CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY

In This Chapter

Regional Transportation 98 Roadway Network 102 What are Complete ? 104 Connectivity 105 Martintown as a Gateway for North Augusta 110 Goals & Strategies 114

TRANSPORTATION7 THAT

FACILITATES MOBILITYNORTH AUGUSTA, SC | 2017 & COMPREHENSIVE ACTIVITY PLAN 95 The greeneway network is the spine that holds the City together and connects downtown, neighborhoods, and activity centers. CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY

WHAT? WHY?

connectivity access

S Improve infrastructure & connectivity for all modes of S Well connected transportation infrastructure links people transportation in and around neighborhoods as well as more effectively with employment and with amenities like the enhancing connectivity to destination centers and the Greeneway, parks and activity centers. Greeneway system.

North Augusta’s streets, Greeneway and arterial corridors, especially Martintown transportation network make up the largest Road and Knox , have been designed percentage of publicly-owned space in the to be very wide and autocentric, providing city. As a result, the location and design little infrastructure for alternative modes of of streets and is more crucial transportation, like pedestrians and cyclists. than any other element in the urban environment. North Augusta will strive to reconnect and enhance disconnected networks North Augusta’s downtown street network throughout the city while also improving is based on the original plat for the City, but pedestrian and bicycle infrastructure. This this high degree of connectivity degrades will help to relieve congestion and also give quickly when moving away from the pedestrians and cyclists enhanced facilities central core. The majority of the City and its to enjoy. Improved connectivity throughout neighborhoods were built after the 1970s the city will enhance the quality of life in and 1980s and are very dependent on a few North Augusta, making our neighborhoods north-south corridors for mobility. These more livable and the city more attractive to potential residents and employers.

NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN 97 CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY REGIONAL TRANSPORTATION

Augusta Regional Transportation Study

Since the mid-1960s projects involving state and federal funds have been planned and programmed through the Augusta Regional Transportation Study (ARTS). The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and its successor legislations, the 1998 Transportation Equity Act for the 21st Century, (TEA 21), Moving Ahead for Progress in the 21st Century Act (MAP-21), and Transportation Alternatives Program (TAP), refined the process for integrating state and local transportation planning for federal programs. The responsibility for transportation planning was delegated to the states and regional metropolitan planning organizations (MPOs) consisting of cities and counties within the urbanized areas of metropolitan regions. The MPO planning process is mandatory if local and state governments utilize the transportation program funds allocated by the federal government.

The MPO for the urbanized areas within the Augusta metropolitan area is the ARTS, staffed primarily by the Augusta-Richmond County Planning Commission staff. The MPO is made up of staff and elected officials from Richmond, Columbia and Aiken counties and the municipalities within them. Representatives of the Georgia and South Carolina Department of Transportation (SCDOT) also participate. The MPO plans and coordinates regional transportation system improvements and priorities. Because North Augusta is centrally located in the metropolitan area transportation network, the city is an active partner in the regional transportation planning process.

The transportation planning process utilized by ARTS produces several elements. The most significant is the Long Range Plan, a twenty year plan that includes a list of projects necessary to meet future transportation needs. A second element is the Transportation Improvement Program (TIP), a document that prioritizes and schedules specific transportation projects. Another significant element is the Unified Planning Work Program, an annual staff work program and budget.

Figures on the following page show North Augusta’s funded and unfunded transportation projects for the years 2015-2018. Note that several Pedestrian & Bike projects are unfunded, but are ‘priority projects.’.

98 NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY ield ¨§20 Widening & Capacity Operational Improvements Construction d R

h Trail

c

t

o N S !28 !29 ud & Railroad e lo v w i L F ak e R Pedestrian & Bicycle !32 ¨§520 d

!16 7 Belvedere Clearwater Road

!7 15 Buena Vista & Atomic corridor improvements NORTH BU AUGUSTA 16 I-20 over Savannah River

Palmetto Pkwy 21 ! 21 SC 421 over Little Horse Creek E M a rt in to w 28 Greeneway under Bergen Road n R Broad St !25 d 15 29 Greeneway Extension north of Bergen Road n Way !

