CENTER CITY TRANSPORTATION PLAN · 10/26/2011 · City, everyone becomes a pedestrian once they arrive Uptown. That concept is fundamental to this plan. Those who commute by car

CENTER CITY TRANSPORTATION PLAN



CONTENTS

I. EXECUTIVE SUMMARY I The Future i Guide to this Center City Transportation Study iii Plan Recommendations iv Accomplishments vii

II. INTRODUCTION 1 Objectives 1 Basic Assumptions 2 Role of This Plan 3

III. VISION 5 Public Plans and Policies 5 Development Since the 2010 Vision Plan 12 Trends: Development Plans Announced for Center City 14 2020 Vision Plan Recommendations 17 Future Aspirations: The Views of Stakeholders 21

IV. FRAMEWORK 25 Existing Transportation System 25 Growth Forecasts 32

V. TRANSPORTATION PLAN 35 Strategic Overview 35 Transportation Plan Components 38

• LandUse 39• UrbanDesign 39• VehicularCirculation 40• Parking 55• Wayfinding 62• Transit 67• PedestrianCirculation 70• BicycleCirculation 90

VI. IMPLEMENTATION 95

APPENDICES 99 A: Traffic Analysis of Vehicular Circulation Improvements 99 B: Examples of Collaborative Parking Systems 103



iI. EXECUTIVE SUMMARY

I. EXECUTIVE SUMMARY

The Future

Overthenext20to25years,Charlotte’sCenterCityemploymentisexpectedtoincreasefrom55,000to95,000.Morethan30,000peoplewillchoosetoliveinCenterCity,supportinga24-hourenvi-ronment.Newculturalfacilitiesandentertainmentvenueswillbebuilt,moreexcitingrestaurantsandspecialtyshoppingwillopen,oneormoremajorparkswillbecreated,andeventsattheArena,Con-ventionCenterandothervenueswillgrow–allofwhichwillattractadditionalvisitorstoCenterCity.

Whetherpeopledrive,taketransit,ridebicyclesorwalktoCenterCity,everyonebecomesapedestrianoncetheyarriveUptown.Thatconceptisfundamentaltothisplan.Thosewhocommutebycarwillparkandwalktotheirjob.Rapidtransitriderswillarriveattheirsta-tionandwalktotheirdestination.AgrowingnumberofpeoplewillleavetheirhomesinCenterCityandwalktowork.

ThisCenter City Transportation Planprovidesastrategy,policiesandimplementationactionsthatwillmaketheseformsoftransportationfunctionsmoothlyinadynamicUptownenvironment.Asthefutureunfolds,CenterCity’sstreets,sidewalksandparkingwillbetrans-formedtosupportapedestrian-friendly,transit-oriented,employ-ment,culturalandentertainmentcenteroftheregion.Thisisthestrategythatcanfacilitatethistransformation.

ThestudyareaofthisPlanisdefinedinthemostpartbytheI-77/I-277freewayLoopandTwelfthStreetwhichservesasaservicestreetonthenorthsideoftheLoop.Afewfacilityrecommenda-tionsoutsidetheLoopthatrelatestronglytotransportationfunc-tionsinsidetheLooparealsoincorporated.TheseincluderemovaloftheCaldwellStreet–BrevardStreetconnector,theextensionofFifthStreettoKingsRoad,andtheconnectionofAlexanderStreettoEuclidAvenue.


ii

PrimaryThemes

• Make Center City more pedestrian-friendly. Sidewalkswillgenerallybewiderandmoreaestheticallypleas-ing,withstreettrees,streetfurnishingsandattractivepaving.Itwillbeeasiertocrossstreets,withfewerright-turnandleft-turnlanes.TherewillbeacoordinatedsystemofwayfindinginformationtohelppeoplefindtheirwayaroundCenterCityonfootandbycar,foreasieraccesstodestinations,services,transitstopsandavailableparking.CenterCity,withthelarg-estconcentrationofemploymentintheregionandextensiveresidential,retailandentertainmentfacilities,providesthegreatestopportunitytoreducemid-dayuseofautomobiles,thusofferingasubstantialbenefittoairquality.

• Integrate the new transit system with the street network and sidewalks. Whenthefive-corridorrapidtransitsystemiscomplete,nearlyeverybusiness,culturalattractionandentertainmentdesti-nationinCenterCitywillbewithinafive-minutewalkfromatransitstoporstation.Oncetheygetoffthetrainorbus,everytransitriderwillbecomeapedestrian.Thestreetswillbemademorepedestrian-friendlytoenhancetheriders’walktoandfromtheirdestinations.

• Make the walk from transit stops and parking facilities easier and more attractive. Thetransitjourneydoesn’tendupongettingoffthetrainorbus.Thewalkfromthetransitstoptothedestinationisabigpartofthetrip.Acomfortableandattractivewalkwillencour-agemorepeopletousethetransitsystemonaregularbasis.ThisplanproposesasystemofPedestrianStreetDesignStandardsthatspecifysidewalkconstructionstandardsandamenityguidelinesforthreelevelsofstreetsinCenterCity.Furthermore,everydriverandtheirpassengerswillbecomepedestriansoncetheypark;thesesamestandardswillalsomakethesamesidewalkseasyandattractiveforcommuters

andvisitors.

