Streetscape Master Plan

Transcription

Streetscape
Master Plan
City of Bogart, Georgia
circa 1950
circa 1918
Final Report
January 2009
circa 1912
TABLE OF CONTENTS
PART ONE: STREETSCAPE MASTER PLAN
1.0 INTRODUCTION ................................................................................................. 1
2.0 HISTORY............................................................................................................... 2
3.0 INVENTORY & ANALYSIS.....................................................................................
3.1 Study Area..................................................................................................
3.2 Property Ownership ...................................................................................
3.3 Existing Conditions .....................................................................................
Overall Study Area
Improvement Zone 1: Downtown/Main Street
Improvement Zone 2: E. Thompson Street
3
3
3
3
4.0 RECOMMENDATIONS .........................................................................................
4.1 General Study Area ....................................................................................
4.2 Pedestrian Circulation ................................................................................
4.3 Streetscape Improvements ..........................................................................
Improvement Zone 1: Downtown/Main Street
Improvement Zone 2: E. Thompson Street
General Streetscape
6
6
6
7
5.0 COST ESTIMATE, FUNDING & MANAGEMENT.................................................... 10
LIST OF ILLUSTRATIONS
1) Historic Images
2) Historic Aerial Photography
3) Study Area
4) Property Ownership
5) Railroad Right-of-Way Plat Downtown Bogart
6) Improvement Zone 1 – Downtown/Main Street Existing Conditions (Aerial)
7) Improvement Zone 1 – Downtown/Main Street Existing Conditions (Images)
8) Improvement Zone 2 – E. Thompson Street Existing Conditions (Aerial)
9) Improvement Zone 2 – E. Thompson Street Existing Conditions (Images)
10) Issues and Opportunities (Study Area)
11) Overall Pedestrian Plan
12) Improvement Zone 1 – Downtown/Main Street Final Plan, Option 1
13) Improvement Zone 1 – Downtown/Main Street Final Plan, Option 2
14) Materials
15) Materials
16) Improvement Zone 2 – E. Thompson Street Final Plan
17) Cost Estimate
PART 2: SEWER FEASIBILITY ANALYSIS
1.0 INTRODUCTION .................................................................................................. 32
2.0 SITE ANALYSIS....................................................................................................... 34
3.0 EVALUATION OF NOT RECOMMENDED OPTIONS............................................ 35
4.0 RECOMMENDED OPTIONS .................................................................................. 37
5.0 SUMMARY............................................................................................................. 38
APPENDIX A: OPTION 2 EXHIBIT 1 ............................................................................ 39
APPENDIX B: OPTION 5 EXHIBIT 2 ............................................................................ 41
APPENDIX C: RECOMMENDED OPTION EXHIBIT 3A & 3B AND COST ESTIMATE... 43
APPENDIX D: ATHENS-CLARKE COUNTY GIS SEWER MAP ..................................... 48
PART ONE
Part One: Streetscape Master Plan
1.0
Introduction
This master plan study, commissioned by the City of Bogart, provides an assessment of existing
streetscape conditions and amenities while planning for the future enhancement of municipal
property. The City of Bogart recognizes that there has been significant regional growth and that the
local community has an opportunity to play an integral role in that continued growth. While
planning for growth, there is an identified need to improve aging infrastructure and to seek new
opportunities for community enhancement.
This study includes detailed evaluation and recommendations for the Bogart downtown business
core along Main Street from Burson Avenue to Broad Street as well as municipal property located
south of Winder Highway/US 29 which includes a County recreational complex, a County branch
library, a historic schoolhouse and a City community building on E. Thompson Street. A broader
study area containing Winder Highway/US 29 from Oakwood Drive to the east, to Osceola
Avenue to the west, is included along with a general evaluation and recommendations.
The intent of this study is to serve as a guide for future investments and define strategies for
developing circulation and streetscape plans that will enhance the existing character of downtown
Bogart and create a pedestrian friendly town center. A priority of the study is to optimize use of
public open space and connect the two municipal hubs located on Main Street and E. Thompson
Street, which are bisected by Winder Highway/US 29.
In addition to the streetscape study, a sanitary sewer analysis was undertaken for the study area to
provide an evaluation and recommendations for extending sewer service to downtown Bogart.
This analysis and options for implementation are included within this master plan report.
This Master Plan Study and Sewer Feasibility Analysis took place in October-December of 2008.
Master Planning and Design Services were provided by The Jaeger Company with assistance and
input from the City of Bogart Mayor and Council during two workshops designed for public input.
Civil Engineering Services were provided by Magahey Engineering Group. GIS data was provided
by Oconee County and the Athens-Clarke County Planning Departments.
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2.0
History
Settlement in what is now known as Bogart, Georgia, occurred with the land lottery of 1820.
According to oral history and early business records, the town was originally called Osceola after
the Seminole Indian Chief, and was part of Clarke County at this time. The town name changed to
Bogart when the railroad was built through the area in the late 1800s and was named for a
respected individual associated with the railroad. The railroad brought trade to the area and the
town experienced significant growth in the 1890s. A depot was built in 1888 and served
community commerce such as the local mercantile, blacksmith, grist mill and cotton gin. The
depot closed in 1950s and the building survived into the 1960s. The fact that the railroad has
played an important role in the city’s development has helped define the existing character of the
downtown area.
The railroad depot is no longer extant, but many of Bogart’s historic resources remain in the
downtown area. The Farmers Bank Building is a notable building captured in many historic
photos. While there has been some infill construction with more contemporary styles of
commercial buildings in the historic downtown core, the overall scale of downtown and its
architecture has remained. See Illustration 1 for historic images of downtown Bogart.
The limits of commercial and residential growth around the downtown area have changed very
little in the past 70 years. The most notable commercial development has been the industrial
expansion east of downtown along the railroad corridor. Residential tracts of land around the town
core are large and much of the agricultural land remains intact but not actively farmed. Newer
residential development is occurring along Burson Avenue to the north and south sides of Winder
Highway. See Illustration 2 for historic aerials from 1938, 1944 and 1955 depicting settlement
patterns and agricultural use around the downtown area.