32 I-20 Rehabilitation & Maintenance !26 11th St Rd ¨§520 S S FUNDED TRANSPORTATION PROJECTS (2015-2018) 113 Widening & Capacity - Five Notch Road

114 Widening & Capacity - Martintown Road

128 Widening & Capacity - 1-20 Frontage Collector

!113 150 Operational Improvements - Celeste Avenue 128! S !114 ud low 155 Intersection & Railroad - Knox Ave & Martintown Rd La ke ¨§520 Rd Belvedere Clearwater Rd 150! 161 161! 162 Belvedere Clearwater Rd- Belvedere Rd

NORTH 164 E Buena Vista Ave Greeneway AUGUSTA 162! BU E 168! M 166 E Buena Vista Ave a rt in to Palmetto Pkwy w n R 167 Georgia Ave d 155! 168 Knox Ave 164! 167! Broad St 174! 170 Martintown Rd Way 166! 170! 159! E Martintown Rd 171! 172! 171

Rd 520 11th St ¨§ S 172 Jefferson Davis Hwy S UNFUNDED TRANSPORTATION PRIORITY PROJECTS 174 13th Street Bridge

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Rail Transportation

Passenger rail service is not available in the vicinity of North Augusta at this time. North Augusta is located between two Amtrak routes with the closest stations in Denmark, South Carolina (40 miles), Clemson, South Carolina (111 miles), and Savannah, Georgia (132 miles). Freight service is provided to the area by two railroads, Norfolk Southern and CSX Transportation, Inc. The Norfolk Southern main line tracks enter the city from the north across SC 125, Atomic Road east of US 1 and the North Augusta Industrial Park. The line turns west below the industrial park, passes under US 1 and then crosses the Savannah River into Augusta at 6th Street. The CSX main line traverses Augusta, Georgia, in an east- west direction and connects to Spartanburg, Savannah and Atlanta.

Air Transportation

Two airports serve the Augusta metropolitan area, Augusta Regional Airport at Bush Field and Daniel Field, both in Augusta. Commercial carriers, including Delta and American Airlines, operate from Augusta Regional Airport, approximately 8 miles from downtown North Augusta. Service is provided to Atlanta’s Hartsfield International and Charlotte- Douglas International Airports. Daniel Field is a general aviation facility located in the center of the City of Augusta. The Columbia, SC and Atlanta, GA Airports, located approximately 65 miles east and 150 miles west of North Augusta respectively, are served by more carriers on a more frequent schedule than Augusta Regional and airfares are often less expensive than from Augusta. As a result, the Atlanta and Columbia Airports are utilized by a substantial number of North Augusta air travelers.

Public Transit

Aiken County’s “Best Friend Express” provides daily bus service between and within Aiken and North Augusta. Service is provided by a fleet of relatively small, 20-passenger buses. Patrons of the service are primarily elderly, handicapped and lower income riders that do not have other or personal means of transportation. In 2015, it provided more than 25,000 passenger trips and ridership grew 7%.

In 2002 for the first time the Aiken Transit system and the Augusta Public Transit system implemented an interconnection in North Augusta. Augusta Public Transit riders from the downtown area of Augusta also have access to expanded retail facilities and service providers in North Augusta.

The Aiken Transit system was administered by Aiken County until 2004. In that year the responsibility for the system was assumed by the Lower Savannah Council of Governments.

100 NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY

S Best Friends Blue Route Map (See Appendix B)

W Best Friends Blue Route Schedule (See Appendix B)

The Best Friends Blue Route Schedule & Map as well as other Best Friends Express information can be found at www.bestfriendexpress. com

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North Augusta’s transportation network includes two interstate highways, two federal highways, several state primary routes, numerous state secondary roads and a substantial mileage of city streets. Of the 120 miles of roads within the City of North Augusta, approximately 75 percent of those miles are designated as state maintained roadways. The remaining 25 percent are split between roads deeded to the city (20%), public streets not formally deeded to the city (3%), and private streets (2%). Moving forward, most new roads built within the city will most likely be city owned and maintained.