• Make more streets two-way, so Center City is easier to navi-gate. One-waystreetsystemscanbeconfusing.Theycanleadtounnecessarilylongerdrivinginthesearchforparkingorades-tination.TheycanbeconfusingtovisitorsandtopeoplewhoareunfamiliarwithCenterCity.Changingsomeone-waystreetstotwo-waywillhelptheseinfrequentvisitorsaswellasreducecongestion,airpollutionandpedestrianconflicts.

• Keep some streets one-way to get rush hour traffic to and from parking efficiently. MostcommutersandvisitorswillstilldrivetoCenterCity.Thestreetsystemneedstogetthemtoaparkingspaceaseffi-cientlyaspossiblewhileminimizingtrafficcongestionandairpollution.Indeed,thelocationofexistingparkingdeckswillnecessitatekeepingsomeone-waypairs.TomovetrafficintoandoutofCenterCityasefficientlyaspossible,themainone-waystreetsofThird,Fourth,Fifth,Sixth,ChurchandCollegewillremainone-way.Theseone-waystreetswillprovideeffi-cientaccesstoandfromCenterCity;thetwo-waystreetswillprovideeaseofcirculationwithinCenterCity.

• Encourage more traffic to use I-277 and an internal circulator route, instead of driving across Center City. Inmostcases,thereisnoneedtodriveacrossCenterCity.TheneedistodriveintoCenterCity,thenparkandbecomepedestrians.DriversapproachingCenterCityonamajorthor-oughfareshouldusetheexitnearesttheirdestination.SeveralI-277accesspointshave“shortweave”movementsthatcanbeunsafe,andthisplanproposesacomprehensiveloopstudytomakeI-277moreserviceable.Furthermore,whenfeasible,driversapproachingonthestreetnetworkshoulduseaninternalcirculatorroute–consistingofMcDowell,Stonewall,Grahamandthe11th/12thStreetcouplet–asanalternativetousinginternalCenterCitystreets.ThetrafficanalysisforthisplanfoundthatstreetswithinthefreewaylooparefunctioningadequatelyandwillcontinuetodosoasCenterCitygrows.Butusingtheseapproacheswillenhancecirculationandreducecongestionastrafficvolumesincrease.


iiiI. EXECUTIVE SUMMARY

• Make it easier to find parking spaces, especially for occa-sional visitors and major events. OncedrivershavearrivedinCenterCity,four“parkingloops”willdirectdriverstoavailableparkingdecksalongandnearTryonandTradeStreets.Electronicmessagesignswillprovidedriversdirectionstoparkingdecksontheseloops,anddisplayreal-timeinformationontheavailabilityofspacesineachdeck.ACollaborativeParkingSystemwillallowbusinesses,mer-chantsandrestaurantstovalidateparkinginanyofthepartici-patingfacilities.Whenthedriversandtheirpassengersbecomepedestrians,apedestriansignagesystemalongthesidewalkswillhelpthemfindtheirwaytotheirdestinationsandbacktotheirparkingspace.

ThisstrategyforCenterCitytransportationwill:

• maketransit tripstoCenterCitymoreaccessible,therebyencouragingmoreriders;

• makedriving tripsmoreefficient,therebyreducingcongestionandairpollution;and

• makethepedestrian environmentmoreattractive,encouragingpeopletocomemoreoftenandstaylongerand,mostimpor-tantly,leavetheirautomobilesparkedforlongerperiods.

A Guide to this Center City Transportation Plan

PartOne:Introduction(Pages1-4)

ThisplanimplementsthetransportationrecommendationsoftheCenterCity2010and2020VisionPlansandrelatedplansdevel-opedsince2000.PartOnesetsthestagebygivingthereasonsforthisnewplan,listingbasicassumptionsandoutlininghowtheplanwillbeapplied.

PartTwo:Vision(Pages5-24)

Thispartspellsoutthevisionthatguidesthetransportationplan.Thisvisionisarticulatedasamatterofpolicyprimarilybythe2010and2020VisionPlans,butitisalsoshapedbyotherUptownareaplans,bytrendsinpublicandprivatedevelopment,andbytheviewsofstakeholdersandworkshopparticipantsconsultedduringthisplan’sdevelopment.

PartThree:Framework(Pages25-34)

TheFrameworkconsistsoftwomajorelementsthatmakeupthestartingpointforplanningthenewCenterCitytransportationsys-tem:theexistingsystemandgrowthforecasts.

Existing System: Thissectiondescribesthecharacteristicsoftheexistingstreetnetwork,pedestrianenvironment,andthetransit,bicycleandparkingfacilities.Twospecialanalyseswereunder-taken.OneanalyzedthepedestrianconditionofeveryblockfaceintheUptownstudyarea;thiscomprehensiveatlasofbaselinedataplayedakeyroleinthenewtransportationsystembyhelpingdefinestandardsforstreetscapedesignandotherimprovementssupportingpedestrianuse.Asecondanalysis,focusingonautomo-biletraffic,reachedtheseconclusions:

• ThestreetsleadingintoCenterCity–the“gateways”–arerela-tivelyuncongestedduringthepeakcommuterperiod.

