26340 40839 57319 44240 42954 34821

19809 26685 41374 58070 44820 43517 35278

20068 27034 41916 58830 45407 44087 35740

20331 27388 42465 59601 46002 44665 36208

20597 27747 43021 60382 46605 45250 36682

309 377 005

18549 25709 19253

18792 26046 19506

19038 26387 19761

19288 26733 20020

19540 27083 20282

19796 27438 20548

20056 27797 20817

20318 28161 21090

20584 28530 21366

20854 28904 21646

236

44816

45403

45998

46600

47211

47829

48456

49091

49734

50385

448

1467

1486

1506

1526

1546

1566

1586

1607

1628

1650 City of Douglasville, GA

024

Crash Summary Crash data from the Georgia Electronic Accident Reporting System (GEARS) was analyzed using multiple methods to identify crash trends within the study limits. Corridor crash rates for the SR 5 Memo

and SR Douglas corridors 5 / DouglasBlvd Blvd Land Use Study were developed and compared to the statewide average crash rates

for each corridors respective roadway classification. Intersection crashes were summarized by

4. Crash crash type in order Summary to identify crash trends by crash type for further investigation. Finally, crash Memo SR 5 / Douglas Blvd Land Use Study

Crash were data from the Georgia Electronic Accidentwhich Reporting Systemhigh (GEARS) analyzed diagrams developed for six intersections exhibited crashwas trends alongusing the corridor multiple methods to identify crash trends within the study limits. Corridor crash rates for the SR 5 and

to be4. used for further study determining any potential specific mitigations. Douglas Blvd corridors wereindeveloped and compared to thesafety statewide average crash rates for each Crash Summary

corridors respective roadway classification. Intersection crashes were summarized by crash type in order to identify trends by crash type for further investigation. crash Crash data fromcrash the Georgia Electronic Accident Reporting System Finally, (GEARS) wasdiagrams analyzedwere using Corridor Crash developed for six Rate intersections which exhibited crashlimits. trendsCorridor along the corridor used multiple methods to identify crash trends within high the study crash ratestoforbethe SR for 5 and further study determining potentialand safety specifictomitigations. Douglas Blvdincorridors wereany developed compared the statewide average crash rates for each Table 4 below shows the crash rate calculations and comparison to statewide average crash rates corridors respective roadway classification. Intersection crashes were summarized by crash type in order crash trends by crash type for further investigation. Finally, diagrams were for the SRto5identify corridor. Cells highlighted in orange indicate the crash ratecrash is exceeding the statewide 4.1 Corridor Crash Rate developed for six intersections which exhibited high crash trends along the corridor to be used for average. SRin5shows corridor exceeds the statewide crash rate for average all 5 years studied (2015further determining anyrate potential safety specific mitigations. TableThe 4study below the crash calculations and average comparison to statewide crash rates for thefor SRAll 5 corridor. in orange thethe crash rate is exceeding statewide 2019) CrashesCells andhighlighted Injury Crashes. SRindicate 5 exceed statewide averagethe crash rate in 2019 for average. The SR 5 corridor exceeds the statewide average crash rate for all 5 years studied (2015Corridor Crash Rate Fatal4.1 crashes, only oneCrashes. fatal crash was reported. 2019) for Allhowever, Crashes and Injury SR 5 exceed the statewide average crash rate in 2019 for Fatal crashes, however, one fatal crash wasand reported. Table 4 below shows theonly crash rate calculations comparison to statewide average crash rates for the SR4: 5 corridor. Cells highlighted in orange indicate theand crash rate is exceeding the statewide Table SR 5 4: Corridor Crash Rate Calculations Comparison to Statewide Average SR 5 Corridor Crash Rate Calculations and crash Comparison Average(2015average. Table The SR 5 corridor exceeds the statewide average rate fortoallStatewide 5 years studied SR 5 Crashes SR 5 Rates Statewide 2019) for All Crashes and Injury Crashes. SR 5 exceed the statewide average crash rate inAverage 2019Rates for Year Fatal Length AADT VMT All Injury Fatal crashes, however, only one fatal crash was reported. Crashes Crashes Crashes All Crashes Rate Injury Rate Fatal Rate All Crashes Rate Injury Rate Fatal Rate 2015 1.0 41399 41399 254 57 0 1681 377 0.00 583 138 1.24 Table 4: SR 5 Corridor Crash Rate Calculations and Comparison to Statewide Average 2016 1.0 41399 41399 268 53 0 1774 351 0.00 628 145 1.47 SR 5 Rates 2017 1.0 41399 41399 366 SR 5 Crashes 80 0 2422 529 0.00 615Statewide Average 149 Rates 1.24 Year Length AADT 41399 VMT All Injury Fatal 2018 1.0 41399 511 109 0 3382 721 0.00 581 141 1.46 Crashes Crashes All Crashes Rate All Crashes Rate 2019 1.0 41399 41399 Crashes 518 111 1 3428 Rate Injury 735Rate Fatal 6.62 559 Rate Injury 137Rate Fatal 1.41 2015 1.0 41399 41399 254 57 0 1681 377 0.00 583 138 1.24 Total 1917 410 1 2537 543 1.32 593 142 1.4 2016 1.0 41399 41399 268 53 0 1774 351 0.00 628 145 1.47 2017 1.0 41399 41399 366 80 0 2422 529 0.00 615 149 1.24 Table below shows crash rate and comparison to statewide crash rates 2018 51.0 41399 41399the511 0 3382 721 0.00 581 average Table 5 below shows the crash109 rate calculations calculations and comparison to statewide average crash141 rates for1.46 2019 1.0 41399 41399 518 111 1 3428 735 6.62 559 137 1.41 the 1.0 Douglas corridor. highlighted in orange indicate the crash ratecrash is exceeding for Douglas Blvd corridor. Cells highlighted in orange indicate exceeding Totalthe 41399Blvd 41399 1917 Cells 410 1 2537 543 1.32the 593rate isthe 142 1.4the

statewide average. The Douglas Blvd corridor exceeds the statewide average crash rate for all 5 years

Highway 5 Corridor Land-use & Transportation Study

statewide TheforDouglas Blvd exceeds the statewide average crashaverage rate for all 5 studiedaverage. (2015-2019) All Crashes andcorridor Injury Crashes. Douglas Blvd exceed the statewide crash rate in 2015 andthe 2016 for rate Fatalcalculations crashes with two fatal crashes reported in 2015 and onerates fatalfor Table 5 below shows crash and comparison to statewide average crash

years studied (2015-2019) for All Crashes and Injury Crashes. Douglas Blvd exceed the statewide crash reported in 2016. the Douglas Blvd corridor. Cells highlighted in orange indicate the crash rate is exceeding the

statewide Douglas Blvd for corridor thewith statewide average crashreported rate for allin5 2015 years and average crashaverage. rate in The 2015 and 2016 Fatalexceeds crashes two fatal crashes Table 5: Douglasfor Blvd Rate Crashes. Calculations and Comparison Statewide Average studied (2015-2019) All Corridor Crashes Crash and Injury Douglas Blvd exceedtothe statewide average

one crash fatal crash inDouglas 2016. Crashes Douglas Rates Statewide Rates rate in reported 2015 and 2016 forBlvd Fatal crashes with two fatalBlvd crashes reported in 2015 and Average one fatal

Year crash Lengthreported AADT in VMT Injury Fatal 2016. All Crashes Crashes Crashes CrashesCalculations Rate Injury Rate and Fatal Rate All Crashes Rate toInjury Rate Fatal Rate Table 5: Douglas Blvd Corridor CrashAllRate Comparison Statewide 2015 1.6 19817 31707 162 41 2 1400 354 17.28 637 156 1.68 Table 5: Douglas Blvd Corridor Crash RateAverage Calculations and Comparison to Statewide Average 2016 1.6 19817 31707 127 42 1 1097 363 8.64 655 156 1.53 Douglas Blvd 2017 1.6 19817 31707 130 22 Crashes0 1123 Douglas Blvd 190Rates 0.00 623Statewide Average 153 Rates 1.35 Year Length AADT 31707 VMT All Injury Fatal 2018 1.6 19817 286 38 0 2471 328 0.00 540 134 1.34 Crashes Crashes All Crashes Rate All Crashes Rate 2019 1.6 19817 31707 Crashes 234 28 0 2022 Rate Injury 242Rate Fatal 0.00 480 Rate Injury 124Rate Fatal 1.32 2015 1.6 19817 31707 162 41 2 1400 354 17.28 637 156 1.68 Total 939 171 3 1623 296 5.18 587 145 1.4 2016 1.6 19817 31707 127 42 1 1097 363 8.64 655 156 1.53 2017 1.6 19817 31707 130 22 0 1123 190 0.00 623 153 1.35 2018 1.6 19817 31707 286 38 0 2471 328 0.00 540 134 1.34 2019 1.6 19817 31707 234 28 0 2022 242 0.00 480 124 1.32 Total 1.6 19817 31707 939 171 3 1623 296 5.18 587 145 1.4 78

Intersection Crash Rate

Memo

SR 5 / Douglas Blvd Land Use Study Table 6 below shows the crashes at each of the intersections within the study area broken down

by manner of collision. If there are more than 5 crashes of a given manner of collision at a given

4.2 Intersection Crash Trends intersection it would warrant further inspection of that crash type at the intersection. Further Table 6 below shows the crashes at each of the intersections area to broken down by inspection is carried about by developing crash diagrams within whichthe canstudy be used determine if the manner of collision. If there are more than 5 crashes of a given manner of collision at a given crashes areithappening on afurther specific approach or movement. Crash diagrams will also be used to intersection would warrant inspection of that crash type at the intersection. Further inspection is carried about by countermeasures developing crash diagrams can be crash used to determine the crashes are determine safety specific which to observed trends at theif intersection. happening on a specific approach or movement. Crash diagrams will also be used to determine safety countermeasures to observed crash trends at the intersection. The project scopespecific provided for crash diagrams to be developed for up to six (6) intersections. Based Thethe project provided crash diagrams to be developed for up tocrash six (6)trends; intersections. Based 2 on datascope in Table 6 therefor are seven (7) intersections with potential intersections on the data in Table 6 there are seven (7) intersections with potential crash trends; intersections 2 through andintersection intersection the table below. Crash diagrams were developed for these seven through 77and 1212 in in the table below. Crash diagrams were developed for these seven (7) intersections. (7) intersections. Table Intersection Crashes Crashes by of of Collision Table 6: 6: Intersection byManner Manner Collision Manner of Collision