Functional Classification Plan

The Federal Administration (FHWA) classifies roads based on the role they play in the roadway network, including type and volume of they carry. Roads are classified as freeways, arterials, collectors, and local roads. The functional classification of a road may change as the role it plays changes in relation to growth and development. Historically, functional classification has put the automobile first, often neglecting the comfort and safety of pedestrians, cyclists, and other users of the transportation network. It prioritizes how fast a car needs to get somewhere, often times without considering the effects that will have on the context or role in future development. While state owned, operated, and maintained roads follow functional classification, local roads should be designed to be , accommodating and prioritizing all users of the road (see page 104.) It is important to understand the functional classification system, so that in working with SCDOT, the design of state roads can be adapted over time to better meet the needs of North Augusta’s citizens.

The South Carolina Department of Transportation (SCDOT) updates the functional classification plan for urbanized areas in the state every 10 years, generally in the third year following the census. The functional classification plan for roads in North Augusta was updated in 2013 and is shown on the following page. Generally, roads classified as freeways, arterials and collectors whether on the state system or the local system are eligible for federal funding under the Surface Transportation Program, the major source of revenues for highway construction.

102 NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY

20

230 EDGEFIELD 520 AIKEN

25

20 SC W FIVE NOTCH RD

GA MARTINTOWN RD

25

KNOX AVE 1 197

520

230 421

GEORGIA AVE 120 Legend 278 Interstates Principal Arterials 902 Minor Arterials Major Collectors SAVANNAH RIVER North Augusta AUGUSTA 125 Municipal Area

S Functional Classification Map

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What are Complete Streets?

Complete Streets are streets for everyone. They are designed and operated to enable safe access for all users – whether on foot, in a car, on a bike or riding a bus. People of all ages and abilities are able to safely move along and across these streets, regardless of how they are traveling. Complete Streets make it easy to walk to shops, and bicycle to work. They allow traffic to move efficiently, buses to run on time, and people to walk safely to and from transit stations, shops, offices, churches, and homes.

Complete Streets contribute many benefits to the surrounding community. » Wide, attractive sidewalks and well- » A better integration of land use and defined bike routes, where appropriate to transportation through a Complete Streets community context, encourage healthy and process creates an attractive combination active lifestyles among residents of all ages. of buildings – houses, offices, shops – and » Complete Streets can provide children with street designs. opportunities to reach nearby destinations » Designing a street with pedestrians in in a safe and supportive environment. mind – sidewalks, raised medians, bus stop » A variety of transportation options locations, traffic-calming measures, and allow everyone, particularly people treatments for travelers with disabilities – with disabilities and older adults, to get may reduce pedestrian risk by as much as out and stay connected to the 28%. community. » Complete Streets help reduce carbon » Multi-modal transportation networks emissions and are an important part of a provide communities an alternative to climate change mitigation strategy. sitting in traffic.

104 NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY CONNECTIVITY

Connectivity when used in the context The solution is to construct a more extensive of traffic circulation is measured by the network of controlled access collector number of routes a driver can utilize to roads between arterials or allow for the reach a destination. The more possible connection of a substantially greater routes, or connections, that are available, number of local roads to provide a greater the greater the connectivity. Increased number of choices. A large amount of North connectivity will reduce congestion, Augusta’s residential neighborhoods follow especially on collectors and arterials that a contemporary subdivision design, which are used for longer trips and trips between relies on very long block lengths and cul-de- cities. Connectivity also makes a city more sacs. The result in North Augusta is limited walkable and bikeable, which are qualities opportunities for pedestrian and bicycle that are in high demand when people travel, fewer routes to navigate and minimal around the nation are deciding where they connectivity between neighborhoods, want to locate their home and/or business. rendering them isolated from adjacent ones.