• MostintersectionsinCenterCityarealsooperatingwellwithintheirpotentialcapacity.

• Whilethestreetnetworkoperatesacceptablyduringmorningandeveningpeakhours,congestiondoesexistonthemajorapproachrouteswelloutsidetheCenterCity.

• ThenumberofvehiclesenteringCenterCityduringthemorn-ingpeakhasremainedrelativelyconstantoverthepastseveralyears.

• Duringthesametime,theaveragenumberofpeoplepervehiclehasdeclinedslightly.


iv

Growth Forecasts areanotherfactorthatdeterminestheframe-workforthenewplan.ThesearethebasicforecastsforCenterCityoverthenext25years.

• Population: 30,200totalpopulationby2030(anetincreaseof22,400persons)

• Households: 17,000 householdsby2030(netincreaseof12,800additionalhouseholds)

• Employment: 95,000employeesby2030(netincreaseof40,000additionalemployees)

PartFour:TransportationPlan(Pages35-94)

ThisistheheartoftheCenterCityTransportationPlan.Thissec-tiondescribesthestrategicapproachandpresentsrecommenda-tionsforeachtransportationsystemcomponent.

Strategic approach.Thetransportationsystemhascertain“struc-tural”features–TheSquare,theI-277/I-77expresswayloop,thestreetnetwork,rapidtransitstations,majorpedestriandestina-tions,andmajorpedestrianstreets.Againstthisstructuralback-droparethemovingpieces,themajortransportationmodes–vehicular,pedestrian,transitandbicycle.Theplanfocusesonhowthesemodesinteractwiththestreets,stationsanddestinationstoassureanefficienttransportationsystem.Sevenimportantcon-ceptsguidethisplan:

1. Everyoneisapedestrian.

2. Majordestinationswillbeafive-minutewalkfromatransitstation.

3. Thekeypedestrianstreetssupportadirectwalkfromtransit.

4. Thekeypedestrianstreetsalsolinkneighborhoodsandopenspace.

5. NewofficebuildinglocationsshouldreinforcetheconceptofawalkableUptown.

6. CenterCitycanbea“parkonce”location,especiallyifmotoristsfindapleasant,walkableenvironmentbetweentheirparkingdeckanddestination.

7. MovingtrafficintoCenterCityefficientlymeansgettingmotoriststotheirparkingdestinationmoredirectly.

Plan Recommendations

Theplanmakesspecificrecommendationsaboutlanduseandurbandesign,andthenpresentsspecificproposalsforeachofthefourmodes–pedestrian,bicycle,transitandvehicular–aswellasforacollaborativeparkingsystemandacomprehensivewayfind-ingsystem.Therecommendationsarelistedbelow.

Land Use

1. Use transportation and parking strategies to support growthandintensificationofvariouslanduses,withemphasisonofficeemployment.

2. Provide multi-modal transportation solutions to support land use recommendationsthatwillproduceamemorable,vibrantCenterCity.

Urban Design

3. Promote pedestrian vitalitythroughthedesignofCenterCitystreetsbyenhancinghumanscaleandstreet-levelfeatures.

4. Apply the Street Enhancement Standards Mapwhichisrecommendedforadoption.

5. Apply the framework of vehicle and pedestrian/transit gateways and memorable streets describedintheCenterCity2010VisionPlan.

Vehicular Circulation

6. Conduct a comprehensive study of the I-77/I-277 Loop tomakethefreewayloopmoreeffectiveindistributingCenterCitytraffic–aprerequisitetoassuringsmoothtrafficflowwithinCenterCity.


vI. EXECUTIVE SUMMARY

7. Convert selected one-way streets to two-way streetstoimprovevehicularcirculationwithinCenterCity.Nineconversionsareproposed.Mostnotably,theremaindersofCaldwellandthetwosegmentsofBrevardwouldbemadetwo-waystreets.ThisconversionenablesBrevardtobecomeaSignaturePedestrianStreetwithuniquedevelopmentopportunitiesbetweentheArenaandtheConventionCenter,aswellastothenorthoftheArena.

8. Retain selected one-way streets,includingtheprimarycommuterstreetsinandoutofCenterCityduringpeakmorningandafternoonhours.ThesedesignatedstreetsincludeThird,Fourth,Fifth,Sixth,College,Church,EleventhandTwelfth.

9. Construct new streets or street segments toimproveconnectivityandmeetspecialneeds.ThesenewormodifiedstreetsincludethoseinthevicinityofGatewayStationandThirdWardPark,anoverpassoverI-277fromSecondWardtoDilworth(AlexandertoEuclid),streetextensionsinFirstWardandneighborhoodresidentialstreetsinthefutureredevelopmentofBrooklynVillageinSecondWard.

10. Convert travel lanes on streets with excess lane capacityand/orlanewidthtouseforincreasedsidewalkwidths,on-streetparking,and/orbicyclelanes.Thesestreetsegmentsareidentified.