Num

Intersection Name

Angle

HeadOn

Rear End

Sideswipe Sideswipe - same - opposite

Not a Collision w/ Motor Vehicle

Other

Total

SR 5 @ Bright Star Connector

SR 5 @ Concourse Pkwy

235

SR 5 @ I-20 WB Ramps

237

316

SR 5 @ I-20 EB Ramps

134

252

SR 5 @ Douglas Blvd

170

238

486

SR 5 @ Arbor Pkwy

178

SR 5 @ Stewart Mill Rd

101

239

Douglas Blvd @ Marlin Dr

Douglas Blvd @ Yale Cir

Douglas Blvd @ Arbor Pl

Douglas Blvd @ Arbor Pl 2

Douglas Blvd @ Chapel Hill Rd

143

246

505

Intersection Crash Rate

Crash were developed for seven (7) intersections. These intersections can be found in 4.3 diagrams Crash Diagrams 1. SR at Concourse Pkwy 1. 5 SR 5 at Concourse Pkwy 2. SR 5 at I-20 WB Ramps 2. SR 5 at I-20 WB Ramps 3. SR 5 at I-20 EB Ramps 3. SR at I-20 Ramps 4. 5 SR 5 at EB Douglas Blvd 5. SR 5 at Arbor Pkwy 4. SR 5 at Douglas Blvd 6. SR 5 at Stewart Mill Rd 7. Douglas Blvd at Chapel Hill Rd

City of Douglasville, GA

the appendix and aredeveloped as follows:for seven (7) intersections. These intersections are as follows: Crash diagrams were 5. SR 5 at Arbor Pkwy

6. SR 5 at Stewart Mill Rd

7. Douglas Blvd at Chapel Hill Rd 79

HIGHWAY 5 BRIDGE OVER I-20 Bridge ID 097-0031-0 was built in 1964 and was widened in 1974. As of the last inspection in 2019, the bridge was in good condition. The bridge deck is approximately 80’ wide from edge to edge, carrying 6 total lanes of vehicular traffic. This width is insufficient for a diverging diamond interchange, which has been discussed in the past as a possibility for improving traffic congestion. Given that the structure carries Georgia State Route 5, the bridge

must be up to the standards of the Georgia Department of Transportation; however, if the state route designation changes

mentioned

the

Douglas

County

Comprehensive Transportation Plan, that may allow for greater flexibility in terms of retrofitting the bridge. A

2’ wide curb exists on either side of the road, but this is insufficient for the minimum required width to be

Highway 5 Corridor Land-use & Transportation Study

considered a sidewalk, which is 4’.

N. T. S.

Location Map

N. T. S.

Highway 5 Bridge Over I-20

Existing Condition Looking North

City of Douglasville, GA

Aerial View

Existing Condition Looking South

Pedestrian Infrastructure There are sidewalks throughout most of the study area, however several gaps in the sidewalk preclude complete access for pedestrians. Furthermore, given the large setbacks that are endemic to strip mall

developments, the sidewalks that do exist are not comfortable to walk upon.

Complete connectivity

is only one part of walkability – there must also be interesting things to see, other people to encounter,

less road noise than exists along a Georgia state

route, and buildings need to be closer to the back of

Highway 5 Corridor Land-use & Transportation Study

the sidewalk.

Legend Existing Sidewalk

Bicycle Infrastructure There is no bicycle infrastructure in the study area. Furthermore, all roads in the study area are hostile to potential bicycle traffic. The Douglasville Municode stipulates that

bicycles are not permitted to ride on the sidewalk, which City of Douglasville, GA

renders the study area entirely unbikeable.

Transit Infrastructure Douglas County administers four bus routes that travel

throughout the county. Three of these (Route 10, 20, and

40) travel through the study area. These are depicted on the map below.

Although these routes do go through the study area, they

are not well suited for circulation throughout the Highway 5 area. These routes extend out into Douglas County,

and are better for getting people from unincorporated

Highway 5 Corridor Land-use & Transportation Study

Douglas County into Douglasville proper.

Legend Route 10 Route 20 Route 40

City of Douglasville, GA

Connect Douglas Bus.

PUBLIC ENGAGEMENT

Highway 5 Corridor Land-use & Transportation Study

1.1 Stakeholder Committee Meeting #1 1.2 Stakeholder Committee Meeting #2

STAKEHOLDER COMMITTEE STAKEHOLDER COMMITTEE Stakeholder Committee Douglas County Government

Arbor Place Mall

SSP Arbor Center

Andersen Logistics

Michael Carey

David Connolly

Priscilla McClendon

Williamson Bros BBQ

Elevate Douglas

City of Douglasville

Area Residents

Sawyer Williamson

Chris Pumphrey

Miguel Valentin

Public Input

April McKown Ryan Anderson Marcia Hampton Patrice Williams

Virgie Gordy Melissa Newborn

Public input from stakeholders in area is one

Below are the stakeholders on the committee

process. The project team recognized this and

study. Those efforts are summarized on the

ensured that the public was involved at key

milestones in the lifetime of the project. Two

whose input was critical to the success of this following pages.

City of Douglasville, GA

of the most important aspects of any planning

stakeholder meetings were held, one virtual and one hybrid, to inform the members of the

committee of the project team’s finding’s and

solicit input on the vision for the Highway 5 area. 87

STAKEHOLDER COMMITTEE MEETING #1 The first stakeholder meeting consisted of a survey to solicit initial feedback and then a virtual meeting to discuss the what the project team heard from stakeholders. What follows is a summary of themes that the project team heard from the stakeholders with regards to five questions.

Question 1: What do you see as some opportunities? • Good mixture of service, residential, and commercial

• Highway 5 is a main thoroughfare for west Douglasville • Strong regional position • Close proximity to I-20

• Potential for Mixed-Use developments Ca

• Arbor Place Mall

Gur

r ee

m To

WEST PINES West Pines Golf Club GOLF CLUB

SAM’S CLUB

Doug

M ill R d

o d Dr

w a rt

eek

Heritage V alley Dr

rin

Rite Aid k C t

as gl ou

C La

p dS

ke ee w a e C r ee

rk w

ay S

Miles

Tr l

rt wa

dw in W

M i l lsto ne

D d

0 Cir

w ay

S te

Destinations of Interest

Wen o na St

oo d C i

Rich l an d Dr

k Ln

ill

oo dcr

hit

K no ll wood Cir

P laza P kw y

il R d

Wo o dla nd Dr

DOUGLASVILLE TOWN CENTER

Run

i r r el W

ood

Kroger KROGER

Joe's Crab Shack

TALERICO LAKE

kw rP

USPS

St ew

a y Cir

ARBOR PLACE APARTMENTS

Ar bo r Pk wy

ARBOR STATION RESIDENTIAL COMMUNITY rkw

d D ouglas Bl v

Dollar Tree Pier 1 Imports

HomeDEPOT Depot HOME

ood D r

ARBOR SQUARE

MARKET SQUARE

La k

n g wo o

IHOP HoneyBaked Ham Company

S p ri

R e se

DOUGLASVILLE LAKE

Douglas Blvd

Bl las

QuikTrip e

Sears

lac e B Ar bo r P lv

A nn

WEST DOUGLAS PARK & RIDE

THE LANDINGV AT ARBOR PLACE ARBOR Arbor PLACE Place Mall MALL Dillard's-Arbor

Par kw a y C ir

B il l A r p Rd

Harbor Freight Tools

Shane's Rib Shack

Place Mall

LOWES

Panda Express

Blv d ou gl a s

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Highway 5 Corridor Land-use & Transportation Study

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• Arbor Station, largest residential community in Douglasville

Question 2: what do you see as some challenges? • Congestion, traffic flow, etc. is the most commonly cited challenge • Signal timing/length is another common issue

• Lack of sidewalks and bike paths, generally too car dependent • Safety – intersection accidents, blind drives • Development in the area is unplanned

• Highway 5 bridge over I-20, low capacity, often congested

• Cost of land, lack of availableSR 5 (Bill Arp Road) @ Douglas Blvd land SR 5 (Bill Arp Rd)

Douglas Blvd

City of Douglasville, GA

Crash Diagram - Highway 5 @ Douglas Blvd

Highway 5 Bridge over I-20 89

QUESTION 3: any examples of places to emulate? • Peachtree City, GA intersection of 74 and Highway 54 • Smyrna, GA

• Marietta, GA

• Windy Hill and I-75, Cobb County, GA • Paulding County, GA • Bentonville, AR

• Sandy Springs, GA • Roswell, GA

• North Fulton CID, GA

• Suwanee Buford Dam Road (Suwanee Town Center), Gwinnett County, GA

Highway 5 Corridor Land-use & Transportation Study

IMAGE PLACEHOLDER

Intersection of 74 and Highway 54, Peachtree City, GA

Windy Hill & I-75, Cobb County, GA 90

Suwanee Town Center, Gwinnett County, GA

Question 4: What do you want to see in terms of development or infrastructure projects? • TRAFFIC – improve traffic flow, reduce congestion, enhance signal timing, add capacity.

• MULTIMODAL – sidewalks (especially along Concourse Pkwy), pedestrian friendly elements, bike paths/lanes, generally increase walkability especially between commercial and residential areas

• DENSITY – higher density housing and commercial developments, mixed-use

• BRIDGE – Widen to increase capacity, diverging diamond interchange, add an exit from I-20 onto Bright Star Road

• ROADWAY – dedicated turn lanes, remove white bumps and striped buffer areas, add roads at key locations

City of Douglasville, GA

Diverging Diamond Interchange

Question 5: Do you have any ideas for a catalyst project? • Mixed-Use development with emphasis on live, work, play • Mix of uses at Arbor Place Mall, anchor for the area • Higher density housing development

• Walkability redesign and addition of pedestrian friendly elements

Highway 5 Corridor Land-use & Transportation Study

Ave Maria, FL

N McDonough St, Decatur, GA 92

STAKEHOLDER COMMITTEE MEETING #2 Douglasville City Hall Annex 6701 Church Street. Douglasville, GA 30134. (Conference Room C) & &Microsoft TEAMS Conference Call September 16, 2021 9:00 am - 10:00 am As a follow-up to the kick-off meeting, the project team reviewed draft project recommenda-

tions, incorporating initial feedback from the stakeholder committee and existing conditions analysis. Feedback from today's meeting will be incorporated and considered before final recommendations are presented to the Douglasville Board of Commissioners in late October 2021.

What follows is a summary of what the project team heard in response to the initial recommendations presented in the accompanying PowerPoint. I. •

Safety in Arbor Station/Arbor Place Mall

Safety is a big concern for residents in the Arbor Station area. Concerns include people

experiencing homelessness and gunfire in the area. •

New road access from Arbor Place Mall to the Arbor Station community via Parkway

•

Community Improvement District (CID) was suggested to fund additional area specific

Circle and is undesirable due to existence of crime in the parking lot of the mall.

law enforcement to the area. Resident was concerned about taxes, advised that commercial •

Potential squatters in abandoned Nomoya restaurant at the entrance to neighborhood.

•

Multimodal options such as expanding sidewalks and bike infrastructure would help get

Good potential for reuse, possible land-banking.

eyes and ears on the street, which lowers the incidence of crime.

City of Douglasville, GA

entities would pay extra tax, not residents.