The development of the city has resulted in In contrast, traditional street networks a lack of properly distributed or designed are developed with shorter block lengths roads that provide adequate connections and more numerous through streets with to and between arterials. Specifically, there adequate sidewalks and bicycle routes. are very few east-west arterial and collector While the Greeneway provides excellent roads. Local streets, including Pisgah and recreation opportunities, it does not provide Bolin Roads primarily, are utilized for cut- direct access to many desirable destinations. through traffic and function as collectors. Therefore, it has the potential to function Adequately designed connections between at a much higher connectivity capacity. Martintown and Five Notch Roads and Pedestrian and bicycle connectivity creates between Five Notch Road and Georgia a more walkable community and provides Avenue are severely deficient. alternative means of transportation, reducing dependency on automobiles and The Bolin Road/Pisgah Road corridor is providing a circulation system that is more in a road network that was designed for functional and safer. local residential traffic. However, it has evolved into and has been designated as a collector because of the traffic it carries between Martintown and Five Notch roads. The Bolin Road-Pisgah Road situation is exacerbated by the location of major origin and destination facilities, Paul Knox Middle School, North Augusta High School, and Mossy Creek Elementary School.

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Bicycle and Pedestrian Facilities

Bicycle and pedestrian facilities are important alternative modes of transportation in a community. Bicyclists use the road network on a regular basis and while bike do exist, there is an inadequate amount of designated bike lanes, routes or bikeways to provide an adequate bicycle circulation system in the city. Off-road facilities used by cyclists include the North Augusta Greeneway and various extensions and connectors to the Greeneway. A relatively extensive network of sidewalks is present within the older areas of the city, but there are very few in newer neighborhoods and commercial centers. Sidewalks are located along some sections of arterial and collector roads, but do not complete a network that pedestrians can utilize. Sidewalks are noticeably absent in the vicinity of public schools. Where sidewalks are not present, especially on local and neighborhood streets, pedestrians generally walk in the roadway.

The greatest asset to North Augusta’s bike and pedestrian network is the Greeneway. Currently 13 miles long, it connects neighborhoods to public facilities, downtown, the riverfront, and the13th Street Bridge, which connects to Augusta. For those who live close, it can operate as a legitimate commuting route to downtown Augusta.

Extensions will be developed to tie substantial pedestrian and bicycle traffic generators to the Greeneway. Many of the Greeneway extensions will tie existing neighborhoods and parks that include their own internal pedestrian circulation systems to the citywide system. Both Greeneway extensions and Greeneway connectors will utilize drainage ways (including the Boeckh ravine system) and open space either unsuitable or unavailable for development. The Georgia Power and South Carolina Electric & Gas power line easements that extend through the city parallel to the river are appropriate locations for Greeneway extensions. Open space and detention areas within neighborhoods are also appropriate for the development of Greeneway connectors.

The City of North Augusta Greeneway, Pedestrian, and Bicycle Master Plan identifies locations for future extensions of the Greeneway Corridor, Greeneway extensions and connectors, multi-purpose trails, bicycle lanes, and sidewalks equaling 96 miles. The plan has been incorporated into the ARTS Regional Bicycle and Pedestrian Plan adopted by the ARTS Policy Committee in 2004, and was updated in 2012.

In addition to these plans, recently completed studies have analyzed how to connect the Greeneway to and/or through downtown. Incorporating the Greeneway into downtown could be an important game-changer for North Augusta and could spark the revitalization of downtown. As such, a project of this importance should be considered as part of a comprehensive downtown master plan.

106 NORTH AUGUSTA, SC | 2017 COMPREHENSIVE PLAN CHAPTER 7 | TRANSPORTATION THAT FACILITATES MOBILITY & ACTIVITY

C N T R I S O G T R D T T D O E M D A S E O A R D S C N N R H L D

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Martintown Road is a five lane that runs northwest to southeast through North Augusta and connects to Georgia and Knox Avenues. While it connects Downtown with I-20 and acts as a gateway into the City, it also acts as a spine for some of North Augusta’s most established neighborhoods. Unlike Knox Avenue, there are fewer commercial uses along the corridor and the general character is more naturalistic and residential.