11. Modify turn lanes and intersectionswhere turn lanes are unnecessary fortheestimatedvolumeofturningtrafficorwheresafetyorpedestriancrossingconflictsareaconcern.Eightintersectionconfigurationsareidentified.

12. Modify or close rail grade crossings wheremadenecessarybyexpandedrailservicetoCenterCity.Fivecrossingsareidentified.

Parking

13. Create a “Collaborative Parking System” for the manage-ment of private and public parking facilities. TheintentistoorganizeandunifyprivateandpublicparkingassetsinCenterCitythroughanentitythatprovidessuchservicesasaparkingguid-anceor“wayfinding”system.

14. Expand the On-Street Parking system managed by the City,byincreasingthenumberofon-streetspaces,expandinghoursofoperation,andofferingpaymentoptions.

15. Develop an Off-Street Parking Policy framework for City participation in the parking component of mixed-use projects.ThispolicywouldestablishconditionsforfinancialparticipationbytheCityinprovidingjointparkingsolutionsforappropriatemixedusedevelopment,andconsidersuchmeasuresas“payment-in-lieu”ofbuildingnewparking.

Wayfinding

16. Maintain the Pedestrian Wayfinding System, andexpanditthroughoutCenterCitytoprovidekiosksanddirectionalsignsthatorientandinformpedestrianstravelingtoandfromnewtransitfacilities.

17. Maintain the Vehicular Wayfinding System, inconjunctionwiththeParkingGuidanceSystem,todirectmotoristsintoCenterCity,guidevisitorsinnavigatingthestreetnetwork,andhelpalllocatethemostreadilyaccessibleparkingclosesttotheirdestination.Thevehicularsystemwillutilizedynamicsignstoprovidereal-timeinformationonavailablespacesinparkingfacilities,andwillbecoordinatedwiththepedestrianwayfindingsystemthatwillorientpedestriansoncetheyhaveparkedtheircar.

Transit

18. Capitalize on the synergies created by the new Charlotte Gateway Stationwhichservesasamulti-modaltransitcenter,apedestrianfocalpoint,andageneratorofofficeemploymentonWestTradeStreet.

19. Complete the North Corridor commuter rail and AMTRAK spinealongwiththeassociatedclosingoftheat-gradecrossingsatNinth,SmithandChurchStreets,modificationsoftheat-gradecrossingsatBrevardandDavidsonStreets,extensionofMartinLutherKing,Jr.Boulevard(MLK,Jr.


vi

Boulevard),andconstructionofapedestrian/bicycleoverpassatNinthStreet.

20. Complete the north-south LRT transit spinebyextendingtheSouthLightRailTransit(LRT)Corridor(anditsrelatedpedestrianandbicycleamenities)throughCenterCitytobecometheNortheastLRTCorridor.

21. Establish an east-west transit wayalongTradeStreetthat(a)includespedestrian-friendlystreetscapeimprovements;(b)carriesLRTorBusRapidTransit(BRT)servicesfromtheWestandSouth-eastCorridors;(c)connectsWestandEastCharlotteviastreetcarservice;(d)provideslocalbusstops;and(e)linksthetwomajortransitnodes–theexistingCharlotteTransportationCenterandthefutureCharlotteGatewayStation.

22. Introduce east-west streetcar service, firstinCenterCityalongtheTradeStreettransitwayand,later,connectingwithneigh-borhoodsinEastandWestCharlotte;theStreetcarsystemshouldalsocirculatewithinCenterCityandconnectresidentialareasinsideandoutsidetheLoopwithkeyCenterCitydestinations.

Pedestrian Circulation

23. Adopt the Uptown Streetscape StandardsandcodifythestandardsintheUMUDandURzoningdistrictsandtheUptownStreetscapeDesignGuidelinesandapply the Hierarchy of Pedes-trian Streets basedontheUptownStreetscapeStandards

24. Adopt the Street Enhancement Standards Mapwhichiden-tifiesappropriatepedestrianandvehicularenhancementsandservestoregulatetheirimplementationatthetimeofprivaterede-velopmentorpublicinfrastructureimprovements.

Bicycle Circulation

25. Implement bicycle circulation improvements and integrate bicycle system with the adopted Charlotte-Mecklenburg Bicycle Transportation Plan.Thisincludesbicyclelanes,bicycleshar-ing,signedbicycleroutesandoff-streetroutes;improvementstoexpress-wayunderpassesandoverpasses;andbicycleparkingfacilities.

25a. Bicycle Lanes, Signed Bicycle Routes,andOff-StreetRoutesshouldbedesignatedinaccordancewiththecity-widebicycleplan

25b. Improvements to expressway underpasses and overpassesthatimprovebicycleaccesstoCenterCityshouldbedoneincon-junctionwithvehicularandpedestrianimprovementsoutlinedinthisCenterCityTransportationPlanandtheI-277LoopStudy.

25c. Bicycle parking facilities willbeexpandedthroughtherecentlyamendedzoningcoderequirementfornewparkingstruc-tures;throughthestreetfurnitureelementoftheUptownStreetStandardsinthisdocument;andthroughprojectfundingasitbecomesavailable.

