Leveraging the Appalachian Regional Port

R I P P L E S T H RO U G H T H E M O U N TA I N : L E V E R A G I N G T H E A P PA L A C H I A N R E G I O N A L P O RT

CREDITS This project was made possible by the generous support of the Lyndhurst Foundation.

UNIVERSITY OF GEORGIA COLLEGE OF ENVIRONMENT AND DESIGN LAND ENGAGEMENT STUDIO Douglas Pardue, Associate Professor Danny Bivins, Senior Public Service Associate

Student Project Managers: Melanie Bowerman Rishika Chaudhury Chencheng He Lauren Holmer Dan Shinkle Chang Yang

Student Team: Roger Bledsoe Siyu Hou Dustin Jones Jacob Schindler Chloe Weigle Shuang Xi Tianyu Wu Fuyu Yang

THE LYNDHURST FOUNDATION

Bruz Clark, President Macon C. Toledano, Associate Director Kathleen Nolte, Program Officer Catherine C. Cox, Executive Assistant

THRIVE 2055 Bridgett Massengill, Executive Director

MURRAY COUNTY A special thanks to Murray County residents and public officials

TABLE OF CONTENTS INTRODUCTION

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PROCESS 12 ANALYSES 24 SYSTEMS 40

APPALACHIAN REGIONAL PORT STREAMS ROADS RAIL LANSCAPE MOSAIC

41 55 71 83 99

APPROACHES

120

CONCLUSION: POTENTIAL STARTING POINTS

132

Source: Atlanta Trails

INTRODUCTION “When we try to pick out anything by itself, we find it hitched to everything else in the universe.”

-John Muir This project began as a review of one site, yet ended with a site hitched to its four adjacent systems. Our Land Engagement studio was asked to design landscape strategies to better situate the Appalachian Regional Port within its context of exceptional wilderness and rural agrarian character.The studio, led

by Professor Douglas Pardue, is made up of both undergraduate and graduate students in their final year of study in landscape architecture at the University of Georgia.

Together, we quickly realized that the port and the parallel logistics landscapes it will spawn could affect several critical systems, including the Conasauga River and the Cohutta Wilderness.The new port is likely to impact the core landscape character of the region, which drives tourism, quality of life, and the resources that give the region its identity and bounty.

From this perspective, the port represents a crossroads for Murray County.With care, the region can preserve and build on the assets that give it a distinctive sense of place; with neglect, the region risks becoming just another sprawling mass of placeless infrastructure, industry, and support services.

The goal of this project is thus both prescient and prescriptive, looking beyond the discrete bounds of the port to the key systems that connect and flow through it, and to the needs and opportunities that logistic potentials can provide. The objective was to develop a set of strategies for the port site and its connected systems that can sustain and strengthen the region’s small-town character and expansive wilderness, while also maintaining the ability to support, and thrive from, the port and the opportunities it will afford.

This book documents the studio’s process and products, working through analyses to specific policy, program, and design proposals for the four critical systems that will be affected by the port: streams, roads, rail, and landscape mosaic.The book concludes with five big ideas: 1) leveraging the port, 2) connectivity, 3) heritage & tourism, 4) pollution control, and 5) preserving landscape character.Together, implementing these ideas would strengthen the region by guiding growth, creating new opportunities for recreation and tourism, and using the port site as a model for best practices and education.

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LOGISTICS LANDSCAPES Inland ports represent the emergence of new modes and forms of thinking about shipping logistics. Over the last two decades, several inland regional ports have been developed throughout the United States, and the number of these ports is slated to grow as efforts to relieve congestion and improve shipping efficiencies continue.

Regional ports are hubs where containerized shipping is transferred between rail and semi-trucks. These containers are

sometimes stored at port sites, but more often logistics landscapes emerge alongside ports to expand their capacity and function.

Satellite industries, long-term storage, motels, gas stations, and convenience stores crop up around ports and create large-scale, long-term change to established and often cherished landscapes and ways of living.

APPALACHIAN REGIONAL PORT

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THE AWAITING COMMUNITY The Appalachian Regional Port (ARP), which will be located in the community of Crandall, stands to dramatically change the landscape of Northeast Georgia.The port is centered between the City of Chatsworth and the Georgia/Tennessee state line, only 10 miles from each. The port will reside along the western edge of the Cohutta Wilderness, the largest wilderness area east of the Mississippi River, within the Conasauga River watershed. If it follows the trajectory of other regional ports, the ARP would potentially change this region from a small-town mix of agriculture and wilderness land to an industrialized landscape. The benefits for the region — job growth, improved infrastructure, and increased standards of living — are matched by the potential risks. Environmental degradation, change of landscape character, and loss of historic character and tourism are all equally possible.

Watersheds from the Appalachians to the Gulf of Mexico

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The Conasauga River is home to 90 species of fish including 12 federally listed threatened or endangered species of fish and mussels.

CONASAUGA WATERSHED

The Cohutta Wilderness is the largest, most heavily used, wilderness in the Southern Appalachians.

Resting at the foot of the Cohutta Wilderness and the Blue Ridge Mountains, Chatsworth, Georgia is touted as the gateway to the Appalachians.

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FINDING A BALANCE Given the extreme potential for change that the port may bring, there is a critical need to thoroughly examine the Port site and its surrounding context. The systems that will support, intersect with, rely on, and potentially be threatened by the port must be evaluated, as these systems could also be improved and expanded. Landscape systems have intrinsic boundaries and flows that transcend political and economic lines.The suggestions provided in this report for planning, programmatic, and physical design solutions consider this landscape as a web of interconnected systems. If enacted together, these solutions would ensure balance between the potential risks and benefits expected with the Port.

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SITE CONTEXT Tri State Region including Georgia, Alabama, and Tennessee

The Appalachian Regional Port’s reach defies county and state boundaries, with potential influence throughout the Southeastern and even Midwestern United States. Its location within Murray County is a key source of contention. However, its location also aligns with several regional initiatives, including the

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Sixteen “Thrive 2055” Counties

Murray County within Thrive 2055

“Thriving Communities” initiative developed

by Thrive 2055, and the geographic funding circle of the Lyndhurst Foundation. These organizations partnered with our studio to develop this planning guide for Murray County, further illustrating the regional effects of the port and this project.

The Five Systems

The port’s location is borderd by the following four distinct systems: rail, roads, streams, and landscape mosaic. Including the Port, these systems became the five systems of study.

Cohutta Wild er Port Site in Murray County

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PROCESS To understand the complexity and variety of issues surrounding a regional port in Murray County, students first investigated how it is perceived by local residents. Local news articles,TV segments, marketing materials, and comments from locals all began to paint a picture of public opinion.

Two petitions in particular, each with opposing views of the Port, revealed its pros and cons through the community’s eyes. Thus, any design solutions would have to carefully balance the forces of change with the desire for stability.

The students then visited Murray County to see the proposed port site and the surrounding area. Extensive documentation of the area was made, along with tours of neighboring properties and points of interest.

After completing the site visit, the class split into teams to further analyze the conditions that may arise with the Appalachian Regional Port’s establishment.The selected areas of emphasis were tourism, health and wellness, topology, environment, ecology,

and economics. The teams each developed analyses of strengths, weaknesses, opportunities, and threats.

The students used these analyses to guide their design in a rapid prototyping phase.

Each team focused on one of the following systems: the roadway corridors, the rail system, the Conasauga Watershed, the landscape mosaic, and the future port site itself.

The teams produced a series of goals and objectives for each system, some of which related directly to the Port site and others that extended throughout Murray County.

The teams convened and tested these objectives against each other to identify conflicts and alliances.

This process of analysis and testing strengthened the final set of proposals helping to create solutions that were cohesive between systems and relevant to the region as well as its local citizenry. Lastly, each objective was sorted into categories or “approaches.”

These approaches span multiple systems and connect ideas throughout the proposals.

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PROCESS SUMMARY

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This diagram represents the overarching process our class used to formulate strategies and suggestions for integrating the Port into Murray County. After visiting the site, we developed a list of existing systems within the county that could affect or be affected by the Port. Then, in groups of two, we analyzed these systems using the SWOT (strengths, weaknesses, opportunities, and threats) method. We then reorganized into five groups to do a more in-depth analysis of the systems that directly touch the Port’s parcel edges and could potentially benefit the community at large.This work led to another phase of design in which we regrouped to identify emerging themes and approaches.