S Carolina Avenue & Martintown Road Intersection Modifications The Martintown Road and Carolina Avenue intersection’s current design (left) is more like a highway than a city street. A channelized right hand turn lane on both Martintown Road and Carolina Avenue make this intersection oriented for cars and unsafe for pedestrians. Crossing the channelized turn lanes and the wide roads is an impediment for local residents to walk to transit stops and existing stores. A preliminary study of traffic counts on Martintown Road and Carolina Avenue do not warrant these channelized movements. In an effort to make North Augusta more walkable, making this important gateway intersection safe for pedestrians and cyclists should be a priority. Reclaiming this land for a significant gateway structure can be instrumental in directing people from I-20 into the Downtown shopping and entertainment district.

W Proposed Martintown Road Street Improvements (Between Knox and Georgia Avenues) Proposed improvements narrow travel lanes where appropriate, add bike lanes, widen sidewalks, include a buffer between the and the travel lane, introduce pedestrian- scaled streetlights, and landscaping. Appropriately sized travel lanes, tree line, and lamp poles narrow the cone of vision for the drivers. These elements serve to slow cars to speeds more appropriate to pedestrians and cyclists from the adjacent neighborhoods.

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T Martintown Road Conceptual Redevelopment Opportunities Changes in the design of Martintown Road will support redevelopment of the focus area important to reaching the goals set forth by the citizens of North Augusta. Strip malls past their time should be the area to focus future retail and office growth. This design shows the demolition of the aged-out strip mall at Martintown Road and Carolina Avenue. The newly vacant land plus the massive parking lot now designed for mixed-use, retail, office, and residential uses in one location.

Transition of scale between existing Improve road townhomes & new connections to existing mixed-use construction neighborhoods

Extend existing townhouse fabric

Line new major roads with street New mixed-use trees construction

New Buildings: Mixed-Use, Legend Townhomes Commercial, or Multi-Family Residential

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S Existing site conditions

W Conceptual Improvements along Martintown Road The illustration shows how multifamily housing, which is very much needed in North Augusta, can enhance this gateway into Downtown and the riverfront.

The redesign of Martintown Road, the retrofit of failing retail areas, and the introduction of housing in key areas, can set a foundation for this focus area to be oriented towards walkers, cyclists and cars. Making sure the design of the built environment and future development reflects the goal of making North Augusta more walkable will help tie together the focus areas at the heart of the city.

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IMPLEMENT A COMPLETE STREETS POLICY: A complete streets policy can ensure safety for all 7.1 modes of transportation

7.1.1 The widening of roadways and the construction of new roads should be sensitive to contextual land uses. Roadways should be widened as a last solution to congestion problems. Instead, making new connections between existing streets or building new streets to expand the transportation network should first be considered. New roads should be designed with the surrounding context in mind, especially in residential, natural conservation, and historically significant S Rather than widening a road, adding elements like planted medians & buffers, bike lanes and decorative lighting can make a corridor more attractive while maintaining carrying capacity. areas. Landscaping, forested areas, open space, and other mitigation elements should be used to create a sensitive transition between transportation and land use systems.

7.1.2 The design of each street shall provide safe and comfortable travel for users of all modes of transportation. As each street is resurfaced, it should be designed to accommodate all modes of transportation including pedestrians and cyclists to the greatest extent practical. The reduction of lane width and re-evaluation of number of lanes required can identify additional space in the right-of-way that could be used for protected bike lanes, cycle tracks, etc. Sidewalks should be widened and separated from the street with a landscaped buffer where possible. S A “protected bike lane” in Minneapolis is safely separated and delineated from 3 lanes of faster- moving vehicular traffic.