Bogart continues to be a relatively small community straddling Clarke and Oconee Counties (most
of the city and its population are located in Oconee County). The estimated population in 2007
was 1,075, with primary employment in retail trade, construction and professional services.
Commercial development is underway on the town fringe as two large parcels are being prepared
for business parks, one just east of the study area on Winder Highway/US 29 and the other just
south of town towards Highway 316.
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3.0
Inventory & Analysis
Existing conditions, historic resources and property ownership of land within the study area have
been documented and analyzed to identify issues and opportunities found within.
3.1
Study Area
The overall study area (Illustration 3) covers approximately 190 acres surrounding the downtown
business core of Bogart. The study area is bisected by Winder Highway/US 29 extending from
Oakwood Drive to the east, to Osceola Avenue to the west. The focus of the master plan study is
to address two primary improvement zones within the overall study area that serve as noncontiguous hubs for municipal activity. Improvement Zone 1 is a 2.5-acre area that includes the
downtown business core along Main Street from Burson Avenue to Broad Street. Improvement
Zone 2 is a 4-acre area along E. Thompson Street just west of Burson Avenue that includes a
historic schoolhouse, the Bogart Community Center, the Oconee County Head Start Program
building and access to Oconee County Park.
3.2
Property Ownership
Illustration 4 identifies public ownership of key sites within the study area. Within the downtown
area, approximately one-fifth of the land is publically owned and includes: City Hall and a vacant
2-Story historic brick building next to City Hall and located mid-block on Main Street; and the City
Maintenance Building on the northwest corner of Main and Church Street. A small downtown park
maintained by the City is located within the right-of-way of the CSX railroad south of City Hall on
Main Street. Illustration 5 is a c.1919 plat showing the 300 foot right-of-way occupied by the
railroad along Main Street in downtown Bogart.
In the E. Thompson Street study area, most of the property fronting the road is publically owned.
The City land holdings include property on the north side of E. Thompson Street including a one
story historic brick schoolhouse that is currently vacant and a Community Center on the adjacent
property east of the schoolhouse. The County land holdings in this area are located on the south
side of E. Thompson Street and include the Oconee Branch Library, a recycling center and a
building that houses the Oconee County Head Start Program. Farther southeast on E. Thompson
Street is a large active recreation park, which consists primarily of baseball fields and associated
parking areas.
3.3
Existing Conditions
Overall Study Area
The primary approach to downtown Bogart is from the east and west via Winder Highway/US 29
which follows the south side of the railroad. There is a rural quality to the landscape due to large
tracts of residential property, undeveloped wooded land and minimal commercial development.
This greenbelt surrounding the downtown area helps to define Bogart and maintain the feel of its
agricultural heritage. Existing gateway signage is located at the east and west end of Bogart, but is
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difficult to read due to the placement of the signs amid a variety of other signage and
development. Views of downtown Bogart from Winder Highway/US 29 are compromised by the
railroad embankment and a row of Bradford Pear trees within the downtown area. The railroad
embankment is poorly graded and sparsely planted to the west of downtown. Pedestrian access to
downtown is limited and currently unsafe from the south side of Winder Highway/US 29.
Improvement Zone 1 – Downtown/Main Street (Illustrations 6 & 7)
Entrances to Downtown: The primary entrances both vehicular and pedestrian are from the east
and west along Main Street. These entrances are somewhat poorly defined, and there is little
distinction between downtown and adjacent areas. An industrial complex owned and operated by
Benson’s Bakery borders the eastern edge of downtown along Burson Avenue. An active CSX rail
line which contains a small park maintained by the city defines the southern boundary of
downtown. The western entrance to downtown, located at the intersection of Main and Church
Streets, is comprised of a poorly defined parking and outdoor eating area for a nearby barbecue
restaurant called “Smokin’ Stevie’s.”
Parking: Parking is available along both sides of Main Street from Burson Avenue to Church Street.
Adjacent to the building facades on the north side of the street, the parking spaces are angled.
These spaces are the most heavily utilized in the downtown area. Across the street, next to the
railroad line and associated green space, the parking spaces are parallel. These spaces are used
with less frequency. Existing formal parking within the downtown consists of approximately 50
spaces.
An additional eight to ten parking spaces are located along the western portion of Burson Avenue.
These spaces are in poor condition and are substandard in terms of proper depth of stalls. Informal
parking on private property occurs in many areas surrounding downtown.
Traffic/Circulation: Though vehicular and pedestrian traffic volumes are relatively low, there is
very little definition between the two creating considerable conflict. Pedestrian safety and
circulation is a major concern to be addressed in this master plan.
Streetscape/Sidewalks: Significant streetscape improvements in the downtown have not occurred
in some time and existing streetscape elements are in need of repair throughout the study area.
The downtown streetscape consists of an elevated concrete sidewalk supported by a brick
retaining wall, portions of which contain a metal handrail. Brick steps from the sidewalk to the
parking area are provided in strategic locations. Large awnings and/or overhangs from businesses
shade some portions of the walkways. There are no street trees in the downtown area except for a
single row of Bradford Pears located in the CSX railroad right-of-way across from the downtown
buildings. These trees are in poor condition and obstruct views into and out of the downtown
area. Dumpsters and other items occasionally intrude into pedestrian space. A few amenities such
as benches, planters and trash receptacles have been added to the streetscape, however, they are
inconsistently placed and some are not in keeping with the historic character. Overall, the
downtown area lacks unification.
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Utilities: Overhead wires add to the visual clutter and interfere with the views of the buildings. The
feasibility of burying these utilities should be explored when the streetscape project is
implemented. Lighting currently consists of cobra head standards mounted on wooden utility
poles. The only sanitary sewer in Bogart is a private lift station that serves Benson’s Bakery Facility.
Public Space: There is a limited amount of public space within the immediate vicinity of
downtown. The most notable greenspace is a small downtown park maintained by the City and
located in the railroad right-of-way corridor south of Main Street. This park consists of a gravel
plaza area, a few benches, shrub plantings, a small sundial and a large flagpole. No clear
pedestrian connection currently exists between this park site and the downtown storefronts and
commercial/public areas beyond the downtown core.