II. •

Roadway and Traffic

Concerns were raised regarding the existence of two signal heads for one turn lane at some

intersections along the corridor. James advised that this was to prevent the entire intersection

defaulting to flashing red. Suggested replacing double signal head to single signal head with split red arrow. •

Complaints regarding white bumps in the NB right turn lane from Hwy 5 into the Arbor Station

neighborhood. Removes capacity for queueing in turn lane, residents often have to wait through several cycles. •

Drive-thru line for Chic-Fil-A establishment at SE corner of Stewart Parkway and Highway 5

tends to completely block traffic on east leg of intersection. New Starbucks at the intersection of Douglas Blvd and Highway 5 is example of how internalize traffic to site correctly. •

Permissive left turn arrow exists in the wrong direction at intersection of Highway 5 and

Arbor Parkway. Given high SB left turn volume and better sight distance, permissive left turn arrow

should be provided for that movement instead of the NB left turn into the shopping center to the west. •

Interchange/Collector Distributor lanes for Bright Star Road are supported. In addition to

removing congestion from Highway 5, interchange would allow truck traffic from the Bright Star industrial area to the north to bypass traffic and avoid conflicts with pedestrians. •

Additional turn lane from SB Bright Star Road to EB Douglas Blvd is desired to mitigate traffic

•

Highway 5 needs to retain function as an arterial. Need to ensure zoning tweaks regarding

buildup in the thru-lane caused by any one left turning vehicle.

reducing setbacks need to consider future conditions of the road, such as the proposed widening.

Highway 5 Corridor Land-use & Transportation Study

Need to avoid constraining future capacity improvements to the road.

III.

Density, Land-Use, Street Design

•

There are no parks in the Arbor Place area. Parks are desired by residents and would help

•

Water runoff in the Arbor Station neighborhood is an increasing problem for residents.

with surface runoff flooding Arbor Station neighborhood. • •

Higher density residential is generally supported by participants.

Mixed-use amenities to go with higher density residential such as cafes and outdoor seating

areas are highly desirable. •

Fresh food options are desirable, suggested to program farmers market at the Arbor Place

•

One Life Fitness in the Landing at Arbor Place is always full, indicating potential need for

•

Parkway Circle north of intersection with Arbor Parkway is uncomfortable to walk down be-

Mall parking lot to activate the space and provide fresh produce. active living and recreation options.

cause there is nothing out there. Suggested to limb up trees and activate roadway to prevent crime. Selective clearing and pruning of existing vegetation is desired throughout the neighborhood to

City of Douglasville, GA

ensure visibility, decrease crime, and maintain well kempt look for neighborhood.

RECOMMENDATIONS

Highway 5 Corridor Land-use & Transportation Study

4.1 Tool Kit of Recommendations 4.2 Land Use and Zoning Recommendations 4.3 Traffic Infrastructure Improvements 4.4 Multimodal Infrastructure Improvements 4.5 Placemaking & Streetscapes

LEG

Dist

TOOL KIT OF RECOMMENDATIONS

Ex. LEGEND

Pot Cat

District Nodes

Ex. Transit Hub

Potential Catalyst Project

TOOL KIT OF RECOMMENDATIONS The recommendations for the Highway 5 area On the following page is a list of the high level

are best described as a toolkit that the City can recommendations along with a map depicting employ to create a unique destination. The five the location of the recommendations.

• • • •

Land-Use and Zoning Traffic Infrastructure Multimodal Infrastructure Placemaking/Streetscapes

recommendations are numbered in the order that they appear in the rest of this chapter.

Highway 5 is uniquely positioned to become an attractive destination. By taking advantage of its unique blend of suburban and urban, Arbor

Place has the potential to become a regional destination.

City of Douglasville, GA

areas in the toolkit are as follows:

The

ZONING/LAND-USE

RECOMMENDATIONS 1 - HIGHER DENSITY RESIDENTIAL 2 - ENCOURAGE ACTIVE STREET EDGES 3 - ENCOURAGE INFILL DEVELOPMENT 4 - ELIMINATE PARKING MINIMUMS 5 - ZONING OVERLAY DISTRICT 6 - EXPLORE A “BUSINESS INNOVATION

DISTRICT” STRATEGY

7 - TOWN CENTER REDEVELOPMENT CATALYST PROJECT

8 - FUNDING - TAX ALLOCATION DISTRICT & COMMUNITY IMPROVEMENT DISTRICT

Highway 5 Corridor Land-use & Transportation Study

14 7

Legend Widening New Roadway Intersection Improvement New Sidewalk Shared-Use Path Complete Street Trail

TRAFFIC

9 - WIDEN HIGHWAY 5 10 - BRIGHT STAR RD INTERCHANGE + 11 12 13 -

FRONTAGE ROADS

REPLACE SR 5 BRIDGE OVER I-20 WITH DIVERGING DIAMOND INTERCHANGE DOUGLAS BLVD @ CHAPEL HILL RD LANE REALLOCATION CONSOLIDATE CURB CUTS

COMPLETE SIDEWALK NETWORK

20 -

INSTALL WAYFINDING SIGNAGE

COMPLETE STREETS PROJECTS SHARED USE PATHS / CYCLE TRACKS TRAILS THROUGH PROPOSED PARK BIKE SHARE PROGRAM PERMIT BIKES TO RIDE ON THE SIDEWALK

21 22 23 -

ENHANCE PEDESTRIAN SAFETY AND COMFORT DEVELOP DESIGN, AESTHETIC, AND VISUAL ENHANCEMENTS FOR THE CORRIDOR ENCOURAGE GREEN INFRASTRUCTURE DEVELOPMENT TO DECREASE IMPERVIOUS COVER City of Douglasville, GA

14 15 16 17 18 19 -

PLACEMAKING

MULTIMODAL

ZONING & LAND-USE HIGHER DENSITY MIXED-USE ZONING Economic analysis indicates that there is pent-up

demand for higher residential housing in the area. It is recommended to build a cohesive mixed-use zoning code that allows for up to 5 storeys and 20 units per

acre with retail/commercial space on the bottom floor.

This will increase the tax base, and create a more livable and healthy community for citizens.

Highway 5 Corridor Land-use & Transportation Study

POTENTIAL ZONING OVERLAY AREA

DOUGLASVILLE TOWN CENTER CATALYST PROJECT Pilot the new mixed-use zoning code by

redeveloping the Douglasville Town Center parcel into a mixed-use destination. 100

OVERLAY FOR ARBOR PLACE MALL The goal of an overlay for the Arbor Place Mall is to prohibit

industrial or warehousing land-use and preserve the mall as a

POTENTIAL ZONING OVERLAY AREA

ELIMINATE PARKING MINIMUMS

ENCOURAGE INFILL DEVELOPMENT

Tweak zoning code to allow more infill

parking lots in the area. Given that most land in

the best way to utilize existing land to bolster tax

development to leverage the many underutilized development to leverage the many underutilized

base.

ELIMINATE PARKING MINIMUMS Allow businesses to set their own amount of

the city limits in the study area is built out, this is base. Encourage or require developers to bring buildings to the front with parking in the rear to create a more walkable environment.

City of Douglasville, GA

the city limits in the study area is built out, this is

parking, which also permits them to reallocate their land for infill development. Consider parking maximums instead.

101

1 - ENCOURAGE HIGHER DENSITY RESIDENTIAL Higher density residential - Create a cohesive mixed-use zoning code that allows up to 5 stories and up to 20 units per acre.

Highway 5 Corridor Land-use & Transportation Study

Ivy Walk, Smyrna, GA - AECOM

Town of Ave Maria, FL - AECOM

102

2 - ENCOURAGE ACTIVE STREET EDGES Zoning should encourage active street edges - Bring retail and residential to the front with parking in the rear to encourage a more pedestrian friendly / walkable environment.

City of Douglasville, GA

Active Street Edges

City of Shenzhen, China - AECOM 103

3- ENCOURAGE INFILL DEVELOPMENT Encourage Infill Development - Amend the current zoning code to allow more infill development to leverage the many underutilized parking lots in the area.

Madison at 14th Apartment, Oakland, CA Built on a former surface parking lot

Agnes Lofts, Seattle, WA A catalyst for the Pike/Pine neighborhood

Kolstrand Building, Seattle, WA Reuse of the historically significant building

PS House, San Francisco, CA A single family residence

Highway 5 Corridor Land-use & Transportation Study

Sources: STOTT Architects

Sources: Graham Baba Architects

104

Sources: Weinstein AU Architects + Urban Designers LLC

Sources: IwamotoScott Architecture

4 - ELIMINATE PARKING MINIMUMS Allow business to set their own amount of parking, permits them to sell portions of their land for infill redevelopment. Consider parking maximums instead. A number of cities have eliminated parking minimums focus on downtowns and transit corridors. CITY Portland, OR

POLICY Eliminated minimum parking requirements within 500 feet of a transit line with a certain service frequency.

Eugene, OR

Eliminated minimum parking requirements in downtown.

Ashland, OR

No parking minimums in downtown zone.

Tacoma, WA

Eliminated minimum parking requirements throughout the downtown core. Eliminated minimum parking requirements in downtown and for affordable housing units (up to 80% AMI). Reduced standards in certain areas with frequent transit service and for certain

Seattle, WA

types of developments, such as for seniors. Allows for shared parking arrangements in certain circumstances. Requires the unbundling of parking in leases for new development, so renters only pay for spaces they use.

Milwaukee, WI

No off-street parking required in downtown zoning districts and some redevelopment districts. No off-street spaces required for single- and two-family residences; maximum of 4 spaces.

Nashville, TN

Eliminated minimum parking requirements within the 600-acre downtown core.

Cincinnati, OH

Reduced and eliminated parking minimum requirements in the central business district.

New York, NY Washington, DC

Eliminated minimum parking requirements for affordable units in downtown Manhattan and Brooklyn. Eliminated minimum parking requirements in high-density downtown areas and reduced parking requirements in transit-rich areas outside of downtown.

Edmonton, AB

City of Douglasville, GA

Eliminated minimum parking requirements. Set maximums for downtown, transit-oriented projects, and main street areas. Allowed for shared parking. Increased bicycle parking requirements. Accessible parking required at existing rates.

105

5 - ZONING OVERLAY DISTRICT Benefits of Zoning Overlay District • Promote walkability

• Create a sense of consistency

• Encourage mixed use development projects and innovative urban design standards

Highway 5 Corridor Land-use & Transportation Study

• Preserve historic and natural resources

POTENTIAL ZONING OVERLAY AREA

106

Consider a zoning overlay at the Arbor Place

residential and hospitality uses while prohibiting

commercial shopping destination into an

they are not compatible with the surrounding

Mall to prohibit long term transition from

undesirable use like industrial / distribution / e-commerce. An overlay will allow the city

some future when the property does eventually redevelop – whether it is the current owner or

a future owner. Locally, the mall is doing okay,

but nationally, malls are going through a period of change – especially Class B and C malls. The

industrial, warehouse and e-commerce uses as

residential uses. In addition, the associated

truck traffic would only worsen the overarching congestion issues.