CLASS COLLABORATION

In preparation for this project, our class visited the city of Chatsworth and met Commissioner Brittany Pittman and Thrive 2055 Director Bridgett Massengill. We walked the site of the future Appalachian Regional Port and explored some of the surrounding county. Through weeks of research, in-class discussion, and collaborative brainstorming, we developed recommendations for Murray County as it prepares for the arrival of the Port.

Our class participated in several exercises that allowed us to tease out all the various stakeholder views within the five focus systems. During one such exercise, referred to as the Super Collider, we compared the objectives of our five systems, looking for overlapping and aligning goals, as well as goals that were in conflict.We also roleplayed as different stakeholders involved in or affected by the project to ensure that we examined the objectives from diverse points of view.

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“SIDES�

UNDERSTANDING STAKEHOLDERS Using local news articles, petitions, interviews, and comments we developed an understanding of the different viewpoints shared by local citizens, companies, public officials, and other stakeholders.

Some notable excerpts from this process are shown

The Appalachian Regional Port site cross-section (left) The city of Chatsworth cross-section (above) The city of Eton cross-section (right)

here, and include commuters, local professionals, tourists, retirees, and businessmen.

This process was valuable in that it asks each student to put themselves in the shoes of a variety of stakeholders.With such a contentious issue of logistics landscapes literally neighboring protected wilderness areas, it was necessary to understand all sides and avoid bias.

Design proposals were evaluated with this sensibility, as students adopted particular sides while critiquing each other’s work.

Operating as designers under the persona of stakeholder types made students continually adjust design proposals that addressed many, often oppositional, concerns.

These cross-sections of Murray County’s landscape show some of the landscape’s characteristics in three key areas near the Port site.The cities of Chatsworth and Eton are shown here, as well as the lands directly adjacent to the port.

The stakeholder viewpoints are compilations of the many publically voiced concerns that came up again and again. However, these are only a few excerpts from this process, and the wide range of commentary is not fully shown. This does however begin to depict the many differing, sometimes contentious, perspectives in public opinion regarding this landscape and the Appalachian Regional Port’s inception.

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OBJECTIVES CONFLICTS AND ALLIANCES Students broke into systems groups in order to develop design, programming, and policy objectives relevant to each particular system that surrounds the Port. The stakeholder “sides” exercise broadened our awareness of all the potential conflicts and 411 Group

T

411

LM Eco-activities

Trail Network to Nature Tourism Desitnations Protect stream corridor

ARP _________________

R Public transportation

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411 greenway

Railline

SC

Str

LM

Objective: Ecological activities for tourismtree planting giveways, etc.

RR

LM

m

Guidel ine

otouris Ec

RR Objective: Rail with Trail Network

Objective: Passenger cars on freight line: commuter and tourism

ARP site

Objective: design guidelines for new development w/ zoning and reforestation

ARP Objective: Southern part of ARP not developed

411 Industrial guildline

R Tourism brand

RR

Objective: Guidelines for industrial growth zones on 411

411 Wildlife corridor by daylight stream

R Rail trail network

Design a wetland that treats Sumac Creek.

Objective: Branding identity of rail line

gn

411

Trail with nodes

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Objective: trail system

nd des sa i

ARP Wetland treatments

10

Objective: Protect stream corridor

Objective: multimodal heritage greenway along 411, nature center, interpretation

ARP Preserve southern site

LM Trail network

Give a brand and identity to the rail

411 Objective: Daylight stream across 411 into wildlife corridors

Objective: nodes of interest along trail

SC

Rail _________________

ARP

LM

ARP Limited people access

LM Design guideline

Objective: Wetlands that treat Sumac creek on ARP

Objective: Trail and park network incl. wildlife, industrial, obsevration areas

ARP

Land Mosaic

rotec t i o mp n ea

Conflicts

em t s sy l i ra SC

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The process brought more awareness to the many conflicts surrounding the site,

Alliances

1. Sumac could be less priority than other streams.

2. Same goals.

3. Better accessibility could mean more indsutrial sprawl along Sumac Creek: Rail 2 _________________ corridor. _________________ Protect the stream 3 4. Transportation for industrial Create a plan for passenger corridor: 1 commuting and tourism employees. cars along freight line 5. Would take cars off road, lessen 4 pollution.

25 26 6. Takes cars off road (increased 5 safety for non-car transportation).

6 Sumac Creek: 7. Zoning leads to preservation of _________________ Connect/extend the scenic views.

7 existing recreation 29 8. Trails draw attention to streams. system with a trail 9. Same goals.

Sumac Creek: 28 _________________ 10. Overlapping education Rail Add nodes of interest 27 opportunities.

24 along the trail 11. Lessens pollution in waterways.

8 _________________ Design a rail with 23 411 Group 12. Both protect waterways. _________________ trail network Strategically daylight streams 13. Greenway could bring too much that cross 411 and develop interest to the ARP. them into wildlife corridors.

14. Habitat protection.

9 411 Group 15. Zoning preserves scenic views _________________ 22 along Greenway.

Develop guidelines for industrial growth zones 16. Same goals.

21 along 411.

17. Same goals.

18. Activities could enhance creek Landscape Mosaic 411 Group: _________________ restoration.

Develop a multi-modal heritage _________________ Greenway along 411 and 20 Trails and Park Network with 19. Greenway is a way to travel to main intersecting highways improved wildlife observation Landscape Mosaic areas, industrial trails, and activities. parkways. _________________ 19 20. Lots of people will disturb Implement ecological wildlife. activities for tourists, 13 ARP: students, and locals 21. HIgher quality trails if industry 17 18 does not sprawl. _________________ 22. Seeing waterways motivates their Provide limited access to designated (semi-)public preservation. portion of site.

23. Nodes could provide interpretation and education.

16 15 24. People could disturb wildlife.

25. Trail could pass through Sumac Landscape Mosaic corridor. _________________ 26. Industrial zones concentrate Present a visual walkthrough pollution into treatable areas. of design guidelines for new 14 development compliance 27. Industrial densificaton preserves ARP: good views. _________________ 28. Could connect trails; safe for Designate southern portion of site not to non-vehicle transportation. be developed for 29. Trail could share space with strea industrial corridor.

Alliances

alliances around the Port’s establishment, and we used that information to cross examine our own system’s objectives with every other system and “side.” We reflected the same potential for conflicts and alliances with stakeholders as the Port itself.

ARP Objective: Provide limited access to designated parts of ARP

RAIL RIGHT OF WAY

411HWY

Conflicts

Wetland for Sumac Creek

Connect recreation with trail

Add nodes along trail

Southern portion has no industrial development

Limited public access to portion of the site Protect creek

Trail and Park Network Wildlife Observation Areas Industrial Trails Parkways

Ecological Activities Seed Distribution Programs Tree Planting Giveaway Adopt-A-Species Design guidlines for industrial growth Wildlife corridors on daylight streams

Visual Walkthrough Development compliance featuring zoning, reforestation, habitat protection, etc Branding the rail

allowing for revisions of each system’s objectives.

It also brought to light the many more alliances between systems, as well as which objectives aligned with stakeholder values. Each round of revisions made alliances stronger, while minimizing conflicts.

Passenger rail

After each team developed an objective collider, their structure, efficacy, and readability was revised.

These colliders provided insight into how best to capitalize on joint efforts, and where potential pitfalls were located.

Multi-modal greenway

Objective Collider Rail with trail network

Landscape Mosaic

Limited access to ‘semi-public’ side of site

No Industrial growth on South side of site

Protect the stream corridor Connect recreation systems

Nodes of interest along the trail

Wetland treats Sumac Creek Trail and Park Networks

Here you can see the entangled process of understanding systems and sides iteratively unravel, revealing greater clarity for design proposals.

Objective Collider

Visual Walkthrough Ecologically Driven Activities Wildlife corridors along streams

Design guidelines for Industrial growth

Landscape Mosaic

Passenger Rail

Multi-modal heritage greenway

Rail with Trail

Brand Identity for Rail through events and such

Limiting access to the Port site’s South side could interfere with trail and parkway connectivity, detract from potential ecological activities that could highlight the site’s water management practices, and directly conflicts with our design guidelines visual walkthrough that works to make connectivity a priority through parts of industrial sites.