Improvement Zone 2 – E. Thompson Street (Illustrations 8 & 9)
Connections to Downtown: There is no clear visual connection between the downtown core on
Main Street and the municipal buildings on E. Thompson Street. Likewise, there is no existing
pedestrian route linking these two areas.
Parking: Parking on the north side of E. Thompson Street is limited to one lot that is shared by the
Community Center and adjacent commercial buildings. There is a large amount of land
surrounding the historic schoolhouse that could be utilized for parking if this building is restored
for municipal use. Parking for the Head Start Program building appears to be sufficient and also
has access to an adjacent lot associated with the park. There is more than sufficient area for
parking associated with the active recreation park. However, it does not appear to be used
efficiently as it is not well defined by markings or in its overall layout.
Traffic/Circulation: This area will likely incur more traffic and circulation as the business park
development to the east along Winder Highway and E. Thompson Street is complete. The expanse
of road width that currently exists along with the confluence of activity proposed for this hub will
require more organized circulation to accommodate pedestrian traffic, school buses, daily vehicle
use and general traffic.
Streetscape/Sidewalks: The entire E. Thompson Street area is void of sidewalks. The road width is
generous however and could be modified to include sidewalks.
Utilities: Lighting in this zone is associated with the active recreational facilities. Though no
sanitary sewer exists in this area, a lift station is currently under construction that is intended to
serve the proposed business park east of the project area.
Public Space: As much of this area is comprised of contiguous public land with vehicular
connections, there is a great opportunity to unify this confluence of activity as a municipal hub.
Pedestrian circulation is needed throughout the area to safely serve the public.
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4.0
Recommendations
4.1
General Study Area (Illustration 10)
The rural quality that exists along Winder Highway/US 29 approaching Bogart from both the east
and west should be retained to the greatest extent possible to maintain some definition to the town
limits. This can be achieved through strategic land acquisition or easements in the areas noted on
Illustration 10 as gateway opportunities. The triangular parcel to the east of downtown between
Winder Highway/US 29 and the railroad is not highly desirable in terms of developable land and
therefore may be acquired by the City and maintained as greenspace/transitional buffer to
downtown and provide a suitable gateway location.
The existing gateway to the west of downtown should be relocated farther east on Winder
Highway/US 29 on the south side between Pete Dickens Road and Osceola Avenue to provide
more visibility. Consideration should be given to protecting land along the highway in this area to
serve as greenspace/transitional buffer on the west side of downtown.
Safe pedestrian connections are needed between downtown Bogart and destinations on the south
side of Winder Highway/US 29. These connections are conceptually shown on Illustration 10 and
defined in more detail on Illustration 11.
4.2
Pedestrian Circulation (Illustration 11)
Downtown: As improvements are made to the downtown area and E. Thompson Street, there is a
greater need to link these two areas visually and physically. Streetscape improvements to
downtown will provide a sidewalk from the south side of Main Street to Winder Highway/US 29
on the west side of Burson Avenue. Crosswalks will be provided at the signalized intersection of
Winder Highway/US 29 and Burson Avenue.
To E. Thompson Street: Two options exist for continuing the pedestrian route from downtown to E.
Thompson Street. The first option is to continue one block south on Burson Avenue on the east
side where a generous shoulder allows for sidewalk and buffer from the road within the public
right-of-way. The sidewalk would then turn to the east on E. Thompson Street and continue along
the north side. This route is the most intuitive from downtown and keeps the pedestrian route off of
the busy Winder Highway/US 29. The second option is to continue a sidewalk along the south
side of Winder Highway/US 29 east of the Burson Avenue intersection one block and connect to
the City-owned alley. The alley provides a generous width for pedestrian access that is completely
segregated from vehicular traffic. This route would require less material and expense to construct
and would serve as gathering space for the Historic Schoolhouse during events. The north end of
the alley may need to remain open to vehicular access for the property on the northeastern corner.
Removable bollards should be placed to define the vehicular access from the pedestrian route.
To Oconee Branch Library: From the intersection of the City alley and E. Thompson Street, a
pedestrian route would continue across E. Thompson along the existing Head Start Program
building parking lot south through the wooded area to the library. The path material would
transition from concrete sidewalk to aggregate or natural mulch path. Some clearing would be
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required for the path through the wooded area. The intent is to provide a safe and intuitive
connection to the library that could also become part of the greater trail network associated with
the Bogart Recreation Complex. An additional spur would loop around the south side of the Head
Start Program building to the park.
E. Thompson Street Municipal Complex to Recreation Complex and Business Park: Once
improvements are made to this area, the opportunity exists to create a stronger pedestrian
connection through the Recreational Complex to the south side of the proposed business park on
Winder Highway/US 29. This route is safer and more feasible to construct than the alternative of
placing a sidewalk along Winder Highway/US 29. The path would follow the west and south sides
of the northernmost little league ball field to the center of the park and then turn to the east to
follow E. Thompson Street where there is sufficient road shoulder to accommodate a sidewalk. The
sidewalk would connect to the business park as well as the existing loop through the Recreation
Complex. Pedestrian nodes strategically located throughout the park provide directional signage at
path intersections.
4.3
Streetscape Improvements
Improvement Zone 1 – Downtown/Main Street (Illustrations 12 & 13)
The three main goals in planning for improvements in Zone 1 are: 1) organization of pedestrian
and vehicular circulation; 2) improve aging infrastructure; and 3) unify the downtown area. The
following is a list of associated recommendations.
Organize Vehicular and Pedestrian Circulation:
• Add bumpouts, crosswalks, distinctive paving elements and narrow traffic lanes as traffic
calming elements and to increase pedestrian safety. Reduce the number of curb cuts.
• Create a transition from modern commercial development to the historic downtown district
with gateway features and updated signage.
Improve Aging Infrastructure
• Replace sidewalks throughout downtown and improve/correct grade and universal access
problems. Use streetscape materials to complement the existing architecture.
Unify the Downtown Area
• Define the downtown core with a contrasting paver/pattern that unifies the mid-block of
Main Street and designates the core as a pedestrian zone.
• Use consistent materials that complement existing character of downtown such as
traditional red brick pavers, regionally harvested granite and steel.