Certain language within

the overlay could require minimal curb cuts. Too many points of ingress/egress slows down traffic and the area already has an abundance.

goal of this overlay should be to allow retail,

POTENTIAL ZONING OVERLAY AREA

Furthermore, a zoning overlay would allow for

City’s economic development arm or through

might built, by right. Planned Development,

development corporation (CDC) should be

Planned Unit Development or project-specific rezoning

requires

extensive

negotiations

and comes with associated costs and this added risk is an added barrier to entry. The City should keep a constant pulse on the node of retail anchored by the Park’s Mall –

this includes property owners and business owners. This can be accomplished through the

the establishment of a non-profit community

in continued contact with local property and business owners to understand 1) if certain owners are considering selling property, this

allows the city to have a chance to land bank

property or work with the eventual seller. 2) if any major, or junior-anchors are deciding to leave so that the city may proactively work to retain them.

107

City of Douglasville, GA

the private sector to know exactly what they

6 - EXPLORE A “BUSINESS INNOVATION DISTRICT” STRATEGY The areas along Highway 5 provides the opportunity to connect new uses such as businesses,

startups, non-profits, data centers, academic research activities, and medical facilities in an amenity-rich environment. As existing automotive uses shift over time with mainstream adoption of

electric vehicles, a long-term strategy of co-locating the area’s innovators presents an opportunity

to harness local talent and create new jobs and economic growth in the region. By designating key stakeholders, such as locally-based health systems, or local businesses as visionary leaders and site anchors, the City and its partners may begin the process of transforming the area through coordinated development that attracts additional partners and investors.

Action Steps • Consider

creating

coalition

key

Economic Assets

stakeholders to develop a shared vision for the

area. After doing so, pursue further studies for

designing a compact, mixed-use district and analysis of industry potential and economic

Physical Assets

Networking Assets

impact.

Little Vacant Space

Highway 5 Corridor Land-use & Transportation Study

Open Access

High Walkability

Public Transport

Mixed -use

Physical Assets of Innovation Districts

Re-used Building

108

Innovation Ecosystem

Core Location

• Consider taking a proactive role in redeveloping Medium -High Density

Dense Amenities

Small Workspaces

some of the areas between Highway 5, Douglas Blvd, and Stewart Pkwy through actions such

as land assembly and developer partnerships. Working in conjunction with private developers,

invest in the area with a focus on developing long-term innovation and tech uses as tenants.

• Improve code compliance by informing

property owners when they are not in

compliance and connecting them with existing community resources to address

compliance issues. Maintained properties

enhance overall public perception and safety of the area.

Case Study: Originally envisioned as a research park, Cortex Innovation Community has quickly developed into a hub for start-up biotech companies, urban residences, and streetside shopping within the heart of St. Louis, MO. It is a 200 acre center for business, innovation, and technology, formed in partnership with area universities and medical centers. It began providing research and office space for institutional partners. It serves as a driver for sustainable development and cultivates incubators and other neighborhood-building amenities for future economic development.

Cortex Innovation Community

Sources: Cortex Innovation Community

i ti e s

un ort

itie s

Light Industrial Area

n tu r o Job Opp

City of Douglasville, GA

Study Area

Potential Opportunities 109

7 - TOWN CENTER CATALYST The existing Douglasville Town Center is an underutilized

strip mall that is ripe for redevelopment as a catalyst project. Pilot project for the mixed-use zoning code. The

current tenants of the center are not the tenants originally planned for, making it ready for a pivot. Additionally, the

Town Center mall site is an example of a site where there is excessive parking and where the lot coverage is minimal.

The current value of the land is $260k per acre, but if the site is redeveloped to multifamily housing with mixed uses, the value would skyrocket to $1.42 million per acre. This increase in the tax base, coupled with the lodging and

people and jobs it would bring to the area, make this an

Highway 5 Corridor Land-use & Transportation Study

incredibly attractive catalyst project.

110

EXISTING

and still operates as a church today. Market realities would indicate that while the retail marketplace is strong in this location, there is too much inventory. As such, the southwest portion of the West Mall node of retail may be a redevelopment opportunity. In addition to suppressed property value, this area is also located proximate to the West Douglas Park n’ Ride lot and other multifamily housing that is only 1% vacant at time of this report which may provide market support for housing density in this area. However, the area may also benefit from improved pedestrian connections to the plethora of retail. The following visual assumes that the Douglasville Town Center site is redeveloped to multifamily, single-family or recapitalized to stay as retail. All estimates utilize current conditions within the area.

PROPOSED

Estimated Value per Acre if Douglasville Town Center is Redeveloped Into a Mixed-Use development

Redevelopment to Multifamily

$1,420,000

Recapitalized Commercial

$390,000

Redevelopment to Single-Family

Center Stays as Is

City of Douglasville, GA

$312,000

$260,000

$500,000

$1,000,000

$1,500,000

111

In the hypothetical event that the Douglasville Town Center is redeveloped to multifamily, it may house more than

8 - POTENTIAL FUNDING OPPORTUNITIES Community Improvement District A community improvement district is a self-taxing district established by property owners for

purposes of making infrastructure improvements such as streetscapes, placemaking elements, and public safety projects.

int Pkwy

North Po

Exist

ing St

ream

Existing Str eam

Encore Greenway Park Encore Greenway Park Source: North Fulton CID

Highway 5 Corridor Land-use & Transportation Study

DISCLAIMER: CONCEPTUAL ONLY, SUBJECT TO CHANGE BASED ON FURTHER DESIGN, ENGINEERING AND COST ESTIMATING.

Landscape Improvements Source: Gateway Marietta CID

112

Northwinds Parkway Extension N

AUG 19, 2O21

Source: North Fulton CID 80 FEET

Infrastructure Improvements Source: Gateway Marietta CID

Tax Allocation District A tax-allocation district (TAD), also known as tax increment financing, is a defined area where real

estate property tax monies gathered above a certain threshold for a certain period of time (typically 25 years) is used for a specified improvement. The funds raised from a TAD are placed in a tax-free

bond where the money can continue to grow. These improvements are typically for revitalization and to complete redevelopment efforts in a specified area. Douglasville citizens approved a TAD in 2019.

City of Douglasville, GA

N. T. S.

Existing TAD Area Source: City of Douglasville - Community Development

113

TRAFFIC RECOMMENDATIONS Traffic volumes were forecasted for this project

use sites are typically more friendly to alternative

in the traffic forecasting memorandum attached

increased mode shift from vehicle trips to transit

exponential growth rate for No Build scenario and

for this reduced demand from future mixed-use

based on historic and projected data as described or active modes of transportation allowing for in Appendix A. This effort resulted in a 1.31%

a 1.00% growth rate for Build scenario. For this

or bicycle/pedestrian trips. In order to account

developments a reduced growth rate for future

analysis the Build scenario is considered to be the year Build scenario analyses was used (1.00% Intersection Capacity Analysis Results traffic volume condition resulting from the City

of Douglasville implementing the land use codes

. Existing Conditions

discussed prior to this section, which encourage

increased mixed-use development within or near

annual exponential).

As is shown in Table 2, Level of Service (LOS) at

the intersections within the study area range from

LOSSynchro A to LOS F in existinguses condition. During Capac rsection LOS and Delay was calculated using 11thewhich Highway study area. th Edition the AM peak period no intersections operated atwas us nual 6the (HCM) methodology. At some intersections HCM 2000 methodology th edition Mixed-use are 6 assumed to generate less an LOS E or Fdouble and LOS ranged A to D. During to inability of sites HCM methodology to handle servedfrom phases, intersectio h moretraffic than 4 legs,toor non-NEMA phase intersections. As is shown compared typical single use sites. First,sequence the PM peak period two intersections operatedinatTable el of Service at the withinanthe study range A to LOS F mixed-use(LOS) sites would haveintersections increased internal LOS E (SR 5area at Stewart Millfrom Rd andLOS Douglas Blvd existing condition. the AM peak period at noChapel intersections at an LOS E or F a capture trips. ThisDuring would occur due to residents Hill Rd) and operated one intersection operated S ranged from A to D. During the PM peak period two intersections operated at an LOS E (S or office employees of the site being able to fulfill at an LOS F (SR 5 at Douglas Blvd). The HCM Stewart Mill Rd and Douglas Blvd at Chapel Hill Rd) and one intersection operated at an LO some of their needs such as grocery shopping Synchro printouts for Existing year results can be SR 5 at Douglas Blvd). The HCM Synchro printouts for Existing year results can be found on the site rather than having to take a vehicle trip found in Appendix C.1. pendix C.1. offsite to fulfill this need. Second, denser mixed-

Highway 5 Corridor Land-use & Transportation Study

Table 2: Existing Conditions Intersection LOS and Delay (sec/veh) AM PM Intersection Number Intersection Name LOS Delay LOS Delay 1 SR 5 @ Bright Star Connector C 21.5 C 30.4 2 SR 5 @ Concourse Pkwy B 18.4 D 46.6 3 SR 5 @ I 20 WB Ramps C 34.8 D 46.9 4 SR 5 @ I 20 EB Ramps* C 21.6 D 41.5 5 SR 5 @ Douglas Blvd* D 42.4 F 97.5 6 SR 5 @ Arbor Pkwy A 8.2 B 12.4 7 SR 5 @ Stewart Mill Rd C 26.2 E 60.2 8 Douglas Blvd @ Marlin Dr A 9.7 B 13.3 9 Douglas Blvd @ Yale Cir B 11.3 B 16.9 10 Douglas Blvd @ Arbor Mall West A 3.2 A 7.3 11 Douglas Blvd @ Arbor Mall East A 0.6 A 5.9 12 Chapel Hill Rd @ Douglas Blvd D 39.6 E 62.7

*HCM 2000 used due to double served left turn phasing on southbound approach 114

ffic conditions observed in the field by project team members and stakeholders indicate wor

Traffic conditions observed in the field by project

This causes LOS and delay results from HCM

traffic conditions than shown by the LOS and

be lower than experienced LOS and delay.

team members and stakeholders indicate worse Delay results. This is due to methodological

limitations of HCM based analyses. HCM based intersection analyses do not consider effects of adjacent intersections on the operations

of the subject intersection. Therefore, if in the

field one intersection queues into another and

degrades operations of adjacent intersections the effects of this queueing will not register

within an HCM based analysis. Furthermore, if

signalized intersections are closely spaced, as is the case with most tight diamond interchanges, field measured individual intersection capacity is reduced below that assumed within an HCM

based analysis. This is due to the complex nature of coordinating closely spaced intersections and

limited queue storage between the intersections.

based analyses at closely spaced intersections to Observing the results within the SR 5 and

Douglas Blvd corridor in Table 2 it is likely that

SR 5 at Douglas Blvd is one of the major culprit

intersections on the corridor causing queueing

into multiple intersections. Furthermore, because

of the close spacing between SR 5 at Concourse Pkwy and SR 5 at I-20 WB (approx 425ft) and the close spacing between SR 5 at I-20 WB and SR 5 at I-20 EB (approx 370ft) actual field LOS and delay is likely higher than calculated in Table 2

at these three intersections. For reference, the desirable traffic signal spacing is 1,320ft and minimum recommended spacing is 1,000ft.

The results of the forecast analysis for 5 different alternatives is presented in the following pages. They are as follows:

• No Build - Forecast wherein neither the zoning and land-use changes are implemented and no infrastructure is built.

• No Build Mitigation - Forecast where zoning and land-use recommendations are implemented that result in increased mixed-use development within or near the study area, but no infrastructure is built.