PartFive:Implementation(Pages95-98)

ThefinalchapterdescribesvarioustoolsandfundingmechanismsthatwillhelpimplementtherecommendationsoftheCenter City Transportation Plan.Keyrecommendationsincludea“GeneralAnnualImprovementProgram”,the2030LongRangeTransporta-tionPlan,theCATS2025TransitSystemPlan,andCharlotte’sfive-yearCapitalInvestmentPlan,aswellasvariousStateandFederalintergovernmentalgrantsources.

Thereareothermeans,aswell.RevenuefromtheCity’son-streetparkingprogramcouldhelpfundtheproposedparkingandway-findingsystems,orotherprojects.TheCity’songoingeconomicdevelopmenteffortswillgenerateactivitythatadvancesChar-lotte’seconomicgrowthandcontributestoCenterCity’svitality.

Finally,someofthekeyproposalsofthisplan–includingtheStreetEnhancementStandardsMapandtheUptownStreetStandards–willbecodifieddirectlyaswellasthroughamendmentstothe


viiI. EXECUTIVE SUMMARY

zoningordinanceandstreetscapestandards.FuturedevelopmentinCenterCitywillneedtomeetthestandards.Inmanycases,newprojectsarealreadymeetingmanyofthosestandards.

Accomplishments

ThissectionoftheExecutiveSummaryisaddedtoreflecttheaccomplishmentsofthePlansinceitsadoptionin2006andtherecommendedpolicychangesforfutureimplementation.Forcon-venience,theaccomplishmentsarelistedintheorderinwhichtheyappearinthePlanwithpagenumbersreferenced.

Page 36:Astudyofthe38underpassesandoverpasseswasbegunin2010.

Page 41:TheCenterCity2020VisionPlanproposedastudyoftheLooptoaddressenhancementsforeconomicdevelopmentaswellastheremovalofcongestionandconflictpoints.Thatstudywasinitiatedin2012.

Page 43:TheCaldwellStreet/SouthBoulevardInterchangeatI-277wasstudiedandapprovedin2006,thenconstructedby2009

Page 43:TheStonewall/Kenilworth/IndependenceInterchangeatI-277wasstudiedandapprovedin2004,thenconstructedby2007

Page 45:in2010theCityinitiatedTheI-277ConnectionsStudy,acompleteloopinventoryof38overpassesandunderpassesinordertoworkwithNCDOTandlocaladvocatestoidentifyneedsanddesirableattributesfortheseimportantconnectionstoneigh-borhoodsadjacenttoUptown.

Page 45: TheconstructionofthenewCharlotteArenaresultedinCaldwellStreetbeingconvertedtoatwo-way,four-laneboulevardfromFourthStreettoFifthStreet.ThisconversionalsofacilitatedtheconversionofCaldwellandBrevardStreetstotwo-waystreetsfromFourthStreettoStonewallStreetinconjunctionwithcon-structionoftheNASCARHallofFameandtheI-277interchangewithCaldwellStreet.

Page 45:TheconversionofbothCaldwellandBrevardnorthofFifthStreetwasalsofacilitatedbytheremovalin2006ofthehighspeedconnectorbetweenthetwoandtheirconversiontotwo-waystreetsnorthofTwelfthStreet.

Page 47:HillStreet:TryonStreettoChurchStreetwasconvertedtotwo-waybetweenTryonandChurchtoprovidebetterconnec-tivitybetweenthetwostreetsandenhancetheoperationoftheCollege/Churchone-waypair.

Page 50:AfeasibilitystudywascompletedforanoverpassoverI-277fromSecondWardtoDilworth,DavidsontoEuclidAlexanderStreet.

Page 51:Thesegmentof10thStreetfromLRTtoBrevardStreetisacommitteddeveloperimprovementassociatedwithdevelopmentoftheUNCCUptowncampusandwillbebuiltin2012.

Page 51:Atwo-lane,two-wayextensionofMyersStreet,wasbuiltbetweenSixthandSeventhStreets,tosupportongoingFirstWarddevelopmentbyprovidingenhancedvehicularandpedestrianconnectivity.

Page 52:TenthStreet/ChurchStreetintersection-conceptualdesigncompletedtoeliminatemandatoryrightturnfrom10thtoChurchStreet

Page 52:TradeStreetatJohnson&WalesWay;4thStreetatJohnsonandWalesWay-designcompletedaspartoflargerprojecttoenhancepedestriansafetyinUniversityareaandcalmtrafficinThirdWard

Page 52:RailGradeCrossingClosuresAndModificationsInsup-portoftheNorthCorridorrailprogramandtheAMTRAKInter-Cityrailservices,theexpandedrailservicesonthesetworights-of-wayhaveresultedintheclosureofexistingat-gradestreetcrossingsattheselocations:


viii

•NinthStreet–At-gradecrossingclosedin2010;note:anexistingCCTPPolicysupportsapedestrian/bicyclebridgeoverpassforconnectivitytotheNCMusicFactoryvenues,JohnsonStreetandtheElmwood-PinewoodCemeteryisdesirable.