• Develop a consistent approach to tree planting locations that will enhance views into and
out of the downtown area. Native hardwood trees are recommended as the most
appropriate and easiest to maintain. Remove the existing Bradford Pear trees that inhibit
views of downtown.
• Benches, trash receptacles and light fixtures that are compatible with the historic
downtown should be added in order to enhance the pedestrian experience.
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•
•
Replace existing light fixtures with historically appropriate, pedestrian scaled light
standards.
Interpret the history of downtown with signage and elements such as the footprint of the
former depot. This can be achieved by constructing a low seatwall where the foundation of
the depot once stood or an at-grade outline with a permanent material such as brick,
granite or concrete.
General Streetscape
The basic components of the streetscape include sidewalks, street trees, lighting and other
furnishings such as benches and trash receptacles. Elements in this zone and will be pedestrian
scaled and will include:
Sidewalks: will be a minimum of 10’ wide adjacent to buildings. This dimension will allow for
adequate circulation as well as room for amenities such as light poles, benches, trash receptacles
and strategic street tree plantings. Sidewalks of this width allow the four feet of the sidewalk
furthest from the building entrances to be used as a zone for such amenities, with the remainder of
the walkway reserved as a pedestrian zone. Sidewalks not located in front of buildings should be
6’ – 8’ wide. Concrete is the most economical and durable material for large expanses of sidewalk.
The new sidewalks are to be similar in construction to the existing ones, which consist of a raised
concrete walkway held back by low brick retaining walls with simple metal hand rails where
necessary. The concrete scoring should be distinctive (see Illustration 14 for a scoring pattern
example). A different material such as brick is recommended for bumpout areas to provide visual
interest and texture.
Bumpouts: are recommended for intersections and driveway openings, where they will capitalize
on previously unused space, like turning radii. Bumpouts increase pedestrian safety by allowing
visibility of oncoming traffic and by lessening the crossing distance. They also delineate the
parameters of on-street parking spaces and help to slow traffic. At corners, the additional space
provided by bumpouts will help to provide a smooth grade transition for ADA access.
Awnings: from adjacent buildings shade some sidewalks in downtown Bogart. These overhangs
may need to be removed to provide space for streetscape improvements such as trees and lighting.
Removing these overhangs will expose building facades and add authenticity to the historic
streetscape.
Site Furnishings: should be simple and in keeping with the downtown character. A simple, elegant
light fixture that references the town’s historic association with the railroad would be most
appropriate. Lighting design should illuminate both the roadway and pedestrian areas. Benches
with simple form should be functional and not introduce a style that is incompatible with the
existing architecture. See Illustration 15 for examples of appropriate site furnishings.
Downtown Park: should be an integral part of the streetscape improvements and define the
downtown core as a pedestrian zone. Two design options are proposed for the park along the
railroad corridor.
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Pedestrian Plaza Option 1 (Illustration 12) – is a pedestrian plaza with a central memorial feature
and fixed seating along the southern border. The linear nature of the park is further defined by an
evergreen “bosque” planting in centralized planters. The paver materials in the plaza would match
those used in the central core of Main Street to unify this area as a pedestrian zone (see Illustration
14 for examples). An at-grade concrete strip divides the memorial walk from Main Street and the
entire core is surrounded by brick crosswalks and bumpouts to further define the area.
Pedestrian Plaza Option 2 (Illustration 13) – provides a small pavilion structure in the center of the
plaza for covered picnicking and festival stage in the town center with fixed seating to the east and
west. The construction of the pavilion should utilize materials that complement the historic
buildings, downtown character, and the proposed streetscape. Indigenous materials such as
granite are appropriate for the location and manufactured materials such as steel I-beams are in
keeping with materials associated with the railroad. The pavilion example provided on Illustration
15 shows how these materials can be incorporated in a creative and functional manner without
detracting from the downtown character.
Improvement Zone 2 – E. Thompson Street (Illustration 16)
The three main points in planning for improvements in Zone 2 are: 1) organization of pedestrian
and vehicular circulation for access and confluence of activity; 2) visually connect this area to
downtown; and 3) unify the municipal property. Many of the recommendations listed for
downtown will apply to the E. Thompson Street area. The following is a list of specific
recommendations unique to the E. Thompson Street area:
Organize Vehicular and Pedestrian Circulation:
• Provide median separation between vehicular traffic and bus drop-off/vehicle drop-off area
for the Oconee County Head Start facility. Bus traffic will approach from the west, drop-off
in a dedicated lane and continue to the east either through the park (if connection is
provided between parking lots) or via E. Thompson Street.
• Provide pedestrian crosswalks and sidewalks throughout the area.
• Define parking areas with paved bumpouts, pavement markings and plantings.
Visually Connect this Area to Downtown:
• Define the core area with a contrasting paver/pattern that unifies the Municipal Complex
and designates the core as a pedestrian zone in the same manner as achieved on Main
Street downtown.
• The entire core is surrounded by brick crosswalks and bumpouts to further define the area.
Unify the Municipal Property
• Use consistent materials, site furnishings, circulation patterns to unify the area and to
visually connect to downtown.
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5.0
Cost Estimate, Funding and Management
A preliminary estimate for the Bogart Streetscape follows this section. The estimate reflects
contractor-installed prices. The estimate includes upgrades to both Improvements Zones as shown
in Illustration 17.
A variety of funding sources will be necessary to achieve the objectives of the streetscape master
plan. Several funding sources and techniques are discussed below, which have the potential to
make a significant contribution to the implementation of the plan.
Funding:
Georgia Department of Transportation Enhancement (TE) Program (ISTEA/TEA-21) has been a
source of funding for numerous streetscape projects in recent years. Applications are reviewed and
administered by the Georgia Department of Transportation (GDOT). Transportation Enhancement
Program grants are limited to one million dollars in federal funds with twenty percent in local
matching funds required.
Georgia Forestry Commission offers small grants on an annual basis for tree planting efforts.
Local Development Fund (LDF) administered by the Georgia Department of Community Affairs
(DCA) is another possible source of funding. These monies can be used for planning, design and
construction activities and require a minimum of fifty percent in matching funds. The match can
either be cash or in kind or a combination of the two.