• SR 5 Widening - This is the preferred alternative. SR 5 is widened from Concourse Pkwy to Stewart Mill Rd.

• SR 5 No Widening 1 - This alternative would avoid widening SR 5 by building a Single-Point

Urban Interchange (SPUI) at the SR 5 at I-20 interchange and a signalized Reduced Conflict U-Turn

• SR 5 No Widening 2 - This alternative would avoid widening SR 5 by building a signalized

Reduced Conflict U-Turn (RCUT) intersection, a Diverging Diamond Interchance (DDI) at SR 5 at Concourse Pkwy, and a Median U-Turn (MUT) intersection at SR 5 at Douglas Blvd.

115

City of Douglasville, GA

(RCUT) intersection at SR 5 at Douglas Blvd.

NO BUILD ALTERNATIVE Table 3 below shows the No Build condition LOS and Delay for the Open (2030) and Design (2050) years. It is anticipated that by 2030 in the No Build condition during the AM peak LOS would range

5.2. No Build Conditions

from A to D while PM peak would range from A to F. In 2030 only the SR 5 at Douglas Blvd intersection would an LOSshows F. By 2050, the AM Peak No Build condition LOS from A to E with Table be 3 below the NoinBuild condition LOS and Delay for thewould Openrange (2030) and Design (2050) years. is anticipated that by the No Build condition during the AM LOSof Douglas Blvd atItChapel Hill Rd being the2030 only in intersection to show an LOS E. During thepeak PM peak would range from A to D while PM peak would range from A to F. In 2030 only the SR 5 at Douglas the year Nowould Build be condition LOS range A toPeak F with intersections showing BlvdDesign intersection an LOS F. would By 2050, in from the AM Nothree Build condition LOS wouldan LOS F and showing E. These areintersection SR 5 at I-20toWB Ramps (LOS range fromone A tointersection E with Douglas Blvdan at LOS Chapel Hill Rdintersections being the only show an LOS E. SR During the PM peak of theF),Design No Build condition LOS range from A to F Hill withRd F), 5 at Douglas Blvd (LOS SR 5 atyear Stewart Mill Pkwy (LOS E), andwould Douglas Blvd at Chapel three intersections showing an LOS F and one intersection showing an LOS E. These (LOS F). In some results shown in No-Build condition may show an improvement Existing intersections arecases SR 5 at I-20 WB Ramps (LOS F), SR 5 at Douglas Blvd (LOS F), SR 5over at Stewart Mill Pkwy (LOS Douglas Blvdoptimizations at Chapel Hill Rd (LOS In some results resulting shown inin Condition, this isE), dueand to signal timing made withinF). Synchro forcases this analysis No-Build condition may show an improvement over Existing Condition, this is due to signal timing improved LOS and Delay. The HCM Synchro printouts for No Build scenario can be found in Appendix optimizations made within Synchro for this analysis resulting in improved LOS and Delay. The C.2. HCM Synchro printouts for No Build scenario can be found in Appendix C.2.

Highway 5 Corridor Land-use & Transportation Study

Intersection Number 1 2 3 4 5 6 7 8 9 10 11 12

Table 3: No Build Open and Design Year Intersection LOS and Delay (sec/veh) 2030 2050 AM PM AM PM Intersection Name LOS Delay LOS Delay LOS Delay LOS Delay SR 5 @ Bright Star Connector C 21.9 C 31.1 C 34.1 D 43.3 SR 5 @ Concourse Pkwy B 18.7 C 23.9 C 26.5 D 39.2 SR 5 @ I 20 WB Ramps C 31.3 D 54.2 C 31.5 F 107.4 SR 5 @ I 20 EB Ramps B 10.7 A 4.4 B 16.2 B 16.7 SR 5 @ Douglas Blvd C 29.9 F 96.7 D 50.6 F 213.4 SR 5 @ Arbor Pkwy A 8.8 B 13.1 B 10.6 B 18.1 SR 5 @ Stewart Mill Rd C 28.7 D 48.5 D 41.9 E 64 Douglas Blvd @ Marlin Dr A 10 B 14.5 B 11.4 C 19.6 Douglas Blvd @ Yale Cir A 5.4 A 10 A 7.2 A 9.7 Douglas Blvd @ Arbor Mall West A 3.1 B 10.4 A 3.2 B 16.8 Douglas Blvd @ Arbor Mall East A 0.6 A 2.4 A 0.6 A 3.9 Chapel Hill Rd @ Douglas Blvd D 35.5 D 52.1 E 59.1 F 88.8

5.3. Build No Mitigation Conditions Table 4 below shows the Build No Mitigation condition LOS and Delay for the Open (2030) and Design (2050) years. The Build condition for this study is meant to describe the implementation of land use codes by the City of Douglasville which would result in increased future mixed use development within or near the study area as discussed previously in the Traffic Forecasting section of this memorandum. Therefore, Build No Mitigation is the scenario in which the City of Douglasville implements mixed-use development codes and does not implement any infrastructure upgrades within the study area. Due to the reduced anticipated traffic growth in future years compared to the No-Build scenario, in general, delay in the Build No Mitigation scenario would be lower than No-Build condition. As shown below in Table 4 the 2030 AM peak LOS would range from A to C while the PM peak 116 range from A to F with only one intersection (SR 5 at Douglas Blvd) resulting in an LOS F would and no intersections would be an LOS E. During the 2050 AM peak hour, LOS would range from

NO BUILD MITIGATION ALTERNATIVE Table 4 below shows the Build No Mitigation condition LOS and Delay for the Open (2030) and

Design (2050) years. The Build condition for this study is meant to describe the implementation of land use codes by the City of Douglasville which would result in increased future mixed use development within or near the study area as discussed previously in the Traffic Forecasting section

of this memorandum. Therefore, Build No Mitigation is the scenario in which the City of Douglasville implements mixed-use development codes and does not implement any infrastructure upgrades within the study area.

Due to the reduced anticipated traffic growth in future years compared to the No-Build scenario, in general, delay in the Build No Mitigation scenario would be lower than No-Build condition. As

shown below in Table 4 the 2030 AM peak LOS would range from A to C while the PM peak would

range from A to F with only one intersection (SR 5 at Douglas Blvd) resulting in an LOS F and no intersections would be an LOS E. During the 2050 AM peak hour, LOS would range from A to D

while during the PM peak hour LOS would range from A to F. Two intersection would result in an LOS E (SR 5 at I-20 WB ramps and Chapel Hill Rd at Douglas Blvd) and one intersection would result in an LOS F (SR 5 at Douglas Blvd). The HCM Synchro printouts for the Build No Mitigation scenario can be found in Appendix C.3.

5.4. SR 5 Improvement Alternatives 5.4.1. SR 5 Widening

This alternative would widen SR 5 from its intersection with Concourse Pkwy south to its intersection with Stewart Mill Rd. An additional through lane in the northbound and southbound direction would be added to SR 5 between these intersections. This would improve traffic operations along the corridor to an acceptable LOS D or better. Furthermore, at locations where 117 congestion occurs in the field due to closely spaced intersections the additional lane would have the added effect of providing additional queue storage operations and coordination of traffic

City of Douglasville, GA

Table 4: Build No Mitigation Open and Design Year Intersection LOS and Delay (sec/veh) 2030 2050 AM PM AM PM Intersection Number Intersection Name LOS Delay LOS Delay LOS Delay LOS Delay 1 SR 5 @ Bright Star Connector C 21.6 C 31.1 C 23 C 32.9 2 SR 5 @ Concourse Pkwy B 18.8 C 23.8 B 19.6 C 28 3 SR 5 @ I 20 WB Ramps C 31 C 32.9 C 22.8 E 62.5 4 SR 5 @ I 20 EB Ramps B 10.3 A 4.4 B 13.7 A 6.1 5 SR 5 @ Douglas Blvd C 29.3 F 90 D 40.6 F 149.6 6 SR 5 @ Arbor Pkwy A 8.5 B 12.9 A 10 B 14.9 7 SR 5 @ Stewart Mill Rd C 28.3 C 29.6 D 35.6 D 41.2 8 Douglas Blvd @ Marlin Dr A 9.9 B 14.1 B 11.1 C 17.3 9 Douglas Blvd @ Yale Cir A 5.3 A 8.2 A 5.5 A 8.8 10 Douglas Blvd @ Arbor Mall West A 3.2 A 7.2 A 3 B 16.1 11 Douglas Blvd @ Arbor Mall East A 0.6 A 2.3 A 0.6 A 1.6 12 Chapel Hill Rd @ Douglas Blvd C 34.7 D 50.7 D 47.5 E 73.1

TRAFFIC IMPROVEMENTS HIGHWAY 5 WIDENING Traffic data indicates that widening SR 5 to six lanes will be necessary by 2050 to achieve an acceptable level

of service. It is recommended to first implement other

recommendations in this report such as the Bright Star exit ramps and ped/bike improvements to divert traffic to other exits/modes that also serve to make the area

Highway 5 Corridor Land-use & Transportation Study

more pleasant for street life.

118

HIGHWAY 5 DIVERGING DIAMOND INTERCHANGE Built in 1964, the SR 5 bridge over I-20 will need to be replaced relatively soon. Widening SR 5 coupled with the Bright Star Rd improvements may bring the

volume over the bridge in line with capacity. If those projects do not, or when the bridge naturally comes up for replacement, it is recommended to install a diverging diamond interchange for both capacity and safety.

DOUGLAS BLVD @ CHAPEL HILL RD IMPROVEMENTS In the short-term, build eastbound and westbound

right turn overlap signals. In the longer term, add an additional northbound left turn lane.

BRIGHT STAR RD EXIT RAMPS & FRONTAGE ROADS between the bridge over I-20 and Douglas Blvd. Dovetails with ARC-D003 that aims to widen Bright Star Road south of I-20. Bypass will remove congestion from the SR 5 bottleneck and activate the entire Stewart Parkway area to the west of the study area. The Park & Ride becomes much more

convenient, which boosts utilization more than any other incentive. Stewart Parkway will see more activity, thus setting the stage for the Town Center Catalyst redevelopment.

119

City of Douglasville, GA

From I-20 onto Bright Star Road allow people to bypass the worst of the congestion on SR 5

9.1 - SR 5 WIDENING This alternative would widen SR 5 from its intersection with Concourse Pkwy south to its intersection with Stewart Mill Rd. An additional through lane in the

northbound and southbound direction would be added

to SR 5 between these intersections. This would improve traffic operations along the corridor to an

acceptable LOS D or better. Furthermore, at locations where congestion occurs in the field due to closely spaced intersections the additional lane would have

the added effect of providing additional queue storage operations and coordination of traffic signals.

SR 5 @ STEWART PKWY • Terminate new southbound lane at Stewart Pkwy at a right turn only lane.

Highway 5 Corridor Land-use & Transportation Study

• Begin new northbound lane at Stewart Pkwy as a receiving lane for the westbound right turn lane.