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INCREASE CONNECTIVITY BETWEEN NEIGHBORHOODS AND DOWNTOWN: 7.2 Greater connectivity can encourage walkability and support downtown businesses by local residents

7.2.1 Preserve and repair the existing street 7.2.3 The use of cul-de-sacs and dead-end network through overall connectivity. streets should be minimized. Identify potential new vehicular, pedestrian, Cul-de-sacs and dead-end streets thwart the and multimodal connections, especially in connectivity of the street network, making the neighborhoods surrounding downtown, neighborhoods less walkable and nearby that will provide additional opportunities for mixed-use, retail, and business uses less residents to walk and bike to local retailers accessible to citizens. We will allow these and businesses. Enhanced connectivity can only in cases where sites are physically encourage more walkability, a healthier restrained by water bodies, elevation S Cul-de-sacs in population, and support local businesses. changes, protected areas or species, etc. subdivisions on Martintown Road impair 7.2.2 Complete a Connectivity Study to 7.2.4 Connect the streets of new development connectivity between identify and improve connections with the street network of existing neighborhoods between downtown and its surrounding development. In new development, leave neighborhoods. stubs for future connection. Conduct a planning study to identify the When new development and most important connections between redevelopment occurs, its street network downtown, future and existing activity should connect with the existing street centers, neighborhoods, and other network in as many instances as possible. destinations. This will help prioritize This will help integrate new and existing future investment and projects. Improving neighborhoods, improve walkability and pedestrian-friendly infrastructure and accessibility, and allow for more efficient making it more attractive and significant transportation systems. New development S A street stub in a with larger sidewalks, street furniture, that is not adjacent to existing development subdivision off Knox a street trees, additional landscaping, shall leave at least two stubs within the Avenue allows for future lighting, and bike facilities will improve the street network for future connectivity connectivity to a new walkability of North Augusta and the quality between neighborhoods. development of life for its citizens.

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PROVIDE MOBILITY SOLUTIONS FOR PEDESTRIANS AND CYCLISTS: Safe and convenient resources can encourage citizens 7.3 to use multiple types of transportation instead of reliance on the automobile

7.3.1 Expand the Greeneway to downtown and the surrounding neighborhoods. The Greeneway is one of the most important elements to the citizens of North Augusta. The unique experience of being able to walk or bike next to the Savannah River draws visitors from all over the region. Expanding it to connect to more neighborhoods and downtown can help regenerate retail and business uses downtown and make them more accessible to residents and visitors. While connecting the greeneway to downtown has been studied, this important S Greenville, South Carolina’s Swamp Rabbit Trail is an iconic feature of its downtown, following element needs to be considered as part of alongside the Reedy River before it transitions seamlessly into the surrounding neighborhoods. a comprehensive downtown master plan, rather than as an isolated facility.

7.3.2 Improve streetscape and pedestrian facilities on Georgia Avenue downtown to support a vibrant retail, entertainment, and mixed-use environment. Renovating and enhancing the streetscape downtown, including widening the sidewalks on Georgia Avenue, will lay the groundwork for activating downtown. Wider sidewalks will provide space for outdoor dining and other street activity that can revitalize the area ahead of any redevelopment and the construction of first-class retail, dining, and entertainment uses. Providing updated lighting, street S Some enhancements have been made to the streetscape downtown, but the sidewalks currently are furniture, and landscaping will enhance the not wide enough to support outdoor dining and entertainment. experience of being a customer downtown.

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7.3.3 Complete a sidewalk inventory. 7.3.6 Require designated pedestrian facilities in Take inventory of the location and condition activity centers between transit stops and of existing sidewalks. This will highlight gaps destinations. in the sidewalk network and allow North Ensure that new development is designed Augusta to plan and prioritize connecting to be bicycle and pedestrian friendly. those gaps in the network. It will also help to Pedestrian connections and facilities prioritized and plan needed repairs to aging should be included in future activity center sidewalks. development. Facilities should include street furniture, lighting, ADA accessibility, 7.3.4 Complete and widen sidewalks on landscaping, and other solutions to ensure important pedestrian routes between the comfort, safety, and accessibility of neighborhoods and downtown. pedestrians and cyclists. The quality of Widening, repairing, and completing gaps design and construction of our public realm in sidewalks on important pedestrian routes has a direct impact on attracting people to between neighborhoods and downtown, those spaces and adjacent businesses. as well as other focus areas will increase walkability and attractiveness in those areas, 7.3.7 Encourage bicycle racks, lockers, and thereby enhancing and activating them. showers be provided in new development. Our goals are to make North Augusta a more 7.3.5 Implement the City of North Augusta connected city with the Greeneway as the Greeneway, Pedestrian, and Bicycle necklace of the community. As more cyclists Master Plan. begin to use the Greeneway throughout the city, we must provide adequate facilities for The City of North Augusta Greeneway, them, especially in and around businesses Pedestrian, and Bicycle Master Plan and activity centers. We will encourage identifies and prioritizes future facilities new development to provide bicycle to enhance the walkability and bikeability racks at a minimum, while new centers of experience for North Augusta. Funding employment will be encouraged to provide should be identified for the completion of the recommended improvements in a lockers and showers for cycling commuters. timely manner.