Special Taxing District is a tool often discussed for downtown revitalization. Actions, which are a
direct benefit to property owners, can be an equitable source of funding. Approval by a majority of
owners within a downtown district is necessary before such a tax can be put in place. The
boundaries of such a district should reflect the area of proposed improvements. Bogart’s current
downtown district may be too small for this to be an effective funding source.
Special Purpose Options Sales Tax (SPLOST) is a source for capital improvement funding currently
under discussion between the City and the County. County governments may levy a one-percent
sales tax for a period of up to five years for special projects including downtown improvements.
Residents must see the benefit for the entire community for this program to be placed on the ballot
and passed. Coordination with the Oconee County Commission will be necessary.
Sponsor an Improvement involves businesses and individuals to pay for benches, light fixtures,
signage, trees and other features of streetscape improvements, and they are recognized for doing
so. The amount of interest in and commitment to the downtown as a result of this program can be
significant. Recognition of streetscape element sponsors needs to be planned in a tasteful way.
Plaques on every bench or tree can become intrusive. A specific design approach for recognition
should be determined early on.
Management: The most successful downtown programs typically include a management
component. Many of Georgia’s cities participate in the state’s Main Street Program, which includes
the use of a full-time Downtown Manager. The Main Street Program is administered through the
DCA, but all funding for the program is a local responsibility.
10 | P a g e
BOGART, GEORGIA STREETSCAPE
The Jaeger Company
COST ESTIMATE - Final
12.30.08
ILLUSTRATION 17
Item
Unit
Unit Price
Quantity
Subtotal
Total
Improvement Zone I - Downtown
(includes sidewalk on both sides of Main Street, brick
crosswalks and repaving of Main Street)
Demolition
Asphalt Removal
Concrete Removal
Retaining Wall Removal
Curb & Gutter Removal
Sign Removal / Relocation / Addition
Adjust Misc. Utilities to Grade
SY
SY
LF
LF
EA
EA
$25.00
$25.00
$50.00
$8.00
$300.00
$300.00
2800
400
325
100
6
2
$
$
$
$
$
$
70,000
10,000
16,250
800
1,800
600
SY
SF
SF
LF
LF
LF
SF
LF
LF
LF
EA
LF
LF
LF
LS
LS
LS
$40.00
$5.00
$10.00
$25.00
$35.00
$18.00
$7.00
$250.00
$5.00
$2.00
$200.00
$5.00
$4.00
$14.00
$663,476.00
$20,000.00
$40,000.00
2220
6500
2200
200
200
1400
400
360
200
500
4
100
450
1000
1
1
1
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
88,800
32,500
22,000
5,000
7,000
25,200
2,800
90,000
1,000
1,000
800
500
1,800
14,000
663,476
20,000
40,000
EA
EA
EA
$1,500.00
$1,000.00
$1,200.00
4 $
3 $
2 $
6,000
3,000
2,400
Site Construction
Asphalt Paving
Concrete Sidewalk Paving
Brick Sidewalk Paving
Concrete Stairs
Brick Stairs
Concrete Curb & Gutter
Concrete ADA Ramp
Brick Retaining Wall with Handrail
Striping - Crosswalks
Striping - Parking Spaces
Striping - Symbols
Striping - Stop Bar
Striping - Centerline
Electricity / Conduit
Sewer Collection System & Lift Station Upgrade *
Stormwater Management
Traffic Control
Site Furnishings
Bench
Trash Receptacle
Bicycle Rack
Landscape Materials
Shade Trees
Ornamental Trees
Shrubs
Herbaceous
Soil Mix (3cy/tree)
Irrigation
EA
EA
EA
EA
CY
LF
$700.00
$350.00
$40.00
$10.00
$45.00
$20.00
8
4
50
100
30
500
$
$
$
$
$
$
5,600
1,400
2,000
1,000
1,350
10,000
EA
EA
EA
EA
EA
$5,500.00
$50.00
$150.00
$100.00
$80.00
9
6
6
6
6
$
$
$
$
$
49,500
300
900
600
480
Lighting
Single Fixture on 14' Pole
Flag Holder
Banner Arm Set
Electrical Outlet
Basket Holder
Plaza Area Option 2 (Pavilion) - Downtown
$
99,450
$
1,015,876
$
11,400
$
21,350
$
51,780
$
311,650
$
300
$
295,880
(includes decorative paving in center of Main Street and
entire plaza area)
Demolition
EA
$300.00
SF
SF
SF
LF
LF
LS
LS
EA
EA
$10.00
$15.00
$10.00
$250.00
$14.00
$22,000.00
$100,000.00
$3,000.00
$1,000.00
1 $
300
Site Construction
Concrete Band
Decorative Paving
Granite Fixed Seating
Electricity / Conduit
Interpretation of Historic Depot Foundation
Covered Pavilion
Picnic Tables & Benches
Trash Receptacle
200
7700
320
150
120
1
1
4
2
$
$
$
$
$
$
$
$
$
2,000
115,500
3,200
37,500
1,680
22,000
100,000
12,000
2,000
The Jaeger Company
12.30.08
ILLUSTRATION 17
Item
Landscape Materials
Shade Trees
Shrubs
Herbaceous
Sod
Soil Mix (3cy/tree)
Irrigation
Unit
EA
EA
EA
SY
CY
LF
Unit Price
$700.00
$40.00
$10.00
$8.00
$45.00
$20.00
Quantity
Subtotal
6
50
100
500
6
200
$
$
$
$
$
$
$
Total
15,470
$
$
$
$
$
1,511,506
226,726
151,151
181,381
2,070,763
$
51,750
$
1,143,118
$
14,100
$
33,815
$
41,300
$
$
$
$
$
1,284,083
192,612
128,408
154,090
1,759,194
4,200
2,000
1,000
4,000
270
4,000
Budget Summary - Improvement Zone I
Subtotal
Contingency (15%)
Insurance/Bonds/Other Fees (10%)
Land. Arch./Eng./Arch./Survey Fees (12%)
** ZONE I TOTAL
Improvement Zone II - East Thompson Street
Demolition
Asphalt Removal
Sign Removal / Relocation / Addition
Traffic Control
SY
EA
EA
LS
$25.00
$500.00
$500.00
$30,000.00
750
5
1
1
$
$
$
$
18,750
2,500
500
30,000
SY
SF
SF
LF
SF
SF
SF
SF
LF
EA
LF
LF
LS
LS
$40.00
$5.00
$15.00
$18.00
$10.00
$6.00
$10.00
$12.00
$5.00
$200.00
$2.00
$2.00
$911,168.00
$20,000.00
980
3800
6800
1600
200
250
900
550
500
3
75
300
1
1
$
$
$
$
$
$
$
$
$
$
$
$
$
$
39,200