•SmithStreet

•ChurchStreet

Page 57:TheCharlotteWayfindingandParkingGuidanceSystemiscurrentlybeingimplementedwithrealtimeparkingsupplyinfor-mationinCharlotte’sCBD.ThesystemdirectsmotoristsfromtheUptownfreewayaccesssystemtoaccessibleparkingthatisconve-nienttotheirdestination.

Page 58:Aspartofacomprehensiveandmultimodalwayfindingdesigncreatedduring2005–2007,pedestrianwayfindingsignswereinstalledin2007incoordinationwiththeLYNXBlueLine,lightrailtransitservingUptownandSouthCharlottethrough15LRTstationsover11miles.ThePedestrianWayfindingsystemhasbeenfullyimplemented.Additionalsignagewillbeimplementedasnewvenuesopen.Anoverallrefreshofallsignsandmapsispro-jectedforearlysummerof2012.

Recommended Pollicy Changes

Addition:

ImplementrecommendationsoftheCurbLaneManagementStudy(2011)toachieveaconsistentapproachtocurblaneuses,andcom-municatecurblaneusesbytimeofday.

Changes:

• ModifyoraddrampstoI-77/I-277loopto/fromCenterCityConductacomprehensivestudyoftheI-77/I-277LooptomakethefreewayloopmoreeffectiveindistributingCenterCitytraffic–aprerequisitetoassuringsmoothtrafficflowwithinCenterCity.

• ConvertfromOne-WaytoTwo-Way:

• SecondStreetMartinLutherKingJrBoulevard(Renamed)

• Brevard,Caldwell,Mint,andPoplarStreets:DeletePoplar:2ndto3rdStreetsincethissegmentiswithRomareBeardenPark

• SectionsofHill,Fourth(GrahamtoPoplarMintStreetatThirdWardPark)andEleventhStreetstosupportpedestrian-ori-enteddevelopment

• Constructnewstreetsegments:

• Delete:PoplarStreet:2ndStreetto1stStreet

• AlexanderDavidsonStreet–EuclidStreetConnection

• NewSecondWardStreetsasapprovedintheBrooklynVillageMasterPlan

• TenthStreet:TryonStreettoBrevardStreetLRT(ThesegmentfromLRTtoBrevardStreetwillbebuiltpursuanttoaninfrastructureagreementapprovedbyCitycouncilin2010)


1II. INTRODUCTION

II. INTRODUCTION

Charlottehasalong-standingtraditionofplanningforitsCenterCity,beginningin1966whenitwasstillthecity’smajorretaildistrict.Thatyear,the“GreaterCharlotteCentralAreaPlan”emphasizedwidestreetsforaccesstoUptownstores,andparkingforshoppersneartheSquare.Later,asanofficeskylinetookshapeand,morerecently,whenresidentialneighborhoodswererevitalized,newplansin1980and1990broadenedthefocustoaddresspedestrianandtransitconsiderations.TheCenterCity2010VisionPlan(adoptedin2000)—bringsmoreideasandproposalsforthepublicagendathataffecttheCenterCity’stransportationsystem.

Meanwhile,thevitalityofCenterCityCharlottebringsongoing,dynamicchange.LightrailtransitbeganserviceUptowninthefallof2007,andothertransitcorridorsarebeingplanned.Newpublicfacilitieshaveopened,includingtheArena,ImaginOn,andthenewCountyCourthouse.TheLevineCenterfortheArtsincludesnewmuseums,includingtheBechtlerMuseumofModernArt,thenewMintMuseums,KnightTheater,andtheGanttCenter.Anewmulti-modalCharlotteGatewayStationonWestTradeStreetwillaffecthowpeoplecometoCenterCityandhowtheymovearoundoncetheyarehere.PrivatesectordevelopmentplanscontinuetofuelgrowthinCenterCity,too.Inparticular,theprospectofadditionalmidandhigh-riseresidentialbuildingsmeansanexpandingpopulationbase—andachangingresidentialcharacter—forCenterCity.

Objectives

The2020 Vision Plan—aswellasongoinggrowthandchangeinCenterCity—makesitimportanttore-examinethewaythetransportationsystemisworkingandincorporatenewtransformativestrategiesthatwillenhancethesystemtosupportgrowthandsetthestageforhealthyandsustainabletransportationchoices.

ThisCenter City Transportation Plan (CCTP)providespolicydirectionandstrategiesforimplementingthe2010 Vision Plan’stransportationrecommendationsandthoseofsubsequentplanningstudies.


2

Specifically,thisplan’sobjectivesareto:

• ImplementtransportationrecommendationsoftheCenter City 2010 Vision Plan. The Center City 2020 Vision Plan includes a series of transformative strategies and recommendations that will be the basis for future updates to the Center City Transpor-tatoin Plan. They include:

1. Leverage Charlotte Gateway Station and maximize transit-oriented develop-ment opportunities

2. Increase transportation choices for people who live, work and play in Center City.

3. Improve network navigation, comfort and connectivity.

4. Create a true city of bikes.

5.Strengthentheunifiedparkingsystemand program.

• Implementtransportationandparkingstrategiestosupporteconomicdevelop-mentinCenterCity,and

• Implementappropriateenhancementsforalltransportationmodes.