Passenger rail, and brand identity for the railway corridor are elements our team hadn’t taken into consideration but could really advance the design concepts. Implementing passenger rail and branding into visual design guidelines, trails, and integrating ecological activities all would push the design concept into a more cohesive system of relationships.

Limited access to ‘semi-public’ side of site

No Industrial growth on South side of site

Protect the stream corridor Connect recreation systems

Nodes of interest along the trail

Wetland treats Sumac Creek Trail and Park Networks Visual Walkthrough Ecologically Driven Activities Wildlife corridors along streams

Design guidelines for Industrial growth

Passenger Rail

Multi-modal heritage greenway

Rail with Trail

Brand Identity for Rail through events and such

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OBJECTIVE SUPER COLLIDER The objective super collider was the amalgamated result of the conflicts and alliances exercise.

As a whole, the super collider shows the vast

Limited access to ‘semi-public’ side of site

array of potential connections, collaborations, and conflicts between systems and stakeholders. When highlighting only one component at a time, the

No Industrial growth on south side of site

Wetland treats Sumac Creek

Design guidelines for Industrial growth

Protect the stream corridor

Connect recreation systems

Wildlife Crossings

Nodes of interest along the trail

Multi-modal heritage greenway

Trail and Park Networks

Rail Branding

Protect Landscape Character

Rail with Trail Passenger Rail

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Ecologically Driven Activities

WEIGHTED CONFLICTS AND ALLIANCES collection of interrelationships becomes clearer.

This allowed for nuanced adjustments to individual objectives. Drawing out a depth of clarity Limited access to ‘semi-public’ side of site

No Industrial growth on South side of site

in this complex series of potential conflicts and alliances provided needed information for evaluating, revising, and improving design proposals.

Wetland treats Sumac Creek

Design guidelines for Industrial growth

Protect the stream corridor

Connect recreation systems

Wildlife Crossings

Nodes of interest along the trail

Multi-modal heritage greenway

Trail and Park Networks

Rail Branding

No Industrial growth on South side of site

Limited access to ‘semi-public’ side of site

Protect Landscape Character

Rail with Trail Wetland treats Sumac Creek

Passenger Rail

Design guidelines for Industrial growth

Limited access to ‘semi-public’ side of site

Ecologically Driven Activities

Nodes of interest along the trail

Trail and Park Networks

Rail Branding

Trail and Park Networks Protect Landscape Character

Rail with Trail

Connect recreation systems

Multi-modal heritage greenway

Nodes of interest along the trail

Rail Branding

Protect the stream corridor

Wildlife Crossings

Connect recreation systems

Multi-modal heritage greenway

Limited access to ‘semi-public’ side of site

Ecologically Driven Activities

Passenger Rail

No Industrial growth on South side of site

Limited access to ‘semi-public’ side of site

Wetland treats Sumac Creek

Design guidelines for Industrial growth

Protect the stream corridor

Connect recreation systems

Wildlife Crossings

Nodes of interest along the trail

Multi-modal heritage greenway

Trail and Park Networks

Rail Branding

Protect Landscape Character

Rail with Trail Passenger Rail

Protect Landscape Character

Rail with Trail

Ecologically Driven Activities

Passenger Rail

Wetland treats Sumac Creek

Design guidelines for Industrial growth

Protect the stream corridor

Wildlife Crossings

No Industrial growth on South side of site

Ecologically Driven Activities

No Industrial growth on South side of site

Wetland treats Sumac Creek

Design guidelines for Industrial growth

Protect the stream corridor

Connect recreation systems

Wildlife Crossings

Nodes of interest along the trail

Multi-modal heritage greenway

Trail and Park Networks

Rail Branding

Protect Landscape Character

Rail with Trail Passenger Rail

Ecologically Driven Activities

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ANALYSIS To identify goals and objectives for this project, our class first needed to know what assets already exist in Murray County and what challenges the county is facing.

Teams of two students were assigned to a broad spectrum of social, economic, and environmental topics to investigate diverse sets of data, from GIS data to demographic statistics to current and historic maps.The teams examined the following categories: transportation, ecology, economics, health and wellness, tourism, cultural legacy, and

topology. The teams used SWOT analyses to identify strengths, weaknesses, opportunities, and threats. The SWOT analyses were then shared with the rest of the class through diagrams and graphs, which helped paint a more complete picture of Murray County.

It was from this important basis of evidence that our proposed goals and objectives emerged as we reorganized to study the county from a systems-based perspective.

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CULTURE AND LEGACY S

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Strengths: The county has embraced and integrated into its culture the historical legacy of transportation and industry within the region

1834 Transportation

Weaknesses: The Port may negatively impact the serenity and stability of communities in the area, especially those close to the port site

1864

1855

1839 Red Hill Dalton

Spring Place

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Opportunities: Murray County has seen demographic shifts many times over its history.

The recent increase in diverse populations is an opportunity to celebrate the cultures of the county

Spring Place

Spring Place

1915

Chatsworth

Ecology Industry Agriculture

Population

White Native American Black Latino/Hispanic Asian

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1800

1830

estimated data

1850

1900

1950

T

Threats: The Port may negatively impact the serenity of close communities. This can be especially damaging if other incoming development occurs nearby as well

2000

Chatsworth

18-22% below poverty line Spring Place Dalton

Cohutta Wilderness Less than 50 people per jurisdiction

Three grist mills were located along the banks of the North Prong Sumac Creek in 1915

2000 2010

“The water [of Sumac Creek] is said to be strongly impregnated with medicinal properties, and the place is beginning to attract notice of the public.� ~George White, 1855

ENVIRONMENT S

Strengths: Ecological impacts from the port can be minimized because the site is neither in the conservation area nor in the flood hazard zone

W

Weaknesses: Reestablishing or maintaining ecological function onsite will be difficult as the port’s physical design and function has already been determined

O

Opportunities: The site is close to areas being restored as part of Murray County’s ecological networks. It has potential to contribute positively to ecological connections in the region

T

Threats: Much of the port site will become impervious, which threatens the land’s ecological function and will require extensive storm water management

v

ECONOMIC Two existing inland ports with similar landscape characteristics were analyzed to determine their growth patterns from pre-development to post-development.

One mile quadrants (hexagons) were analyzed for development changes over time.The patterns identified helped to inform the potential future growth patterns in Murray County.

2014

2012

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Strengths: •Existing Infrastructure •Potential growth patterns around existing urban areas •Natural resource wealth

2015

South Carolina Inland Port

The Greer, South Carolina Port spurred development in its immediate vicinity and the outer edge of the urban core. Secondary development followed in the areas adjacent to the site, and near other transportation hubs such as the airport.

Virginia Inland Port

1997

1997

2007

2012

In Virginia, development expand linearly towards the intertate and other major roads. Secondary development followed this trend in a similar manner, taking advantage of “under-utilized” properties.

W

Weaknesses: • Narrow Growth Corridor • Potentially insufficient infrastructure • Competing land use interests

O

Opportunities: • Job growth • Infrastructure improvements • Improved quality of life • Regional revitalization

The concept of sustainable growth was applied to the analysis of the project corridor in Murray County, Georgia. The S.W.O.T. analysis considered different perspectives both for and against development in the generation of findings. Also, an emphasis on balancing land use and environmental sensitivity in Murray County was applied to the analysis.