19,000
102,000
28,800
2,000
1,500
9,000
6,600
2,500
600
150
600
911,168
20,000
EA
EA
EA
$1,500.00
$1,000.00
$1,200.00
5 $
3 $
3 $
7,500
3,000
3,600
Site Construction
Asphalt Paving
Concrete Sidewalk Paving
Decorative Paving
Concrete Curb & Gutter
Concrete Band
Concrete ADA Ramp
Brick Crosswalk Paving
Striping - Crosswalks
Striping - Symbols
Striping - Stop Bar
Striping - Centerline
Sewer Collection System & Lift Station Upgrade *
Stormwater Management
Site Furnishings
Bench
Trash Receptacle
Bicycle Rack
Landscape Materials
Shade Trees
Ornamental Trees
Shrubs
Herbaceous
Sod
Soil Mix (3cy/tree)
Irrigation
EA
EA
EA
EA
SY
CY
LF
$700.00
$350.00
$40.00
$10.00
$8.00
$45.00
$20.00
12
7
10
100
500
57
750
$
$
$
$
$
$
$
8,400
2,450
400
1,000
4,000
2,565
15,000
EA
EA
EA
EA
EA
$5,500.00
$50.00
$150.00
$100.00
$100.00
7
7
7
7
7
$
$
$
$
$
38,500
350
1,050
700
700
Lighting
Single Fixture on 14' Pole
Flag Holder
Banner Arm Set
Electrical Outlet
Basket Holder
Budget Summary - Improvement Zone II
Subtotal
Contingency (15%)
Insurance/Bonds/Other Fees (10%)
Land. Arch./Eng./Arch./Survey Fees (12%)
** ZONE II TOTAL
The Jaeger Company
12.30.08
ILLUSTRATION 17
Item
Unit
Unit Price
Quantity
Subtotal
Total
Alternates
A Option 5 Sanitary Sewer Project Total = $ 1,237,633
$337,011 less than above
In lieu of two phases of implementation utilizing existing lift stations at Bensons Bakery
and the office park between Atlanta Highway and East Thompson Street.
B Plaza Area Option 1 Memorial Walk = $ 161,370
$76,000 less than Option 2
* Note: If streetscape and sanitary sewer projects are implemented at the same time, there will be some cost savings.
** Note: 5% Inflation Rate per year is reccommended beginning in 2009
PART TWO
Sewer Feasibility Analysis
SEWER FEASIBILTY ANALYSIS
for
CITY OF BOGART
BOGART, GA
Prepared By:
Michael R. Magahey, P.E.
3615 Braselton Highway
Suite 203
Dacula, GA 30019
Part Two: Sewer Feasibility Analysis
1.0
INTRODUCTION
Magahey Engineering Group, Inc. (MEG) worked with The Jaeger Company to perform this
Sanitary Sewer Feasibility Study for the City of Bogart, Oconee County, Georgia. The study
area envelopes the downtown area to the north along Main Street, borders the businesses
and residence along Atlanta/Athens-Lawrenceville Highway (State Route 8) and proceeds
south along Burson Avenue and east along E. Thompson Street. Exhibit 1 in Appendix A
illustrates the project study area. There is currently no gravity sewer system located in the
project area. Benson’s Bakery Facility has a private lift station located at the northeast
corner of the project area.
Figure 1 – Map of Project Area
MEG considered five (5) initial options for providing a sewer outfall.
•
•
•
•
•
Option #1 – Gravity Outfall to existing Gravity System at SR 316
Option #2 – Provide Gravity Sewer to New Lift Station at Bogart Business Park and
Upgrade Lift Station to accommodate increased flow
Option #3 – Connect to Athens-Clarke County System located at Aubrey Drive, for
Gravity system
Option #4 - Upgrade Lift Station at Benson’s Bakery Facility and provide collection
system
Option #5 – New Lift Station to be located in Project Area
The five options were derived by looking at several factors including consideration of cost
as well as technical feasibility. It’s important to note that all of these solutions will require
construction of a gravity sanitary sewer collection system through-out the project area and
32 | P a g e
a means of outfall, either through gravity sewer or through a lift station to an existing sewer
outfall.
These options are further discussed in a subsequent section. The Site Analysis section will
analyze the study area for generation of sewer flows that will need to be accommodated.
This flow will be applied to possible solutions.
33 | P a g e
2.0
SITE ANALYSIS
The properties within the study area are a combination of residential and business zonings.
The figure below shows current zonings within the project area. In order to generate a
proposed sewer flow for development, we are going to consider all of the property to be
commercial. This is the most conservative approach as commercial flows will be more
than residential flows. The lift station at the Bogart Business Park generated flows from the
proposed development at 1000 Gallons Per Day (GPD) per commercial business unit,
which in this case, the business unit is a parcel. The properties in downtown Bogart and
within the study area are irregular in shape and in varying sizes. In order to quantify the
sewage generated for the study area, we are going to consider that each developable,
equivalent, ½ acre lot will generate 1000 gallons per minute (which is one commercial
business unit). To calculate the equivalent number of ½ acre lots we use the following
calculation:
•
•
•
•
•
Size of Project Area = 82 acres
Amount of Roads in Project Area = 32 acres
Total Developable Area in Project Area = 50 acres
Equivalent ½ acre lots in Project Area = 100 (commercial business units)
Sewer Flow in Project Area = 100,000 GPD
(Flow used in analysis in this report is 100,000 gallons per day)
The terrain in the project area generally falls from northwest to southeast. The high point
for the project is in the west Main Street area and the low point is at Burson Avenue in the
south portion of the project area as well as the Bogart Business Park Lift Station just off E.