120

SR 5 @ CONCOURSE PKWY • Terminate the new northbound lane as a right turn lane into Concourse Parkway

• Begin the new southbound lane as a continuous right turn lane from eastbound Concourse

SR 5 @ I-20 WESTBOUND EXIT RAMPS • Trap one of the northbound thru lanes as a northbound left turn lane onto I-20 WB

• Convert one of the westbound turn lanes from I-20 into a third westbound left turn lane

• Convert the remaining westbound right turn lane

into a continuous flow right turn lane with receiving lane on SR 5

SR 5 @ DOUGLAS BLVD • Add northbound and southbound right turn lanes.

• Add additional eastbound and westbound left turn lane to make dual left turn lanes.

• Change to protected only phasing on the new dual

left turn b. Begin new NB lanes. lane at Stewart Pkwy as a receiving lane for the westbound right turn lane. The intersection LOS and Delay for the Open (2030) and Design (2050) year Build SR 5 Widening The intersection LOS and Delay for the Open (2030) and Design (2050) year Build SR 5 Widening condition is is shown shown below below in in Table Table 5.5.As ofofD or condition Asisisshown, shown,these theseimprovements improvementswould wouldresult resultininananLOS LOS D or better at each intersection in theand Open and Design years and thePM AMpeak and period. PM better at each intersection alongalong SR 5 inSR the5 Open Design years and in the AMinand peak period. The HCM Synchro printouts for the SR 5 Widening scenario can be found in The HCM Synchro printouts for the SR 5 Widening scenario can be found in Appendix C.4. Appendix C.4.

5.4.2. SR 5 No Widening Alternative 1

City of Douglasville, GA

Intersection Number 1 2 3 4 5 6 7

Table 5: Build Widen SR 5 Open and Design Year LOS and Delay (sec/veh) 2030 2050 AM PM AM PM Intersection Name LOS Delay LOS Delay LOS Delay LOS Delay SR 5 @ Bright Star Connector C 20.2 C 28.8 C 22.6 C 30.6 SR 5 @ Concourse Pkwy B 16.6 B 19.5 B 17.9 C 23.1 SR 5 @ I 20 WB Ramps B 16.7 C 22.5 B 15.2 C 29.9 SR 5 @ I 20 EB Ramps A 8.8 A 3.4 B 12.8 A 4.4 SR 5 @ Douglas Blvd B 19.2 D 40.2 C 31 D 41.8 SR 5 @ Arbor Pkwy A 7.4 B 10.2 A 8.1 B 12.2 SR 5 @ Stewart Mill Rd C 24.5 C 32.8 C 26.1 D 36.1 121

9.2 - SR 5 NO WIDENING This alternative would not widen SR 5 and instead

explored alternatives which may help to mitigate traffic

congestion with the use of alternative intersections at key locations. In summary, this alternative explores

the possibility of building a SPUI (Single Point Urban

Interchange) at the SR 5 at I-20 interchange and building a signalized RCUT (Reduced Conflict U-Turn) intersection at the SR 5 at Douglas Blvd intersection.

Highway 5 Corridor Land-use & Transportation Study

Specific improvements are listed on the next spread.

122

City of Douglasville, GA

SINGLE POINT URBAN INTERCHANGE (SPUI)

RESTRICTED CROSSING U-TURN (RCUT) 123

9.2 - SR 5 NO WIDENING This alternative would not widen SR 5 and instead

explored alternatives which may help to mitigate traffic

congestion with the use of alternative intersections at key locations. In summary, this alternative explores

the possibility of building a SPUI (Single Point Urban

Interchange) at the SR 5 at I-20 interchange and building a signalized RCUT (Reduced Conflict U-Turn) intersection at the SR 5 at Douglas Blvd intersection.

SR 5 BETWEEN I-20 & DOUGLAS BLVD • Construct new signs to accommodate U-turns from the restricted through and left turns from

Highway 5 Corridor Land-use & Transportation Study

westbound Douglas Blvd.

SR 5 @ ARBOR PKWY • Construct new signal to accommodate U-turns from the restricted through and left turns from westbound Douglas Blvd.

124

SR 5 @ I-20 INTERCHANGE • Replace existing diamond interchange with a Single Point Urban Interchange.

SR 5 @ DOUGLAS BLVD • Construct RCUT intersection.

• Add additional northbound left turn lane and change to protected only phasing.

• Remove eastbound and westbound left turn and thru lanes and signal phases, re-route traffic to eastbound/westbound right turn then U-turn.

• Add second eastbound and westbound right turn lane and make protected only right turn phase

overlapped with northbound and southbound left turn phases.

Table 6: Build SR 5 No Widening Alternative 1 Intersection LOS and Delay (sec/veh) 2030 2050 AM PM AM PM Intersection Number Intersection Name LOS Delay LOS Delay LOS Delay LOS Delay 2 SR 5 @ Concourse Pkwy B 18.8 C 23.7 B 19.4 C 25.6 3 SR 5 @ I 20 (SPUI)* D 35.5 D 44.7 D 39.9 E 62.5 5 SR 5 @ Douglas Blvd (RCUT)* B 17.2 D 36.6 D 35.8 E 66.5 6 SR 5 @ Arbor Pkwy (RCUT U-Turns) B 12.6 D 40.7 C 30 F 83.7

*HCM 2000 used due to HCM6th limited methodology to analyze intersections with more than 4 approaches or non-NEMA phasing

5.4.3. SR 5 No Widening Alternative 2

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City of Douglasville, GA

6. Stewart Pkwy The intersection LOS and Delay for the Open (2030) and Design (2050) year SR 5 Build No Widening a. No improvements needed Alternative 1 condition is shown below in Table 6. As is shown, the LOS in PM peak hour of the The intersection and (2030) and Design year SR 5 Although Build No Design year (2050)LOS would beDelay LOS Efor at the two Open intersections and LOS F at(2050) one intersection. Widening Alternative 1 condition is shown below in Table 6. As is shown, the LOS in PM peak the SPUI would be year improved compared theENo Build condition inand terms hour of the Design (2050) would beto LOS at two intersections LOSofFoverall at one intersection intersection. delay it would still result in be an improved LOS E which is not desirable. SR in 5 at Douglas Blvd Although the SPUI would compared to the NoFurthermore, Build condition terms of overall intersection delay it would still result in an LOS E which is not desirable. Furthermore, SR at would result in an LOS E and U-turns from diverted traffic at Douglas Blvd would degrade SR 55 at Douglas Blvd would result in an LOS E and U-turns from diverted traffic at Douglas Blvd would Arbor Pkwy LOS F Pkwy by thetodesign year. Based on thisyear. information a SPUI at the SR 5 aatSPUI I-20 degrade SRto5 an at Arbor an LOS F by the design Based on this information at the SR 5 and at I-20 interchange and anDouglas RCUT at theintersection SR 5 at Douglas intersection would not interchange an RCUT at the SR 5 at Blvd wouldBlvd not be ideal candidates for be ideal candidates for consideration at these locations. The HCM Synchro printouts for No consideration at these locations. The HCM Synchro printouts for No Widening Alternative 1 can be Widening Alternative 1 can be found in Appendix C.5. found in Appendix C.5.

9.3 - SR 5 NO WIDENING ALT 2 This alternative would not widen SR 5 and instead

explored alternatives which may help to mitigate traffic congestion with the use of alternative intersections at key locations. In summary, this alternative explores the

possibility of building a signalized RCUT intersection

at the SR 5 at Concourse Pkwy intersection, a DDI (Diverging Diamond Interchange) at the SR 5 at I-20

interchange, and a signalized MUT (Median U-Turn) intersection at the SR 5 at Douglas Blvd intersection.

Highway 5 Corridor Land-use & Transportation Study

DIVERGING DIAMOND INTERCHANGE (DDI)

126

City of Douglasville, GA

RESTRICTED CROSSING U-TURN (RCUT)

MEDIAN U-TURN (MUT) 127

9.3 - SR 5 NO WIDENING ALT 2 This alternative would not widen SR 5 and instead

explored alternatives which may help to mitigate traffic congestion with the use of alternative intersections at key locations. In summary, this alternative explores the

possibility of building a signalized RCUT intersection

at the SR 5 at Concourse Pkwy intersection, a DDI (Diverging Diamond Interchange) at the SR 5 at I-20

interchange, and a signalized MUT (Median U-Turn) intersection at the SR 5 at Douglas Blvd intersection.

SR 5 @ DOUGLAS BLVD - MUT • Remove northbound and southbound left turn lanes and associated left turn signal phase.

• Add northbound and southbound right turn lane.

• Add additional eastbound and westbound left turn lane and convert to protected only signal phasing.

• Add additional westbound right turn lane.

• Construct new signalized intersection between the I-20 interchange and Douglas Blvd to

accommodate U-turns for re-routed northbound

Highway 5 Corridor Land-use & Transportation Study

left turn volume at Douglas Blvd.

• Re-route southbound left turn volume at Dougllas Blvd to a U-turn at the Arbor Pkwy intersection.

SR 5 @ ARBOR PKWY • Construct bulbout for southbound U-turning traffic as a high volume of U-turns will be accommodated at Arbor Pkwy due to re-routed southbond left turning volume from Douglas Blvd. 128

SR 5 @ I-20 INTERCHANGE • Reconstruct intersection to a signalized Restricted Crossing U-Turn (RCUT) intersection.

• Remove one westbound left turn lane and convert the remaining westbound

approach lanes to right as turnaonly protexted only Pkwy, phasingthird overlapped terminate rightlanes turn under lane at Concourse southbound thru lane would north of the interchange and terminate as a right turn lane with the southbound left begin turn lane. at Douglas Blvd. • Remove eastbound left turn lane and convert eastbound thru-lane/right-turn 4. Douglas Blvd lane a right turn intersection only lane under only phasing overlapped with the a. to Reconstruct to aprotected signalized MUT intersection. i. left Remove northbound and southbound left turn lanes and associated left turn northbound turn phase. signal phase. • Re-route westbound thru-lane/left-turn vehicls to the northbound U-turn at the ii. Add northbound and southbound right turn lane SR 5 at Bright Staradditional Connectoreastbound intersection.and westbound left turn lane and convert to iii. Add protected only signal phasingto the eastbound approach of SR 5 at • Re-route eastbound thru/left turn vehicles iv. Add additional westbound right turn lane. Bright Star Concourse Pkwy at Bright Star Conn. the I-20 interchange and v. Connector Constructvia new signalized intersection between Douglas Blvd to accommodate U-turns for re-routed northbound left turn volume at Douglas Blvd. SR 5 @ I-20 vi. INTERCHANGE Re-route southbound left turn volume at Douglas Blvd to a U-turn at the Arbor Pkwy intersection. • Replace existing diamond interchange with a DDI 5. Arbor Pkwy • DDI would require three thru-lanes in each direction athte interchange: third a. Construct bulbout for southbound U-turning traffic as high a volume of U-turns will northbound thru-lane would beginPkwy southdue of the and terminate be accommodated at Arbor to intercahnge re-routed southbound left as turning volume from Blvd. a right turnDouglas lane at Concourse Pkwy. Third southbound thru-lane would begin 6. Stewart Pkwy north of the interchange and terminate as a right turn lane at Douglas Blvd. a. No improvements needed