T

Threats: • Development sprawl • Land use impacts to vulnerable populations • Destabilization of an economic system • Land use conversion impacts

Development

Previous

Current

Appalachian Regional Port Potential Development Corridor Because the ARP will have smaller satellite cities and less existing infrastructure than either study site, projections are based more on available lands from the county and their relative ease of development.The following scenario predicts development primarily in areas of land with existing utilities and relatively low preparation costs, e.g. rural residential land use. These lands minimize cost not only to land developers, but also to Murray County, where the Cost of Community Services* is a major factor. *The Fiscal Impact of Land Uses, Dorfman 2006

TOURISM Lake Conasauga Cohutta Wilderness Area

Cohutta Springs Conference Center and Youth Camp

Fairy Valley Church

Abundance of outdoor recreation opportunities

S

Established tourism activities based on regional identity and opportunities Strong sense of identity (“small-town feel”)

County Recreation Park

Petty Fairy Valley Park

Growth of Tourism Industry

Little economic diversification

WSome resistance to economic growth based on current identity

O

Psychological empowerment (community pride) Economic empowerment and diversification Economic and population growth

Change in the “spirit of the place”

T Sensory pollution may deter tourists from visiting and recreating

CHATTAHOOCHEE NATIONAL FOREST

+

ETON

+

CHATSWORTH

DIRECT TOURISM IMPACT

=

Fort Mountain State Park

Carters Lake Recreation Area

225

Scenic Byway Scenic Highway

TN

286

NC Hiawassee Clayton

Blue Ridge

Historic Train Depot Wright Hotel

76 52

Elijay

225

Chatsworth

Murray County Courthouse

SC

Elijay

411 286

Chief Vann House EMPOWERMENT

DIVERSIFICATION

As other industries relocate to Murray County to be nearer the port, factories and warehouses could change the appearance of Chatsworth, detracting from the city’s charming smalltown feel. These changes could psychologically disempower the locals. However, if the port boosts local jobs, residents could experience economic and social empowerment.

The Port will increase economic diversification in Chatsworth by attracting more industry and jobs to the town. However, the tourism industry could wane if tourists begin avoiding Chatsworth because of the increased industrial feel and traffic.

SCALE Chatsworth has the potential to develop into the western gateway to the Cohutta Wilderness.

If the port were integrated into tourism, the scale of Murray County’s tourism industry could grow.

QUALITY & ENDOGENEITY The Port has the potential to bring an abundance of outside resources to Chatsworth, which could potentially undermine the local businesses in the area.

AUTHENTICITY

EMBEDDEDNESS

The railroad is an integral part of Chatsworth’s identity, as the city was founded in 1905 as a train depot for the Louisville and Nashville Railroad.

Legend has it that a sign falling off a passing train bequeathed the city its name. The port can lend authenticity to the region’s tourism industry if it is embraced as part of the complex rail history.

The Port has the potential to become an embedded piece of the Murray County tourism fabric if it is celebrated and integrated into the local activity base.

TRANSPORTATION

HEALTH AND WELLNESS

Potential increase in air, noise and light pollution and decrease in fecal coliform pollution of Sumac Creek LIGHT

NOISE

AIR

SITE

HOW LOUD?

60 70 Decibels

75

90

100

200 Shipping Containers

1 Train can carry

250 Trains needed to move 50,000 shipping containers annually

Pollution from 1 truck

Pollution from 50 cars

50,000 trucks

2,500,000 cars

Current Pollution Levels

S

Strengths: The Port site is close to areas of health, wellness, and recreation and could help fund improvements and expansions of these assets

W

Weaknesses: It is perceived that ARP will contribute large amounts of pollution to the area.

Ports are known to negatively affect health and well being

O

Opportunities: The Port location upstream from the Conasauga River could be leveraged to mitigate water pollution and ease public fears about its impacts

1.25 miles ARP .25 miles

Sumac Creek

T

Threats: The Port location is very close to sites for health and well being and pollution could threaten their use and image

1.6 miles

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Located between the Blue Ridge Mountain and Ridge and Valley ecoregions, Murray County is an ecological and recreational gem. With the incoming Inland Port, there is the potential to simplify this majestic landscape into a logistical passageway. Thinking about topology beyond freight connections, we examined the existing landscape for its unique traits at both a regional and local scale. Countywide attractions, the small-town charm of Chatsworth, and the landscape surrounding the Port site were all reviewed and presented here.

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TOPOLOGY

M

ia

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Topology of cargo transport intensity

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Strengths: The landscape itself is the biggest strength with mountains, streams, rustic farmlands, and rail history

W

O

Opportunities: Economic opportunities abound from the Port, but better capitalizing on tourism is also key to economic diversification

T

Ridge

Valley

Ridge

River

Weaknesses: Increased truck traffic will be a harsh new reality. Bad manufacturing site design can also detract from the overall character of the County

Threats: Freight transportation both by truck and rail can deter from the landscape character. However trucking and manufacturing are especially threatening

Murray County

Blue Ridge Mountains

Contextual County Section

Tri-State Region

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A

B

Ridge and Valley Ecoregion A Conasauga River Valley

Blue Ridge Ecoregion B Cohutta Wilderness

Conasauga River

Sumac Ridge

Sumac Creek

Cohutta National Forest

Brackett Ridge

Carters Lake

“LOOK & FEEL�

Zoning Intensity

Fairy Hill Baptist Church

Murray County

Farmland

Commercial

Residential

Rural Residential Cohutta Springs Industrial

Site of Appalachian Regional Port

Courthouse Downtown Chatsworth City of Chatsworth

Sumac Creek Chicken Farm Petty Fairy Valley Park

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SYSTEMS Appalachian Regional Port Streams Roads Rail Landscape Mosaic 40

Treating the Appalachian Regional Port site as its own system presents unique opportunities and challenges because it effectively intersects all of the other systems (rail, roads, streams, and landscape mosaic) and is capable of acting as the proving grounds for successful implementation of the objectives.

On its own, the Port is sited and designed in such a way that it will disrupt the existing fabric of the surrounding area.

In addition to this, the constant activity associated with a logistics center poses issues of noise and light pollution that could further disrupt the surrounding area, including a local church that sits directly across the roadway.To further complicate matters, the port is expected to have a large impervious footprint, leading to increased runoff.

These challenges can be ominous to the communities near the port, creating distrust among the people that the Port should be benefiting through additional investment in the area.

Our team approached this issue head on with design strategies aimed at benefitting the surrounding community.

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APPALACHIAN REGIONAL PORT 42

PORT SITE

A LANDFORM STRATEGIES The Port will be operating near a small community, its church, and a cemetery and will affect views from these locations.The team found that the proposed solution of a planted wall would not effectively address the size of cranes and containers on site.To sufficiently address the issue, the team experimented with ground plane elevation to create a ridge that accents the view of the port and pays homage to the majestic form of the Cohutta.

B

FUNCTIONAL STRATEGIES

To address citizens’ concerns about sound and light pollution, the team looked to a combination of policy suggestions and novel apparatuses. By installing fixtures for downlighting, the port can operate at night without illuminating the surrounding area unnecessarily.This would be beneficial for both nearby residents and wildlife, which can be impacted by uncontrolled light pollution. In the case of shipping container movement, the team learned that although the gantry cranes are fitted with noise dampening instruments, stacking the containers can be extremely noisy.To mitigate the noise, the team proposes a system of dampeners to be installed on shipping containers.

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A

C WETLAND Early in the process, the class was informed that the southern portion of the port’s land would act as a stormwater retention area. The team developed a more robust system for addressing not only water from the port but also incoming water from adjacent Sumac Creek. The system would provide ecological habitat while improving overall water quality for the Conasauga Watershed.

D PUBLIC ENGAGEMENT Neighboring Petty Fairy Valley Park and Sumac Creek already attract many visitors, so the port site could welcome these citizens to view the port’s benefits firsthand.This area could include educational platforms prepared by modifying shipping containers to provide visitors with educational materials and views of the port site without compromising the security of the operations.

B D

C

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LANDFORM STRATEGIES Traditionally, a berm and/or fence is built along the edge of a property to mitigate the disturbance that a port like this is likely to create. The team proposes building a large artificial ridge that could visually reconnect

the land to the majestic ridges of the Cohutta Wilderness that serve as the backdrop for most of the county. This ridge would also effectively minimize the disturbance from massive 50’ tall gantry cranes on the site.

TYPICAL REGIONAL PORT SCREENING

PROPOSED SCREENING

RIDGE SCREENING

FUNCTIONAL STRATEGIES The team proposes two additional functional strategies to mitigate light and sound pollution from the site.The first strategy is to encourage the developer to install downlighting in all applications on site to reduce excess light that could be a nuisance to

neighbors and passing wildlife. The second strategy is to install rubberized sound dampening devices on the bottom four corners of each metal shipping container in order to minimize the noise generated when they are moved and dropped on top of each other. Such an application could become a new standard of practice for ports operating near cities and major wildlife areas.

WETLAND In the area originally slated to be a simple retention area for stormwater from the site, the team developed a more robust system for addressing not only runoff from the port, but also incoming water from adjacent

Sumac Creek. The system would provide ecological habitat and a system of paths to connect across the site, while improving overall water quality for the Conasauga Watershed.