Thompson Road.
The existing lift station at Benson’s Bakery and the proposed lift station at the Bogart
Business Park (currently under construction) both have 4” discharge lines that run from the
lift station to the outfall already installed. Both of these discharge lines run along Burson
Avenue (which becomes McNutt Creek Road south of Aiken Road) to the existing gravity
sewer at SR 316.
34 | P a g e
3.0
EVALUATION OF OPTIONS NOT RECCOMMENDED
As previously mentioned, for all options, there needs to be a gravity sewer collection
system. Appendix B shows the preliminary design for a collection system and subsequent
Engineer’s Opinion of Cost to construct the system. When evaluating each option, this
cost will be added to provide an accurate and complete Engineer’s Opinion of Cost for
each option.
Option #1 – Gravity Outfall from Project Area to Existing Outfall at SR 316.
This option was evaluated because gravity sewer outfalls are generally the most efficient,
cost effective way to transport sewage. MEG evaluated the grades from the project site to
the outfall at SR 316 and found them to be close to the same elevation (the two points are
approximately 2.5 miles apart). Additionally, the route along South Burson Avenue begins
at Elevation 814 at the south end of our project area, then falls to Elevation 754 about half
way to SR 316 before rising again to Elevation 805 in the vicinity of the sewer tie in. This
makes a gravity sewer through this area impossible, as a force main is needed to push
sewer flow up the hill towards SR 316.
Option #2 - Provide Gravity Sewer to New Lift Station at Bogart Business Park and Upgrade
Lift Station to Accommodate the Increased Flow
The new lift station at Bogart Business Park is currently under construction with a 4” force
main currently in place. The evaluation of this option includes the construction of the
sewage collection system and then upgrading the new lift station to accommodate the
increase in flow. The existing Bogart Business Park lift station is designed for a base flow
of 29,000 GPD. As computed in the Site Analysis section of this report, the project area
will generate an additional 100,000 GPD that will need to be accommodated in this lift
station. The original lift station has a 120 gallons per minute (GPM) pump for an average
design rate of 80 GPM. In adding the project area, the peak design flow is 358 GPM,
which would require a much larger pump and wet well, and would mean the existing lift
station would need to be totally re-constructed. There is also concern that the existing 4”
discharge line would not be adequate or that accommodations to this existing 4” line
would add significant cost to the lift station design.
Appendix A shows the outline of the proposed collection system and lift station
improvement along with an itemized project cost. Total cost estimate for this improvement
is approximately $1.16 million dollars.
Option #3 – Connect to Athens-Clarke County System at Aubrey Drive for Gravity System
Approximately 2.8 miles to the east of the intersection of Burson Avenue and State Route 8
is a gravity system in the Athens-Clarke County jurisdiction. The system is located just
north of the intersection of Aubrey Drive and SR 8, on Aubrey Drive. Similar to Option #1,
the elevation at the connection with Aubrey Drive is only slightly lower than the elevation
at the discharge in the project area. The drop over 2.8 miles (about 15,000 feet) is 8 feet.
35 | P a g e
If 1% grade was held on the sewer line, the drop due to the 2.8 mile run is 150 feet, which
is an unrealistic drop and makes the gravity sewer option unfeasible. Connecting a new lift
station along this route is possible, however, it is not being evaluated with this report
because there are already two force mains running down Burson Avenue to the Oconee
County system near SR 316. In order to save money, it is our intention to utilize one of the
existing force mains. Appendix C shows the location of the sewer at Aubrey drive (AthensClarke County GIS).
Option #4 - Upgrade Lift station at Benson’s Bakery and Provide Collection System
MEG was unable to obtain design drawings for this existing lift station. It appears to be
smaller than the lift station for the Bogart Business Park. There are limitations to utilizing
the Benson’s Bakery lift station. Its location is such that it would be difficult for the existing
station to serve the entire project area, particularly the area across SR 8 (to the south).
Additionally, similar to the issue with the Bogart Business Park Station, to serve the project
area a larger station would be needed with a larger pump and wet well. For these reasons,
unless there is a reduction in the Project Area, this is not a recommended option.
Option #5 – New Lift Station to be Located in Project Area
As outlined in the previous section, with the existing Oconee County and the AthensClarke County systems, a gravity sewer outfall for the Project Area is not a reasonable
option. There are two lift stations in the Project Area, but both of them would require
major re-construction. It is important to note that evaluation of the sewage generated from
the Project Area included sewage generated from Benson’s Bakery, currently served by the
existing lift station. This recommended option involves taking the Benson’s Bakery Lift
Station off-line, constructing a new lift station and utilizing the existing 4” force main that
currently serves as the discharge line for the Benson lift station. Location of the lift station
is suggested to be the park area across from the new Bogart Business Park on E. Thompson
Road.
Appendix B contains a layout of the proposed system along with the cost estimate for the
new lift station and supporting gravity collection system for the Project Area. It is
anticipated that land dedicated for the lift station can be made available in the park. Total
cost estimate for this improvement is $1.23 million dollars.
36 | P a g e
4.0
RECOMMENDED OPTION
Option #6 –Construction in Two Phases using existing Lift Stations
After evaluating the previous five options, it is apparent that neither of the two existing lift
stations are large enough to handle flow from the project area by themselves. There is also
concern about the ability of either discharge line being able to accommodate the resulting
required discharge velocity for a single lift station in the project area. This recommended
option involves using both lift stations in a phased approach. The first phase would
involve construction of a gravity collection system for the downtown area and then would
upgrade the existing lift station at Benson’s Bakery. In Appendix C, Exhibit 3A shows this
downtown system and the Cost Estimate is located in the appendix (see Phase One cost
estimate).
The remainder of the project area, the area south of Highway 8 and the railroad, is
proposed as Phase Two and will be directed to the Bogart Business Park Lift Station for
discharge through the existing 4” line. In Appendix C, Exhibit 3B shows this downtown
system and the Cost Estimate in located is the appendix (see Phase Two cost estimate).