Table 7: Build SR 5 No Widening Alternative 2 Intersection LOS and Delay (sec/veh) 2030 2050 AM PM AM PM Intersection Number Intersection Name LOS Delay LOS Delay LOS Delay LOS Delay 1 SR 5 @ Bright Star Connector C 29.7 D 50.1 C 34 D 43 2 SR 5 @ Concourse Pkwy (RCUT)* A 9.5 B 13.1 A 9.6 B 18 3 SR 5 @ I 20 WB Ramps (DDI)* B 19.6 C 21.5 C 24.9 C 24.7 4 SR 5 @ I 20 EB Ramps (DDI)* B 13 B 15.4 B 13.3 C 24.9 5 SR 5 @ Douglas Blvd (MUT) B 19.9 D 47.2 C 33.6 E 69.3 6 SR 5 @ Arbor Pkwy (MUT U-Turns) B 10.4 C 22.5 B 18.1 C 34.6 *HCM 2000 used due to HCM6th limited methodology to analyze intersections with more than 4 approaches or non-NEMA phasing

5.5. Douglas Blvd Alternatives

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City of Douglasville, GA

The LOS andand Delay for the (2030)(2030) and Design (2050) year SR 5year BuildSR No5Widening Theintersection intersection LOS Delay forOpen the Open and Design (2050) Build No Alternative condition is1shown below Table below 7. As isinshown, LOSisinshown, PM peak hour of in thePM Design Widening1Alternative condition is in shown Tablethe 7. As the LOS peak hour of thewould Design year E(2050) would LOS EBlvd at the SR 5 at Douglas Blvd intersection. Although year (2050) be LOS at the SR 5 atbe Douglas intersection. Although an LOS E is not desirable an LOS E is not desirable it does mark a substantial improvement over the LOS F from the No it Build does and markBuild a substantial improvement theresult LOS Finfrom the of No100 Build and Build Mitigation No Mitigation scenariosover which excess seconds per No vehicle delay. The HCM Synchro Widening 2 scenario be found in Appendix scenarios which resultprintouts in excessfor ofthe 100No seconds perAlternative vehicle delay. The HCMcan Synchro printouts for the C.6. No Widening Alternative 2 scenario can be found in Appendix C.6.

10 - BRIGHT STAR RD IMPROVEMENTS Improving Bright Star Road with an interchange, a wider bridge, and collector distributor lanes connecting to SR 5 will greatly help alleviate traffic congestion on SR 5.

SR 5 @ I-20 • Construct Collector-Distributor Lanes from SR 5 to

Highway 5 Corridor Land-use & Transportation Study

Bright Star Rd. MENDATIONS: ROADWAY & TRAFFIC IMPROVEMENTS

BRIGHT STAR @ I-20 • Construct four lane bridge in place of existing two-lane bridge. • Construct exit ramps from Bright Star Rd onto I-20.

130

Adding an interchange and collector distributor lanes to Bright Star Road and widening the bridge to

four lanes will go a long way to alleviating the SR 5 bottleneck. Not only will this improve traffic, this will have a myriad of add-on benefits:

• Alleviates congestion at the SR 5 bottleneck - All of the travelers that live in the area or to the

south are forced to go through the existing bottleneck of SR 5 @ Douglas Blvd. These travelers can use the bypass to avoid the worst of the traffic.

• Reactivates the Park and Ride by making it more convenient - As it is now, the Park and Ride is underutilized because you are forced to drive through the most congested part to get to it,

20) PROJECT FACT SHEET

defeating the purpose. With a Bright Star bypass, it makes sense to get off at Bright Star and park to avoid sitting in traffic. Couple this with a dedicated Arbor Place bus, bike share, and parkways leading from the PnR.

• Revitalizes Stewart Parkway, setting stage for future Town Center development - Will also make the Bright Star Connector area north of I-20 more attractive to prospective developers.

• Opportunity to capture tag-along commercial developments - Businesses tend to spread to whatever the next exits are, so plant fertile ground for them by building the next exit.

• Dovetails with ARC DO-003 – South Douglas Loop Phase 3 project to widen Bright Star Road

City of Douglasville, GA

south of I-20.

131

11 - CHAPEL HILL RD @ DOUGLAS BLVD It is recommended to add eastbound and westbound right turn overlap signals to the existing intersection as a short term improvement to the intersection. In the longer term, it is recommended to add an additional northbound left turn lane to the intersection. Based on the laneage analysis Chapel Hill Rd may need to be widened by 2036, however, the extent of the widening extends beyond

the study area of the project and cannot be conclusively determined by this study. It is recommended

to collect additional segment counts along Chapel Hill Rd to determine the length of the widening required. The Douglas Blvd at Chapel Hill Rd intersection would degrade an LOS F in the No Build Design year (Table 3) and an LOS E in the Build No Mitigation Design year (Table 4). This would also

occur during the weekend peak hour as shown in Table 9 and Table 10. Table 11 reflects the LOS and delay for Douglas Blvd at Chapel Hill Rd with the recommended improvements listed above.

Short term improvements only are reflected in the 2030 year results while the short and long term

improvements are reflected in the 2050 year results. The HCM Synchro printouts for Chapel Hill Rd Build scenario can be found in Appendix C.10.

Highway 5 Corridor Land-use & Transportation Study

Existing Intersection Configuration

132

while the short and long term improvements are reflected in the 2050 year results. The HCM Synchro printouts for Chapel Hill Rd Build scenario can be found in Appendix C.10. Table 11: Douglas Blvd Build with Mitigation AM, PM, and Weekday LOS and Delay (sec/veh) 2030 2050 Intersection Number Intersection Name LOS Delay LOS Delay 12 Chapel Hill Rd @ Douglas Blvd (AM) C 34 D 50.4 12 Chapel Hill Rd @ Douglas Blvd (PM) D 46.2 E 60.8 12 Chapel Hill Rd @ Douglas Blvd (Wknd) D 54 E 71.7

DOUGLAS BLVD @ CHAPEL HILL RD • Add eastbound and westbound right turn overlap signals to the existing intersection.

• Longer term, add an additional northbound left turn lane to the intersection.

City of Douglasville, GA

Proposed Intersection Configuration

133

12 - DDI ON SR 5 BRIDGE OVER I-20 Given that the bridge was built n 1964 and there is

evidence that the bridge is over capacity, there is a good case to make to GDOT for the bridge’s replacement. When the bridge is replaced, an diverging diamond is recommended. Not only will a diverging diamond provide

more capacity with the same number of lanes, but these

structures are actually safer for pedestrians and cyclists as well. The image to the right depicts how a pedestrian

Highway 5 Corridor Land-use & Transportation Study

or cyclist would navigate these intersections.

134

At SRVDOT 5 atPreferred Douglas Blvd *From CMF List

the MUT intersection would have the greatest effect on reducing overall crashes and a comparable effect16 to itreducing to the RCUT or Widening Observing the CRF’s in Table appearsinjury the crashes DDI andcompared SPUI alternatives would have the alternatives. Furthermore, the widening project alone would reduce crashes by up to 15% while Observing the CRF’s in Table 16 it appears the DDI and SPUI alternatives would the greatest impact on reducing crashes at the SR 5 at I-20 interchange. The DDI wouldhave have a also adding dual eastbound and westbound left turn lanes and converting these left turn lanes to greatest impactononinjury reducing crashes at the at I-20 interchange. The DDItowould havethe a greater effect crashes as this typeSR of 5interchange requires drivers navigate protected only phasing which would have the effect of reducing left turn angle crashes at greater effect on injury crashes as this type of interchange requires drivers to navigate the interchange at a slower speed than the SPUI and widening only alternatives. intersection. interchange at a slower speed than the SPUI and widening only alternatives. At SR 5 at Douglas Blvd the MUT intersection would have the greatest effect on reducing overall 135 Unfortunately, datathe iseffect not available for injury the potential countermeasures at Douglas Blvd at At SR 5 at Douglas Blvd MUT intersection would have the greatest to effect reducing overall crashes and a CMF comparable to reducing crashes compared the on RCUT or Widening Chapel Hill However, itthe should noted that nearly halfcompared of the crashes crashes at up Douglas Blvd at crashes andRd. a comparable effect to be reducing injury crashes to the by RCUT Widening alternatives. Furthermore, widening project alone would reduce toor15% while

City of Douglasville, GA

Table 16: Available CMF’s for Potential Improvements CMF CRF Intersection Treatment All Crashes Injury Crashes All Crashes Injury Crashes SR 5 at Concourse Pkwy RCUT 0.85 0.78 15% 22% Widen 0.85 0.761 15% 24% SR 5 at I-20 DDI 0.858 0.558 14% 44% SPUI* 0.62 0.62 38% 38% Table 16: Available Potential Improvements Widen CMF’s for 0.85 0.761 15% 24% Table 16: Available PotentialCMF Improvements CRF 22% SR 5 at Douglas Blvd RCUT CMF’s for 0.85 0.78 15% CMF CRF Intersection Treatment All Crashes Injury0.7732 Crashes All Crashes Injury 23% Crashes MUT 0.633 37% Treatment All Crashes Injury0.761 Crashes All Crashes Injury 22% Crashes ArborIntersection PkwyPkwy Widen 24% SR 5 at Concourse RCUT 0.85 0.78 15% Stewart MillPkwy Rd SR 5 at Concourse RCUT 0.85 0.78 15% 22% Widen 0.761 24% Add Left Turn Lane NA NA NA NA Widen 0.85 0.761 15% 24% SR 5 at I-20 DDI 0.858 0.558 14% 44% Douglas Blvd at Chapel Hill Rd SR 5 at I-20 DDIOverlap 0.858 0.558 14% 44% SPUI* 0.62 0.62 38% 38% Right Turn NA NA NA NA SPUI* 0.62 0.62 38% 38% Widen 0.85 0.761 15% 24% *From VDOT Preferred CMF List Widen 0.85 0.761 15% 24% SR 5 at Douglas Blvd RCUT 0.78 22% SR 5 at Douglas Blvd RCUT 0.85 0.78 15% 22% MUT 0.633 0.7732 37% 23% Observing the CRF’s in Table 16 it appears the DDI and SPUI alternatives would have the MUT 0.633 0.7732 37% 23% SR 5 at Arbor Pkwy Widen 0.85 0.761 15% 24% impact at I-20 interchange. The 15% DDI would have SRgreatest 5 at Arbor Pkwy Widenat the SR 50.85 0.761 24% a Stewart Mill Rd on reducing crashes greater effect on injury crashes as this type of interchange requires drivers to navigate SR 5 at Stewart Mill Rd Widen 0.85 0.761 15% 24% Add Left Turn Lane NA NA NA NA the Douglas Blvd at Chapel Hill Rd interchange at a slower speedAdd than the SPUI only NA alternatives. NA Left Turn Lane and widening NA NA Right Turn Overlap Douglas Blvd at Chapel Hill Rd Right Turn Overlap NA NA NA NA *From VDOT Preferred CMF List

13 - CONSOLIDATE CURB CUTS There is an excess of curb cuts along the study area. Not only does an excess of curb cuts slow down vehicular traffic, but it also makes the corridor that much more hostile for pedestrians. Cutting down on the number of excess curb cuts and identifying interparcel access opportunities

Bill Arp Rd / Highway 5

is recommended.