CREATING WILDLIFE HABITAT Planting flora native to the Great Valley ecoregion can expand the function of the site’s southern portion, not only in water

quality improvement, but also in providing vast habitat for the fauna that call this ecoregion home.

PUBLIC ENGAGEMENT

With its close proximity to the Petty Fairy Valley Park and tangency to Sumac Creek, the port site offered a unique opportunity provide citizens a connection to the port and the benefits that it can provide the community. Providing access to the port’s remediated wetland, for example, creates visual access across the land but does not threaten the security of port operations. This space shows that the port is not only an economical benefactor, but also a force to protect and celebrate the unique ecology and culture of Murray County and the Cohutta Wilderness.

The Appalachian Regional Port is situated in the Conasauga River watershed, which is home to over 70 endemic species. Given this ecologically sensitive context, our team focused on how to address water quality concerns.

Sumac Creek, located adjacent to the port site, is a major tributary to the Conasauga River and can serve as a case study for all streams in the watershed. The team established several objectives to improve the existing water quality and maintain it over time.

Stream buffers are a primary method to improve and maintain water quality.Therefore, the stream buffer size for all the streams in the Conasauga River watershed should be increased from 25’ to 300’ for public and forested land, and from 25’ to 125’ for agricultural land. Tax incentives would be available for the buffer size increase and for maintaining the buffer sizes if the property changes from its existing use to another type of use (e.g., from forested to residential).With a flexible buffer system policy, the size of the buffer can shrink, but it would result in tax penalties and land use restrictions. The reductions could be from 125’ to 50’ for agricultural land and from 300’ to 125’ for public and forested land, which would still minimally protect water quality. However, larger buffer sizes provide more benefits such as further prevention of erosion and sedimentation, pollutant filtration, and at the largest size, wildlife habitat.

The construction of a nature center at Petty Park could increase public engagement with this special watershed’s resources while spurring the establishment of a trail network. Community and educational groups could participate in stream monitoring activities such as fish, invertebrate, and water quality sampling, while learning about prevalent species and watersheds. A trail network along Sumac Creek could link Petty Park to the Cohutta Wilderness. The stream trail could provide opportunities for fishing, hiking, restoration, and nature observation events.

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STREAMS 56

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TREASURE TROVE

The Conasauga River system contains nearly 90 types of fish species from endangered to the most common. Sumac Creek, a primary feeder to the Conasauga River Watershed, functions as a home for diverse fish species as well as a hotspot for fishing. Protecting the water quality is a high priority in order to maintain the health of the aquatic species as well as the local sporting industry.

STREAM POLLUTANTS Sumac Creek's eastern portion is currently impaired with the sources of impact listed as non-point source runoff, including animal waste from farming practices and stormwater runoff contaminates from development. This trend is expected to increase as associated development with the Port ensues in Murray County and the surrounding region.

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GOALS & OBJECTIVES The goals are oriented towards protecting water quality while balancing economic growth, sustaining the abundant biodiversity in the region, and engaging the public in their rich natural heritage.

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STREAM BUFFER POLICIES

Several policies were developed to protect water quality and wildlife habitat while addressing the needs of economic growth.

The two main strategies are increasing the stream buffer sizes and establishing a buffer regulation system that manages development.

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FLEXIBLE STREAM BUFFER DESIGN STRATEGIES

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FLEXIBLE STREAM BUFFER LAND USE SCENARIOS Forest Land Scenario

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FLEXIBLE STREAM BUFFER LAND USE SCENARIOS (CONT.) Agricultural Land Scenario Agricultural Land Scenario

Existing

Ideal Buffer

retention pond+ wetland

Future Industrial Scenario

artificial green hill + bioswale

Future Residential Scenario

waterway

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Future Commercial Scenario

Public Land Scenario

Public Land Scenario

Existing

Ideal Buffer

natural public park

Future Residential Scenario

natural park + reforestation + skywalk

Future Commercial Scenario

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SUMAC CREEK MULTI-FUNCTIONAL TRAIL SYSTEM Multi-modal paths including biking and walking trails are proposed adjacent to the Sumac Creek buffer zone. The trails would connect the Fairy Valley community to Petty Park and then on to the existing Cohutta Wilderness nature tourism hotspots.

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EMPHASIZING THE LOWLANDS

To engage the public, several programs such as nature hikes, fishing events, and outdoor education programs could be implemented. The establishment of a nature center would aid in driving these activities.

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A review of similar projects revealed the sprawling nature of growth that quickly follows the establishment of new inland ports. The Appalachian Regional Port is expected to increase truck traffic by as much as 50,000 trucks per year. Public safety for both people and wildlife was taken into consideration, as well as protecting the scenic quality of the area.

The proposed designs enhance safety for all modes of transportation, including bikes, pedestrians, equestrian riders, local commuters, and tourists traveling the scenic byway. Implementing multimodal paths in the lost space of road right-of-ways is one key strategy. Different scenarios are proposed depending on the location, size, and speed limit of the roadway.

Extending the scenic byway, bypassing the port, and creating a loop that connects to downtown Chatsworth along existing roadways such as the Old Federal Road would allow locals and tourists to avoid truck traffic altogether.

The team developed industrial guidelines to encourage incoming industries to preserve scenic viewsheds.Wildlife corridors take advantage of the six existing bridges along Route 411, which pass over perennial streams, to prevent collisions with automotive traffic. These areas could be further opened up and restored to benefit the rich wildlife in the region.

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ROADS 72

PRECEDENTS AND GOALS A study of two inland ports located in rural settings demonstrates the influx of commercial and industrial development that follows over time, changing the character of road frontages. The map of Murray County at right shows that current development already exists along the highways and other primary arterials, and will be the likely location for further growth with the arrival of the Appalachian Regional Port.

As a response to this anticipated change, the following goals were formulated for the roadway system of Murray County: • Provide safe and scenic travel routes on trucking corridors for all modes of transportation.

• Leverage the highway system for tourism interests in Chatsworth.

• Allow east/west perforation of Highway 411 for wildlife and water systems.

Four objectives emerged as approaches for the achievement of these goals, and are illustrated throughout this section. They are as follows: • Create a multi-modal pathway in highway right-of-ways.

• Extend the scenic byway north up the old highway 411 through Chatsworth to meet with the existing 411 byway.

• Preserve scenic beauty by providing visual design guidelines for existing and incoming industry.

• Design 411 to accommodate wildlife crossings both over the highway and through important perennial stream corridors that connect ecological hubs.

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AESTHETIC AND SAFETY CONSIDERATIONS The Appalachian Regional Port, which will be located along one of Murray County’s main highways, is projected to increase truck traffic by approximately 137 trucks per day. As can be seen in the diagram to the right, the majority of traffic accidents in 2000–2002 occurred along county highways.To protect other modes of transportation, such as bikers and pedestrians, multimodal trails should be implemented in highway rightsof-way. Federal funding is available for installation of these shared-use paths. For more information, an excellent starting resource is the 2007 Atlanta Planning + Design manual: “Shared Use Paths in Limited Access Highway Corridors.”

For the safety and viewshed considerations of tourists using the Cohutta-Chattahoochee Scenic Byway, we recommend annexing portions of the old highway 411 (Old Federal Road), Red Cut Road, and River Road to the existing byway. This addition may also increase tourism traffic into downtown Chatsworth.

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The arrival of the Appalachian Regional Port will encourage businesses to locate manufacturing plants and distribution centers in Murray County. In order to preserve the character of the iconic Cohutta Wilderness viewsheds, design guidelines for industrial areas are important to develop ahead of economic growth.

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Simple regulations on building positions and arrangements can significantly impact what residents and tourists will see from the main roadways.

INDUSTRIAL LIGHTING GUIDELINES

Improper lighting has many negative effects on both humans and wildlife. Blue lights should be avoided in order to reduce blinding glare for night drivers and protect the integrity of night vision for all organisms. Instead, install lights of 3000 K temperature or less.

Dimming lights during low usage hours and in remote areas will help preserve the night sky and circadian rhythms, which have been connected to human health. Use fully shielded lamps to concentrate the illumination only where it is necessary.Warm white LED bulbs are recommended for public lighting.