37 | P a g e
5.0
SUMMARY
While a gravity sewer outfall system is preferred, there is none available for the project
area. It is possible for either Oconee County or Athens-Clarke County to extend existing
systems closer to the project area, however, no such improvements are planned at this
time. Extension within the scope of this project is not financially reasonable and leaves the
only method of outfall as a lift station. The two existing lift stations are significantly
undersized for the entire project area. One way to utilize the existing lift stations is to limit
the project area, however, there is no easy financial path for this. Utilizing the existing lift
stations would still require construction of a collection system and would involve a
significant investment. Additionally, there is not significant excess capacity in either lift
station and the utilization of these lift stations would be a temporary solution that would
eventually require correction (ie, the construction of a new lift station to serve the project
area).
There are three feasible options – Option 2 for Upgrading the Existing Lift Station at Bogart
Business Park, Option 5 for Constructing a New Lift Station and utilizing the existing
Benson’s Force Main (taking the Benson’s Station off-line), or Option 6 which divides the
project into two phases. Costs are essentially the same for both Options 2 and 5($1.16
versus $1.23 million). Option 6, since it is in two phases, costs a little more. It could
potentially cost less as the existing pumps will be analyzed to see what type of upgrade
may be necessary. Our cost assumed that the pump upgrade would be a complete
replacement, which may not be necessary.
The primary technical reason Option 6 is recommended is that while a new lift station
could be constructed to accommodate full buildout of the project area, discharging the
new lift station through one 4” discharge line may cause some issues. A 4” discharge line
for the amount of volume generated in a full buildout of the project area may be too small.
Engineering the system to work within the physical constraint of the existing 4” line may be
difficult and more costly than anticipated. With the Phase approach, the utilization of the
two lift stations puts the potential design flows within the parameters of the existing 4”
discharge lines. Option 6 also allows for a lower initial project cost for development of the
existing downtown business district.
38 | P a g e
APPENDIX A
Option 2 - Exhibit 1
APPENDIX B
Option 5 - Exhibit 2
APPENDIX C
Recommended Option - Exhibit 3A & 3B
and Cost Estimate
Phase One Sewer Collection for Downtown
Engineer's Opinion of Cost
ITEM
UNIT
UNIT COST # of UNITS
Design Fees
LS
$ 30,000
1
8" PVC
LF
$ 12
2528
Excavation CY
$ 5
14981
Backfill w/ Compaction
CY
$ 2
14981
Misc. Roadway Repair
LF
$ 80
2528
Curbing
LF
$ 15
5056
Manholes
EA
$ 2,500
15
Testing
LS
$ 10,000
1
Erosion Control
LS
$ 15,000
1
Upgrade Lift Station
LS
$ 25,000
1
SUB‐TOTAL
10% Mobilization =
15% Overhead and Profit =
Collection Project Total =
ITEM COST
$ 30,000
$ 30,336
$ 74,904
$ 29,961
$ 202,240 24' wide, 5" pavement, 9" base $ 75,840
$ 37,500
$ 10,000
$ 15,000
$ 25,000
$ 530,781
$ 53,078
$ 79,617
$ 663,476
Phase Two Sewer Collection for E. Thompson Street
Engineer's Opinion of Cost
ITEM
UNIT
UNIT COST # of UNITS
Design Fees
LS
$ 40,000
1
8" PVC
LF
$ 12
6576
Excavation CY
$ 5
38969
Backfill w/ Compaction
CY
$ 2
38969
Misc. Roadway Repair
LF
$ 80
2528
Manholes
EA
$ 2,500
26
Testing
LS
$ 15,000
1
Erosion Control
LS
$ 20,000
1
Upgrade Lift Station
LS
$ 35,000
1
SUB‐TOTAL
10% Mobilization =
15% Overhead and Profit =
Collection Project Total =
ITEM COST
$ 40,000
$ 78,912
$ 194,844
$ 77,938
$ 202,240 24' wide, 5" pavement, 9" base $ 65,000
$ 15,000
$ 20,000
$ 35,000
$ 728,934
$ 72,893
$ 109,340
$ 911,168
APPENDIX D
Athens-Clarke County GIS Sewer Map
Deerfield Rd
Rd
o
oll
erh
De
w
te
va
pri
e
Av
d
roa
ir
Ha
no
ve
rC
d
roa
d
d
a te
priv
rR
Sta
un
R
ke
Ph
R
ant
eas
ne
Lo
Hidden Co ve Dr
a
ff L
Hu
N
on
rs
u
B
Rd
Ln
ood C
t
r
Ln
Bu ck
ho rn
d
ll D
ut
en
Pin
Deerw
Cle v
ela n
d
Luk
eR
i
erh
De
Dee
rhill
Rd
d
ill R
rM
Fow
le
Run
Bogart Area Sanitary Sewer
Deerfield
A
C
Athens-Clarke County
H
rD
ve
o
an
r
le
C
d
R
d
Rd
Jenn ings Mill Pkwy
Su mm
it
Rdg
Be n Bu
rton Cir
Be n Burton Rd
Park West Blvd
wy
M
on
ro
e
78
H
US
O
ld
Dr
d
r
Gre
enle
e
R
ns
ie l Rd
mie Dan
ow
eD
on
rst
lR
Dan ie
Jimmie
p le Dr
Red M a
D
gh
Fitzroy D
r
a
Alt
0.5 Miles
W
ay
u
oro
r lb
Ma
0.125 0.25
Dr
ning
Mor
0
Ü
e
Av
Bogart
Ct
rcup e Dr
Ove
nt
i
o
eP
Rid g
New Jim
ne
to
ls
ee
Roads
St
on
eh
en
ge
Custo m Pl
H
Sanitary Sewer Main
Rd
Dak
ot a
D
r
ir
d
Be dgo o
Fair
field
C
Conway Dr
Tall Tre
e Rd
Classic Rd
r
Comm erce Blvd
O
ld
Au b
re y
D
Wh iteta il
Way
ir
Flor en
ce
Wes tw
oo
wy
C
ra
Leo
Ben Bur ton Cir
Atla
nta
H
Tr ade St
Pin e Va lley Rd
d Ave
ve
la
nd
R
d
tatio n Rd
Darlin gton S
January 2009

Streetscape Master Plan

Transcription

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