Highway 5 Corridor Land-use & Transportation Study

Douglas Blvd

3 N N. T. S. 136

2 Consider consolidating with an adjacent driveway

3 Consider consolidating with an adjacent driveway

4 Consider consolidating with an adjacent driveway

5 Consider consolidating with an adjacent driveway

6 Consider consolidating with an adjacent driveway 137

City of Douglasville, GA

1 Consider consolidating with an adjacent driveway

SHARED-USE PATHS Shared-use paths are a great way to provide

complete, comfortable connectivity for both pedestrians and cyclists along high speed

high volume thoroughfares such as Highway 5. These facilities are recommended along

Highway 5, along the east end of Douglas Blvd, and around the perimeter of the Arbor Place

Highway 5 Corridor Land-use & Transportation Study

Mall to act as a recreational loop.

WAYFINDING SIGNAGE Wayfinding allows residents and visitors alike to travel safely and effectively when walking and biking. Good opportunity for branding. 138

REEVALUATE BUS SYSTEM Currently the area is serviced by the Douglas County bus system.

The bus routes are not well-suited to circulation in the busy Highway 5 area. The City should work with the County to reevaluate their bus

system and consider implementing a dedicated Arbor Place Shuttle as redevelopment and employment opportunities increase in the study area.

COMPLETE STREETS PROJECTS Mirror Fairburn Road Complete Street project on Douglas Blvd, Stewart Pkwy, and Concourse

Pkwy. Reallocating the outside lanes to tree protected bike lanes will create bicycle connection and enhance walkability of existing sidewalks by making the thoroughfares more comfortable

and pleasant for pedestrians. Coupled with zoning changes that encourage developers to build

attractive streetscape up to the existing back of sidewalk will create vibrant pedestrian destinations. Once Complete Streets Projects are built, provide

PERMIT BIKES TO RIDE ON SIDEWALK

a bikeshare program to encourage residents

Without bike infrastructure in the area and the

Locations for the bikeshare stations are:

impossible to bike safely in the study area.

and commuters to utilize the bicycle network. • Douglas County Park & Ride • Arbor Place Mall

• Stewart Pkwy Kroger • Walmart

inability to ride on sidewalks, it is effectively Permit bikes to ride on the sidewalk where

practicable. Stipulate that if pedestrians are present, bicyclists must dismount.

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City of Douglasville, GA

BIKESHARE PROGRAM

14 - COMPLETE STREET PROJECTS Tree protected bike lanes on the existing outside lanes of the roads in blue below provides connectivity and activates the pedestrian space by making it more

pleasant to walk. Existing sidewalks are uncomfortable to walk on - they are close to fast-moving car traffic, they are narrow, and there are no shade trees. The addition of the tree buffer and bike lane will add the shade and

separation from vehicles necessary to encourage

Highway 5 Corridor Land-use & Transportation Study

people to utilize the existing and future sidewalks.

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CONCOURSE PKWY EXISTING

PROPOSED

NOTE: Current two-lane in each direction will need to be change to 3 eastbound lanes to accommodate section. Switch will also improve operations at SR 5 @ Concourse Pkwy. Vehicles must route around to Rose Ave.

DOUGLAS BLVD & STEWART PKWY

EXISTING

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PROPOSED

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15 - SHARED USE PATHS/ CYCLE TRACKS Shared-use paths allow for comfortable movement along heavily trafficked thoroughfares using whatever mode of travel that people wish. They are a great way to ensure connectivity for all modes while not taking

away from vehicular travel space, which is necessary due to the heavy vehicular traffic along Highway 5. This

is also the only way to provide bicycle connectivity across the SR 5 bridge over I-20, which cannot afford to lose a lane of traffic.

SR 5 BRIDGE SHARED-USE PATH • Existing 2’ of concrete can be expanded to

accommodate a constrained shared use path.

Will require a lane diet but will not require taking a vehicular travel lane.

Highway 5 Corridor Land-use & Transportation Study

SR 5 SHARED-USE PATH • Provides great connectivity and comfortableness along busy thoroughfare. Residents of Arbor

Parkway are connected to Kroger to the south and Walmart to the north. Future connection along Rose Avenue all the way to downtown.

• Avoids taking space from vehicular traffic where it

is sorely needed. Furthermore, does not preclude widening SR 5 to the east in the future.

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ARBOR PLACE MALL RECREATION LOOP • By reallocating parking stalls next to the landscape

bays that form the perimeter of the Arbor Place Mall parking lot to active transportation use, residents

of the area can have a complete loop for relatively

little cost. In the image above, a woman is walking

City of Douglasville, GA

around the ring road, clearly indicating a need.

143

16 - BIKE SHARE PROGRAM Stations at Arbor Place Mall, Park & Ride, and other places throughout the intersection provide citizens a way to use the complete street cycle track facilities and encourage a variety of uses other than the car.

Bike Share Program

E-Scooters

17 - PERMIT BIKES TO RIDE ON THE SIDEWALKS Stipulate that if there are pedestrians, bikes must dismount. Biking in mixed traffic anywhere in the

study area is dangerous – by disallowing people to ride on the sidewalk, there is effectively nowhere

Highway 5 Corridor Land-use & Transportation Study

that people can ride a bike.

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18 - INSTALL WAYFINDING NETWORK Wayfinding encourages pedestrian and bicycle activity by identifying safe and comfortable routes to

City of Douglasville, GA

travel. Provides an opportunity for branding in the study area as well.

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19 - COMPLETE SIDEWALK NETWORK At the end of every trip, everybody becomes a pedestrian.

A complete sidewalk network is critical to the success of a multimodal transportation system. Although the Highway 5 area sidewalk network is nearly complete, any one

gap is enough to render useless the rest of the system. Therefore, it is recommended that the city complete the

remaining gaps in the sidewalk network depicted below in orange. There is a gap without a recommended sidewalk

over SR 5 bridge over I-20 because a shared-use path is

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recommended instead.

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City of Douglasville, GA

New Sidewalk

147

Highway 5 Corridor Land-use & Transportation Study

STREETSCAPE & PLACEMAKING

148

Enhance pedestrian safety and comfort - Improve street-level safety at specific locations to create a safer pedestrian environment.

City of Douglasville, GA

20 - ENHANCE PEDESTRIAN SAFETY AND COMFORT The existing conditions - narrow stretches of sidewalk, high-traffic intersections, and overhead electrical utilities - have contributed to a generally unfriendly pedestrian environment. With visions of creating a comfortable and enjoyable pedestrian experience, the City may utilize various solutions to calm traffic and work with future developers to enhance and prioritize sidewalk safety and comfort.

Wider sidewalks - Sidewalks where they exist in the study area are at most 5’ wide. This width in

proportion to the width of the roadway makes it obvious that this is a car centric area. Replacing

the typical 2’ grass strip that exists between the sidewalk and the curb with brick like along Rose Avenue is recommended to both widen the sidewalk and increase the aesthetics of the area.

Tree minimums - Need to encourage more trees in the area. Trees are an often overlooked but critical component of encouraging pedestrian activity. Trees at the end of parking bays in parking lots are already required in the existing Unified Development Ordinance but should be more strongly enforced.

Bus stops - Bus stops can make or break ridership for a bus system. Bus stops should provide

shelter, shade, and a bench at the bare minimum. In order for somebody to ride the bus, it must

either be economically necessary for them, or it must be easier and more comfortable than riding in a car.

Highway 5 Corridor Land-use & Transportation Study

Road liner buildings - Stipulate in the Unified Development Ordinance that large pedestrian

frontage zones shall be built along the street side of the of the development. The pedestrian

activity will help to attract more customers to businesses. Additionally, seeing more pedestrians will encourage more pedestrian activity

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2’ - 10’

2’ - 10’ Suburban 2’ - 10’ Rural Town 2’ - 10’ Urban

Wider Sidewalk

Bus Stop

Source: Landscape Forms

Pedestrian Circulation Zone

10’ - 12’ 8’ - 10’ 6’ - 8’ 5’ - 8’

Landscape/ Furniture Zone Curb Zone

4’ - 6’

4’ - 8’ 4’ - 10’ 4’ - 6’

6” 6” 6” 6”

City of Douglasville, GA

Urban Core

Frontage Zone

Streetscape 151

21 - DEVELOP DESIGN, AESTHETIC, AND VISUAL ENHANCEMENTS Develop, Adopt and Enforce District ‘Urban Design Guidelines’, within a Zoning Overlay which creates “Place Making” which is currently lacking in the area.

It is important to create a guiding vision for aesthetics and design to ensure development fits, reflects, and supports the City’s goals for the area moving forward. The urban aesthetics toolkit

includes branding strategies in addition to the public- and private- realm recommendations for

future development. This toolkit intends to serve as a springboard for future urban design and development guidelines in the corridor.

Develop a branding and identity strategy for the corridor, which could include elements such

as: logo ideas, color palette, and example applications. The branding strategy will then inform the public realm aesthetic interventions and private realm guidance in the near- and long-term. Develop a public realm toolkit that will identify scalable beautification treatments and

interventions based on environmental constraints through the corridor. This will include recommended precedents for landscaping treatments, lighting, sidewalk standards, etc.

Develop a private realm toolkit that will provide guidance for developers on aesthetic and beautification strategies specific to each area. These standards should focus on new

Highway 5 Corridor Land-use & Transportation Study

development and large-scale redevelopment projects.

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Monument & Sculpture Open Space 4.

Building Color/Material 7.

Landscape

Themed Exterior 8.

Public Signage

Light/Sign Pole Banner 6.

Sidewalk & Crossing 9.

Private Signage

City of Douglasville, GA

Arlington, Texas

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22 - ENCOURAGE GREEN INFRASTRUCTURE DEVELOPMENT Many locations along the Highway 5 Corridor are susceptible to flooding and have reached either high or maximum levels of impervious cover (roadways, driveways, parking lots, etc.). The benefits

of green infrastructure for Highway 5 include reduced urban heat, lower building energy demand, and improved stormwater management. Through planning processes, the City may establish further

urban greening strategies that provide social, environmental, and economical benefits to Highway 5. Consider offering a range of development incentives (such as expedited permitting, decreased fees, and zoning adjustments) to developers who plan to use green infrastructure like pervious

pavers, bioswales, green roofs, and on-site or non-potable reuse of stormwater runoff for major development projects.

As redevelopment occurs and additional design standards are developed, encourage the

Highway 5 Corridor Land-use & Transportation Study

reduction of impervious cover and materials

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Bioswales

Permeable Pavements

Green Streets & Alleys

Green Parking

Green Roofs

Urban Tree Canopy

Land Conservation

Green Figure 82:Infrastructure Green InfrastructureToolkit Toolkit

City of Douglasville, GA

Planter Boxes

Source: Source: EPAEPA

155

ton, Texas

Rainwater Harvesting

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