WILDLIFE CORRIDORS

Accommodate wildlife crossings both over the highway and through important perennial stream corridors that connect ecological hubs

Wildlife crossings protect both animals and drivers from fatal collisions. Because Highway 411 follows the north/south oriented Great Valley between the Cohutta Wilderness and other protected lands, separating areas of habitat, we recommend providing access both over the highway for terrestrial species, and under the highway in the form of restored riparian stream corridors. In the diagram at right, six perennial streams that connect ecological hubs are identified, and are key candidates for restoration and protection efforts, as well as opportunities for environmental education and outdoor recreation.

The railway is an important system to the Cohutta Valley and the Appalachian Regional Port. The towns in the valley were established along the rail and still exhibit that heritage.The rail is also a key economic driver, linking these communities to the Port of Savannah. Based on the linear nature of this system, we focused on design solutions that promote connection, movement, and organic growth using the existing infrastructure.

We focused on the 13-mile stretch of the port’s rail line between Chatsworth and Cisco that parallels a portion of the scenic byway. Using a process of organic growth, activity around a multimodal rail trail could reach outward from town centers, eventually creating a unified linear system. Such a system could highlight natural, cultural, and economic points of interest.

This proposal’s physical design solutions include native plant buffers, retention areas, public art, bike repair stations, and areas for passive recreation. These typologies were designed in relation to the amount of space available within the right-of-way in different locations along the rail.

Additionally, the design solutions address the intersections with different systems, including roads, streams, and other trail networks. Nodes of activity and interest along the rail could be modeled and repeated along its length.

The team developed policies that promote industrial and recreational cooperation while encouraging public transportation along existing rail lines. Seasonal programming and activities could enliven the rail corridor, and a system of wayfinding may increase use and highlight the character of the valley.

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RAIL 84

CONNECTING COHUTTA: RAIL CORRIDOR Problem: Development along rail could be detrimental to rail heritage, human health, regional identity, and public transportation options.

Goal: Uphold regional identity and pride while strenghthening and growing the connection between existing infrastructure, nature and local culture using the rail system and right of way.

Solutions:

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Policy Industry and trail cooperation

Policy Transportation ring: encourage public transportation that optimizes use of existing rail line

Physical Design Rail and trail network that connects to and highlights natural, cultural and economic areas

Program Maps and wayfinding

Program Arts and cultural activities on the trail

Program: Activities and events Economic and social opportunities including productive, fruit-bearing landscapes, picnicking, weekend markets, and recreational events.

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1997

2002

2008

Inland Port Industrial growth Rail Right of way

Cordele Inland Port, Cordele, GA

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Even though this port was built in a more urban area, a significant amount of industrial growth still took place around the rail line as a result of the port. Trailer manufacturing, Pepsi Co., chemical distribution, hotels, and fast food chains were the most common types of new businesses.

1993

2005

PRECEDENT STUDY Front Royal Port, Virginia

2016

2010

The establishment of this inland port in a rural area just north of Interstate 66 has brought significant industrial growth along the rail over the past 20 years. Large companies built distribution centers complete with their own rail tracks connecting to the main freight rail line. In addition, multiple chain stores, cement factories, and utility stations were built near the interstate.

2013

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THINKING GLOBALLY, ACTING REGIONALLY 25.7 million tons of annual container trade National Railroad lines

With the establishment of the Appalachian Regional Port, a large amount of industrial growth and movement of commercial goods and materials are inevitable in Murray County. Currently, the region prides itself on its natural resources, recreational opportunities, and rail heritage.

Enactment of specific policies and design measures are suggested to maintain and celebrate the region’s rail history, especially with impending changes on the horizon.

Tennesse

Port of Savannah Annual income of $24 Billion for the state of Georgia

Alabama

Georgia

CSX rail line in the SouthEast

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Rail line in Thrive 2055 states

Chattanooga

The Georgia Department of Transportation Intermodal Programs Division’s State Rail Plan states that rail transportation that handles both passenger and freight can significantly help meet the state’s transportation needs. The vision is to have rail transportation that serves both passenger and freight services that support intrastate travelers and shippers.

Atlanta is a critical transportation node within the southeastern and national high-speed passenger rail systems.The rail line between Atlanta, Georgia, and Chattanooga,Tennessee, could help to connect important economic centers.

The CSX rail segment from Atlanta to Chattanooga has already been a proposed addition to the federally designated high-speed passenger rail

Atlanta

Macon Savannah

corridor.This rail runs just parallel to the CSX route that serves the Appalachian Regional Port.

We propose that long-term policy changes should allow for this rail line to service passengers as well as freight. A new portion of track could be added between Chatsworth and Dalton to create a smaller transportation ring that serves the Cohutta Valley’s main economic areas. Similarly, a trail along these rail corridors, including the one through Chatsworth, could complete a trail ring that would include US Bike Route 21.

Calhoun Chattanooga Chattanooga Dalton

Chatsworth

Scenic Byway in Chatsworth Existing Bike Route

Phase 3 Phase 1

Policy 1: Addition of passenger carTo Atlanta ring on existing CSX freight rail line

Policy 2: Phases of rail and trail network

Phase 2 To Atlanta

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CONNECTING COHUTTA: RAIL CORRIDOR

Cisco

Establishing a trail corridor along the freight rail line could reinvigorate interest in Murray County’s rail heritage and increase recreational opportunities in the Cohutta Valley. It would also provide public transportation alternatives and create opportunities for community engagement and social events. If this trail were started in the near future, it could inform and define responsible industrial growth along the corridor.

Port

Industry and Trail Cooperation Policy Industrial growth is expected to accompany the Appalachian Regional Port.This type of growth along the rail in Murray County could negatively affect the establishment of a rail trail and transportation ring. Additional train tracks that serve distribution centers could disrupt trail continuity, and more industry means less green space. It will be beneficial for Murray County to establish a policy of “industry and trail cooperation” in which new industries help to establish and maintain trail segments through monetary support and conscientious construction.

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Chatsworth

Growth of Rail and Trail Network The initial Rail Trail segment can be established between Cisco and Chatsworth, connecting both spurs of the scenic byway. The design typologies, found on the next page, can be repeated throughout the 13-mile corridor to create a cohesive network of trail amenities and interest points.

Activities

Crandall

Eton

Developing

Existing Typology Chatsworth

ARP 50 - 75’ wide ROW

Rail Right of Way Trail typologies can be chosen based on the width of the rail right-of-way, which varies considerably within the 13-mile corridor. Wide, average and narrow sections are illustrated here.

21- 49’ average ROW Min 12’ buffer between train track and trail <20’ narrow ROW

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IMAGINED FUTURE Each trail typology can be incorporated into the 13-mile trail corridor in specific locations. Corresponding symbols show where these elements occur along the corridor map. A railroad ecology of native plants is a linear typology, which connects hubs, junctions and bridge crossings, and provide habitat for native pollinators.

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Before

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After

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IMAGINING POTENTIAL RAIL DEVELOPMENT The programs, policies and designs suggested for the rail system are predicted to happen in a particular order over time. However, there is no one way to develop the system.

Arrows identify poential causes that may

DESIGN

TIME

PROGRAMS

effect when and how other elements develop along the rail corridor. Each objective relates to—and is contingent upon—other objectives in multiple ways.

POLICIES

OCCURENCES POTENTIAL EFFECTS

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To address the landscape mosaic, we started from the large scale and then zoomed in to the small scale. We examined the character of the landscape and analyzed Murray Countyâ&#x20AC;&#x2122;s existing landscape patterns.We cataloged a variety of land types and compared them to Atlanta to illustrate just how unique Murray County is. This is an area with small-town charm, vast farm land, and lots of protected forest lands in the mountains.

Murray Countyâ&#x20AC;&#x2122;s landscape fabric should be preserved when the port is built. Urban areas should encourage more development, and rural areas should focus on maintaining their character. The Appalachian Regional Port will likely attract new industry. Thus, we looked at land uses to determine where this new industry would best fit. To encourage density and to protect the rest of this incredible landscape, new industry should be sited near existing industry.

We used mosaic principles to create an industrial campus that harnesses incoming industries, bringing them together with commercial and public infrastructure. It also uses buffers and green spaces between industrial uses and residential or agricultural uses. This pattern can help limit industrial sprawl along the highway.