Thestudyareaisdepictedinthemaponpage2.WhiletheCenter City Transporta-tion PlanfocusesontheareawithintheI-277Loop,theimportanceofconnectionstoadjacentareasisemphasizedinthe2020VisionPlan.

Basic Assumptions

Theapproachtothisstudyisguidedbythreefundamentalassumptions.

1. Center City is the regional economic hub and the heart of the city.

SinceCenterCityisthecentralbusinessdistrictandavitalhubofCharlotte,itsinfluenceextendswellbeyonditsownboundaries.Itisthenation’ssecondlargestbankingcenteraswellasthecom-mercialcapitaloftheCarolinas,andhastheregion’srichestcon-centrationofoffice,governmental,cultural,sports,entertainment,educationandhealthfacilities.

Area of Center City Transportation Plan


3II. INTRODUCTION

Charlotte’semphasisonCenterCityasthemetropolitancenterhasbeenwellestablishedasamatterofpolicy.TheCenters and Corridors Plan(1994)isCharlotte’sbasicgrowthpolicyandisbuiltonCenterCityastheregion’sprimarycenter.TheplanencouragesgrowthinexistingcentersandcorridorsinCharlotte-Mecklenburginordertomakebetteruseofexistinginfrastructureandtransportationandpromotemixed-usedevelopmenttherewhileprotecting

lower-densityneighborhoodsinthe“wedges”betweenthecorridors.

2. Employment and residential growth will continue in Center City.

TheCharlotteregionboaststhelargestmetropolitanareabetweenthenation’scapitalandAtlanta.AkeyobjectiveofthisCenter City Transportation Planistodeveloptransportationstrategiestomaxi-mizeeconomicdevelopmentopportunitiesintheCenterCityand,byextension,theCharlotteregion.

Overthenext25years,employmentinCenterCityisexpectedtogrowfromthecurrentestimateof55,000jobstoabout95,000in2030.Duringthesameperiod,theresidentpopulationinCenterCitywillincreasefromthecurrentestimateof7,840to30,200.

3.The“CenterCity2010VisionPlan”setsthestageforthisplan,andthe Center City 2020 Vision Plan (adoptedin2011)isthelatestinaseriesofcomprehensivecentercityplansthathavehelpedshapeCenterCity’sformovertheyears.TheplanenvisionsagrowingCenterCitywithsustainableconnectionstoadjacent

neighborhoodsthroughhealthyandsustainabletransportationchoices.Itproposesanintegratedtransportationnetworkthatbuildsonuniqueinfrastructurebyoptimizingtheuseoftransportationfacilities.

Whilethe 2010 and the 2020 Vision Plans aretheplatformforthisCenterCityTransportationPlan,othertechnicalstudieswerealsoreviewedforthisplan,includinga1996parkingstudyanda1998analysisofstreetcapacity.Thisplanalsoconsidersthe2030CATSCorridor System Plan,whichincludesadescriptionofhowthefiverapidtransitcorridorsareexpectedtofunctioninCenterCityandhowspecificstreetswillbeusedinthisconfiguration.

The Role of this Plan

Given this background, what is expected of the “Center City Transportation Plan”?

TheprimarypurposeoftheCCTPisthedefinitionofacomprehen-sivestrategy,encompassingallmodes,forimplementingtrans-portationimprovementsthatsupporttherecommendationsoftheCenter City 2010 Vision Plan(2000)andtheCenterCity2020VisionPlan(2011).

Liketheformerplans,the2020Vision PlanisacomprehensiveplanforallaspectsofCharlotte’sCenterCity.Thisfollow-upplannarrowsthefocustohealthy,sustainabletransportationchoicesandhowthosecanbecarriedouttomaketheoverallvisionforCenterCityareality.Accordingly,thisplanplaysanimportantroleaspartoftheoverallpublicstrategyformaintainingCenterCity’sviabilityasamajoremploymentcenterwhilealsoexpandingitslivabilitythroughincreasedresidential,retail,publicandentertainmentactivity.

Inkeepingwiththe 2010 and 2020 Vision Plans,thisstudygivesparticularemphasistointegratingpedestrian,bicycleandtransitmodes,inbalancewiththeautomobile,intheCenterCity’stransportationsystem.

Centers and Corridors Plan


4

How will this study be applied?

TheCenter City Transportation Plan willbeusedinanumberofimportantwaysthataremorefullydescribedinthisreport’sconcludingchapteron“Implementation.”Amongthekeyapplicationsarethese:

• PerhapsthemostsignificantproductoftheplanistheStreet Enhancement Standards Map(page81)whichcodifiesthestudy’srecommendationsrelatedtopedestrianandvehicularcirculation,on-streetparking,andotherfunctionsthatwilloccurinthestreetrights-of-wayandadjoiningpropertyfrontage.

• Equallyimportant,thisplanincludesaspecificagendaofimprovementprojects(incorporatedinpolicies)totheCenterCitystreetnetwork.

• Finally,theI-277/I-77ExpresswayLoopwillbeevaluatedthroughamulti-phasestudytoidentifybottlenecks,meettheoperationalneedsofthefreewaysforthenext50years,andimproveconnectivitytoneighborhoodsadjacenttoCenterCity.