S The sidewalk along Buena Vista Ave ends just two blocks S Bike racks can be beautiful and artistic pieces of public art that outside of downtown. make the public realm more attractive, as well as functional.

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EXPAND PUBLIC TRANSIT OPPORTUNITIES: Enhancing public transit routes and facilities will 7.4 provide more transportation options to citizens

7.4.1 Enhance local and regional bus service 7.4.2 Bus stops should be improved with along important routes and corridors. shelters, lighting, trash receptacles, street We will work with Aiken County to expand furniture, and bike racks. regional bus service along important routes The character, cleanliness, and style of and corridors as identified by the City of bus stops are important to promoting a North Augusta. We will also coordinate well-used system and providing transit- with Aiken County to incorporate transit dependent riders with dignified locations to enhancements in future planning efforts. wait. Bus stops should be prioritized based upon their proximity to activity centers and visual prominence in the community. These stops should be enhanced with high quality facilities, such as, shelters, lighting, trash receptacles, street furniture, and bike racks to encourage transit use among residents and enhance the overall appearance of these stations.

7.4.3 Pedestrian connections between development and existing or planned bus stops should be included in every major site plan. To ensure that development design is sensitive to transit users and all pedestrians, pedestrian connections and facilities shall be included in every site plan approved S This attractive bus shelter and sidewalk include necessary amenities like signage, bike racks, and by the City. Facilities should include street trash receptacles as well as public art, photo-voltaic panels and textured paving materials. furniture, lighting, ADA accessibility, landscaping, and other solutions to ensure the comfort, safety, and accessibility of transit users to mixed-use, retail, office, and residential developments.

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PROVIDE PARKING MANAGEMENT SOLUTIONS THAT REDUCE THE IMPACT OF THE AUTOMOBILE ON OUR BUILT ENVIRONMENT: 7.5 Reduced and coordinated parking requirements can maximize available land for better development

7.5.1 Implement shared parking strategies and eliminate minimum parking requirements. We will work between city departments to identify strategies to minimize the amount of land devoted to surface parking. Future planning efforts should implement shared parking strategies and eliminate minimum parking requirements in new development. Additionally, the City should work with private landowners of prominent parcels in activity centers which are currently predominantly used as surface parking. Temporary and pop-up uses can utilize surface parking lots to activate otherwise dead spaces.

7.5.2 On-street parking should be provided downtown and in other activity centers where possible. S Possible opportunity to share parking between the churches in Downtown North Augusta and the adjacent commercial On-street parking can have many benefits for mixed-use, retail, and spaces, which usually differ in hours of operation from one local businesses. It creates a safer and more comfortable pedestrian another. environment by buffering the sidewalk from traffic. On-street parking that is frequently occupied can provide signs of vibrancy and activity to passersby. It also can minimize the need for surface parking lots. Parallel on-street parking should be utilized primarily. Reverse angled parking can be useful, but front angled should be discouraged.

7.5.3 Encourage shared access between adjacent developments to reduce cuts in the streetscape. Curb cuts in the streetscape allow access to parking lots, but too many can have a very disruptive impact on the automobile and the pedestrian environment. They create more opportunities for cars and people to come in conflict and can lead to issues of safety. We will require shared access between parking lots and encourage rear access for vehicles where appropriate. S Example of on-street parking mixed with open space along Broad Street in Augusta.

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