The parkway-to-trail network incorporates the roads systemâ&#x20AC;&#x2122;s design into the larger landscape mosaic. It takes advantage of existing trails, parks, and parkways such as Fort Mountain, Carters Lake, Johns Mountains, and the Blue Ridge Parkway, while enhancing their accessibility and connectivity.

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LANDSCAPE MOSAIC 100

SMALL TOWN FEEL, GATEWAY TO THE APPALACHIANS Landscape Typologies of Murray County 2-Mile Radii Why protect so much land from development? Murrayâ&#x20AC;&#x2122;s unique character cannot be overstated. Its small-town feel and access to state and national parks as well as preserved wilderness are treasured by its residents.To protect the small-town feel, we focused on understanding the different landscape types that make up the county. Here we compare two-mile stretches across Murray County to a two-mile stretch in downtown Atlanta.

It can take up to 25 minutes to drive these 2 miles in Atlanta

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Surprise! Murray County is not highly urban or dense, and its residents want to keep it that way. Some of the key landscape types identified were the protected lands, the small, historic downtowns, the wide expanses of rural residential life, and just how little commercial and industry exist in the County today. Growth must happen, but preserving what Murrayâ&#x20AC;&#x2122;s residents cherish most is of the highest concern.

It takes 3-5 minutes to drive any of these 2 miles in Murray

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PROTECT LANDSCAPE CHARACTER WHERE SHOULD INDUSTRY GO? Murray Countyâ&#x20AC;&#x2122;s unique location next to the Appalachians and within one of the most biodiverse regions of North America makes land protection measures extremely important. With the coming of the Appalachian Regional Port, and the successive development sure to follow it, understanding where industries and future development should go within this landscape is our top priority. Industry and growth Agriculture

Land Use and Characteristics

Suitability Overlay

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Municipalities

Residential

Commercial

is coming, but how can that growth happen without diminishing Murrayâ&#x20AC;&#x2122;s integrity? We approached this question by layering all the areas industry should not go in order to understand where potential future prime industrial lands could be.

Currently, the entire county is zoned for agriculture. It has a few small municipalities, many rural residences, Industrial

Prime Farmlands

some sprawling commercial development, and a dab of industry. The county is rife with prime farm lands and almost countless rivers, streams, and small tributaries, and one third of its land is already protected within the Chattahoochee National Forest.

Stream Buffers

Protected Lands

National Forest

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PROTECT LANDSCAPE CHARACTER MURRAYâ&#x20AC;&#x2122;S UNIQUE LANDSCAPE PATTERNS Understanding the existing landscape pattern and its characteristics allows us to prioritize the lands needing protection from future development. It also give insight into the types of existing development in Murray County. This information lead us to

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recommendations for development that enhances existing assets. But what are these existing landscape patterns and what makes them unique? Here we break down the patches of land that make up Murray County.

Townships

Mountains

Ridges

Foothills

Farmlands

Riparian

WHERE DOES INDUSTRY FIT INTO THE PATTERN? Our study indicated several zones where future development and industry will likely take place. Cisco, Crandall, and the lands immediately surrounding the port are most at risk for development that would not match Murrayâ&#x20AC;&#x2122;s existing pattern, undermining Murrayâ&#x20AC;&#x2122;s landscape character. Avoiding industrial and sprawling commercial development in these areas is key. However, Eton and Chatsworth both have several industrial areas where most of the future

development should be encouraged. Densifying the industry and its related growth here will also make the provision of public services easier and more cost effective.We also found potential growth areas in Spring Place, where industry adjacent residential should be highly discouraged. The County Landfill site would also detract from keeping future industry dense, but could be a long term growth option.

Cisco Adjacent ARP Crandall Eton Chatsworth Spring Place

Industrial Suitability Map Black - No Industry White - Potential Industry

Landfill

Inverted Industrial Suitability Orange - Industry highly discouraged Blue - Industry encouraged

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LAND USE PATTERNS Existing Land Use Mosaic: 61% Agricultural 29% Residential 8% County (public land) 1.7% Industrial 0.7% Commercial

Road

Ag

ric

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In du str y

un ty

Parcel Co

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Co

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Though we have suggested certain areas of Murray County as the best places for new industry, it is important to plan for times when these guidelines are not followed.

To preserve the landscape fabric but also plan for new growth, we tested â&#x20AC;&#x153;mosaic scenariosâ&#x20AC;? that helped us determine best practices in land use planning.

POTENTIAL ADJACENCIES

IDEAL ADJACENCIES

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Breaking Up Monotany

Ag Buffer from Residence

Upon analysis, patterns show both beneficial and less than ideal adjacencies that could emerge from new growth. Below are the adjacencies that are most beneficial to the county.The county currently has a mix of residential and agricultural patches.

A key way to preserve the existing patterns of the county is to use the agricultural land as a buffer from industry. This will best maintain the landscape character and the associated culture in these important lands.

Double Barrier from Industry

Ag Borders

MOSAIC SCENARIOS Using these adjacencies as a guide, the team created scenarios to test a larger scope of how land use will affect the mosaic of Murray County. Our objective was to discover a scenario that preserves the existing mosaic, while creating a pattern that displays accurate percentages of land use for future growth.

SCENARIO 3

EXISTING MOSAIC SCENARIO 4

Scenario 3 was the first attempt to make all the beneficial adjacencies work together.

Though it saves a vast 44% Agriculture amount of land for agricultural use, 19% Commercial the other land uses do not accu17% Residential rately reflect the current mosaic of the county or feasible future growth.

17% Industry This scenarioâ&#x20AC;&#x2122;s relevance is found 3% County both in its percentages and pattern.

Scenario 4 does a better job of making adjustments for the ideal 32% Agriculture balance between existing and predicted conditions, but projec28% Residential 18% Commercial tions for county, commercial, and industrial land in particular could 17% Industry be improved.

5% County

BEST PRACTICE County Pattern

42% Agriculture 30% Residential 11% County 8% Industry 8% Commercial

SCENARIO 6 Best Practice Scenario 6 illustrates best practices for land planning. Of all the scenarios, County Averages with adjustments* this pattern most closely mimics that of the existing conditions. The pattern uses all of the ideal adjacencies, as well as a reasonable projection of land 61% Agriculture use distribution for the growth of the county.This distribution emphasizes a 29% Residential large amount of growth in industrial and commercial lands, but it maintains 8% County an abundant amount of agricultural land. We suggest that this concept be 1.7% Industry .7% Commercial applied on either a parcel or county scale.

MOSAIC APPLICATION

Prime Farmland

EXISTING PARCELS

un ty

In du str y

Road Co

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Co

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Piece of existing Murray County Land Use

Applying these suggested principles takes on a much different form than simple tiles. The greatest benefit to preserving the landscape character of Murray County lies in its ability to manipulate where and how land use is applied. Many areas of the county are similar to the existing parcel diagram on the left: large residential lands with vast agricultural spaces in between. As policies are put into place to protect the most valuable adjacensies, Murray County will comfortably grow in population and industry.

Ag

ric

ult ur e

Land Use with guidelines as suggested

To the right is an example of what could occur if potential policies are not put into place.

Industry could establish right next door to residences, locate on areas of prime farmland, and create massive density within once serene areas.

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NO APPLICATION Plan View

NO APPLICATION Axonometric Diagram

Piece of existing Murray County Land Use

Ag Borders -- ideal for creeks

Roads as primary trail network

Land Use with guidelines as suggested SUGGESTED PRINCIPLES APPLIED Plan View

Trails Trees

SUGGESTED PRINCIPLES APPLIED Axonometric Diagram

The above diagram shows how land use can work to preserve landscape character. When Scenario 6 is applied to existing parcels, it creates a beneficial distribution of agricultural, county, and commercial land.

Scenario 6 was chosen here to demonstrate what a lot of growth could look like; however, other scenarios may work better in areas of the county not experiencing so much growth.

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PARCEL DIAGRAM AND EDGE VISION

Compacted Industry

Industry and Commercial

Industry and Public Buildings

Industrial Campus

The industrial campus brings industries, commercial businesses, and public infrastructure together, with buffers between industrial, residential, and agricultural lands. Industries that once sprawled along the highway are now centralized in the campus. Commercial businesses mark the entrances to the campus and serve both workers and residents. The buffers provide trail connectivity, while also easing the negative impacts of industry.

INDUSTRIAL CAMPUS The building configuration breaks the original property line, redistributing functions of the whole campus appropriately. Density and character of street presence are priorities, allowing for larger green spaces.These green spaces allow for trails connecting the campus and public lands, enhancing the Parkway-to-Trail Network.

Eastern Conasauga District

Western Conasauga District

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The parkway-to-trail network takes advantage of existing trails, parks, parkways, and scenic byways such as Fort Mountain, Carters Lake, Johns Mountains, and the Blue Ridge Parkway, connecting the full Conasauga District while enhancing accessibility and connectivity. Industrial trails can be linked and funded through new development trail banks.

PARKWAY-TO-TRAIL NETWORK

CELEBRATING ECOLOGICAL IDENTITY Murray County Mascots

Murray County has an array of mascots for its K-12 schools, including the Chatsworth Little Chiefs, the Murray County Indians, the North Murray Mountaineers, and the Pleasant Valley Pioneers.Themes range from Native Americans to early settlers, and even include a few wildlife species. Murray County schools have done a good job of aligning their cultural heritage with school pride. However, more appropriate depictions of Native American culture should be encouraged. The wildlife represented ranges from Cubs and Eagles to Timberwolves and Tigers. Murray County is home to a plethora of black bears and migratory eagles, and historically was home to wolves before their expulsion by pioneers. Tigers, however, do not reflect Murray Countyâ&#x20AC;&#x2122;s immense biological diversity. As the county continues to grow and new schools open, place-specific mascots can continue to improve the strong eco-cultural heritage that makes Murray County so unique.

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Current Mascots Murray County Bats

Myotis grisescens Murray Gray Bats Murray Myotis

Murray Goldline Darter’s

We propose highlighting several threatened and endangered species in the county with the same pride given to Murray’s cultural heritage.The northern and gray bat are federally listed threatened and endangered species, respectively, and would make for an excellent regionally specific mascots. The goldline darter and blue shiner are local, threatened fish species that too could be highlighted with school pride.These rare species, and others like them, make up the unique biodiversity of Murray County and should be showcased.They are special creatures not Murray Blue Shiner’s found anywhere else and bring great pride to Murray’s residents.

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The Murray County Golden Darters proposed mascot in action

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The Murray County Blue Shiners mascot

The Goldline Darter, Percina aurolineata (below), and the Blue Shiner,Cyprinella caerulea (left) are each Federally-listed threatened species native to the rivers and streams in Murray County.

Industrial Trail Concept

BRINGING IT ALL TOGETHER To accomplish the goals and objectives laid out here, of implementation are a great way of building public the county is encouraged to pursue the low hanging support and making immediate change. We provide fruit first. The programs, policies, and physical this guiding vision based on the follow principle: designs that have high impact, low cost, and an ease

The network of trails and parkways is the method for connecting people with the landscape.

POLICY Understanding landscape pattern allows us to preserve as much as possible while revealing potential connectivity’s.

Mandating future and current industry, as well as new development, to better co-exist with existing landscape patterns encourages greater connectivity and allows all the newcomers to better fit in.

The trail and parkway network enacts policy in a physical way, ensuring future preservation of these pristine landscapes.

PROGRAM These networks provide the infrastructure and the places for programs to happen.

Literally allowing students, locals, and tourists greater access to their most precious resource.

By preserving landscape patterns, celebrating Murray’s rich identity can be done with relative ease. Quickly accessible landscapes increase awareness and appreciation of this beautiful place.

Spreading the current landscape character throughout the community goes beyond preservation, bringing cohesion to the County’s identity. This can further beautify the county with its own treasures.

PHYSICAL DESIGN Spreading existing landscape pattern and character can further beautify communities in Murray, and aid in the development of future physical design by enhancing the County with its own treasures.

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APPROACHES We determined connections between each groupâ&#x20AC;&#x2122;s design solutions where similar methods and related goals persisted, revealing the integration and interaction of all five systems. The following approaches, or five big ideas, are an amalgamation of all of the proposals generated by our research: leveraging the Appalachian Regional Port, enhancing connectivity, encouraging heritage and tourism, controlling pollution,

and preserving landscape character. We chose these categories to provide a guide the community could follow when faced with tough decisions. The categories are designed to serve community members in selecting appropriate responses as development and growth occur. These categories combine shared concerns across systems, linking common goals into holistic methods of implementation.

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LEVERAGING THE PORT

In leveraging the Appalachian Regional Portâ&#x20AC;&#x2122;s economic draw, the county could encourage incoming industry to be more environmentally and socially valuable to the community. If the port itself adopts the guidelines laid out here, it would set an example for other incoming industry.The port site is situated where many systems intersect and interact; therefore, the port has great potential to implement comprehensive policy, programming, and physical design both onsite and beyond.

Many of the systems, including railways, roads, and streams, intersect in various locations in the Cohutta Valley and near the Appalachian Regional Port. We propose utilizing these existing connections to promote recreation, transportation, and education along these linear systems.

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HERITAGE AND TOURISM

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POLLUTION CONTROL Stream Buffer

Worst Case Scenario

While the Appalachian Regional Port will bring positive economic growth to the region, there is a likelihood of increased pollution, about which stakeholders have voiced concerns. Specific strategies will need to be implemented to curb such impacts to maintain the quality of life for Murray County citizens and to preserve the ecological health of the region.

Pollution Mitigation

To lessen the severity of potential pollutant spills, native plant trenches buffer the railroadâ&#x20AC;&#x2122;s edge along its right-of-way.

411 Lighting

Light pollution can be reduced along roadways by installing systems which use low temperature bulbs, are focused downwards, and dim during off-peak hours.

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The stream buffer requirements would be increased on a county level. To accommodate economic growth and maintain water quality, a system of incentives and penalties would be established to manage land use conversion.

Landform Strategies

Reflecting to the topology of the region, a ridgeline can be constructed between the port and the road, diminishing sound and light from port operations.

Flexible Buffer System

Less restrictive yet more rewarding tax incentives, tax penalties, and development stipulations for land use conversion and compliance with the buffer regulations

Wetland

The southern portion of the site not only manages stormwater from the port, but also treats the incoming water from the Sumac Creek as it flows to the Conasauga River.

Functional Stratagies

Energy absorbing modifications applied to shipping containers can help mitigate excess noise. Installing site illumination fixtures to point downward will eliminate light pollution.

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PRESERVING LANDSCAPE CHARACTER

Many of our objectives aim to preserve the character of the local landscape, including the agricultural lands, national forest, and developed areas. Our objectives aim to protect natural resources, engage the public, buffer against sprawl, and promote positive development patterns.

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CONCLUSION:

POTENTIAL STARTING POINTS The Appalachian Regional Port is central to setting a precedent for the future industrial development of Murray County.

Many industries will want to locate as close to the port as possible to lower their distribution costs. However, such sprawl could be detrimental to the scenic byway, the smalltown rural charm of Murray County, and the Cohutta Valley’s incredible landscape.

Using the port’s presence to the county’s advantage gives power back to the people of Murray to decide their own future.

With the variety of information presented, it can be difficult to determine how to implement all of the objectives. The studio recommends concentrating on short-term achievable actions that can spur further success.

Early in the process, it is recommended that the Appalachian Regional Port be used as a proving grounds for the implementation of industrial design guidelines.This not only sets a precedent for other industries entering the area, but also shows a strong intent to harness the impact of the port to benefit the area.This can be followed by working to develop the multimodal paths along the road rights-of-way, the rail-trails, and then the flexible stream buffer expansions.

These steps would show that the community has the ability to influence its future and would develop support to take on larger projects as opportunities are presented.

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SETTING A PRECEDEN BUILDING

1 23 Port adopts Industrial Design Guidelines

Sound Dampeners

Pollution Measures

Multi-modal Flexible Paths in Road Stream Buffers Right of Ways

Down-lighting

Guidelines Enforced Upon Future Development

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Wildlife Habitat Development, Crossings, & Corridors

NT SUPPORT CONNECTING THE REGION

34 Flexible Stream Buffers

Pollution Mitigation

Accessibility

Tax Incentives

Rail with Trail

Programming

Branding

Creek Trail from Park to Cohutta

Interpretive Facilities

Passenger Rail

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