TheCenter City Transportation Planprovidesaconceptualframe-workforwhyitsrecommendationsareimportantforthetranspor-tationsystem,aswellasapragmaticcourseofactionforcarryingthemout.

PublicInvolvementInThePreparationOfThisPlan

PreparationoftheCenter City Transportation Planbeganin2003withkeystakeholderinterviewsinOctober2003followedbythefirstCommunityWorkshopinJanuary2004.Presentationstointerestgroupsoccurredcontinuouslybetween2003and2005.UptownPublicInformationKiosksweredisplayedinDecember2004tocommunicatethepurposeandcomponentsoftheStudy.SeparateWorkshopswereheldonParkingandWayfindingin2004

and2005.AsecondCommunityWorkshopwasheldinApril2005followedbyasecondroundofKeyStakeholderInterviewsduringMay–July2005.

CityCouncil’sTransportationCommitteereviewedStudyPolicyRecommendationsduringSeptember-November2005,thenreferredtheStudyPolicyRecommendationstoCityCouncilforconsiderationandaction.CityCounciladoptedtheCenter City Transportation Plan, includingthePolicyStatementsandtheStreetEnhancementsStandardsMaponApril24,2006.

Special Notes:

1. Concurrentwiththepreparationofthisplan,theCityofChar-lottepreparedandadoptednew Urban Street Design Standards (USDG).ThestandardsresultingfromthisplanandthosefromtheUSDGarecomplementarytoeachother.TheUSDGarenotapplicableinsidetheI-77/I-277Loop,andtheCenter City Trans-portation PlanisnotapplicablebeyondtheLoop.

2. SecondStreetwasrenamedasMartinLutherKing,Jr.Bou-levardafterallofthemapsandanalysestablescontainedinthisPlanwerecompleted.Thus,the“SecondStreet”namestillappearsonthemapsandtables.However,thenamehasbeenchangedinthetextandtheapprovedshortformofMLKBlvd.ismostcommonlyused.


5III. VISION

III. VISIONTheintroductorychapteroutlinesthereasonsforthisnewplan,whichisthelatestinaseriesofplansforCharlotte’sCenterCityoverthelastfortyyears.ThisplanfocusesontransportationaspectsoftheCenterCity;specifically,onimplementingrecommendationsofthecomprehensiveCenter City 2010 Vision Planandrespondingtomoredetailedsub-areaplansaswellasnewstrategiesinthe2020VisionPlanadoptedinSeptember2011.

Beforethespecificsofthisplancanbedeveloped,itisnecessarytoknowthe“vision,”ortheviewofthefuture,towardwhichwearemoving.Thisvisionisarticulatedasamatterofpolicyprimarilybythe2010 and 2020 Vision Plans,butitisalsoshapedbyotherUptownareaplanspreparedsince2000,bynewpublicandprivateprojectsalreadyunderconstructionorplannedforthenearfuture,andbytheviewsofstakeholdersconsultedduringthisplan’sdevelopment.

Public Plans And Policies

CenterCity2020VisionPlan

The2020VisionPlanbuildsonthe2010VisionPlan,continuingthemomentumofpastinvestmentsandaccomplishmentswhileincorpo-ratingtheaspirations,needsandvaluesoftoday’scommunity.The2020Visionis:

“Charlotte’sCenterCitywillbeaviableandlivablecommunitywhoseextraordinarybuiltenvironment,interconnectedtapestryofneigh-borhoddsandthrivingbusinessescreateamemorableandsustain-ableplace.”

CenterCity2010VisionPlan

The2010 Vision PlanwasthefoundationforCenterCitytransporta-tionplanning.ItbuildsonaseriesofplansforCharlotte’sUptown,beginningin1966withtheGreaterCharlotteCentralAreaPlanandcontinuingwiththeCenter City Plan(1980),Center City Urban Design Plan(1990)and,mostrecently,the 2010 Vision Plan (2000).


6

The2020 Vision Plan isthekeyplanbecauseitrepresentstheadoptedvisionofCharlotteCityCouncilandguidespublicactionsforCenterCity.Infact,severalofitsuniqueideasinadoptedplansforUptownneighborhoods,includingamajorparkandtransitcenterinThirdWardandafreewaycapparkinSecondWard.Theplan’sbasictransportationgoalistocreateamemorableandsus-

tainableCenterCityconnectedtoneighborhoodsthroughanintegratedtransportationnetwork.

ThisgoalarticulatestheCenterCityvision.Whatwoulditmeantomakethisvisionareality?Welookfirstattheplan’soverallproposals,tounderstandthepossibilitiesforthefuturesketchedbytheplan,andthenfocusindetailontheimplicationsforthetransportationsystemandthis Center City Transportation Plan.

“A Memorable and Sustainable Place”

The2020 Vision Plan forCharlotte’sCen-terCitysaysitstrivestocreatealivableplace,amemorableandsustainablecity.Thetransportationcomponentofthe2020VisionPlanisthe”integratedtransporta-tionnetwork”.CenterCityisthehuboflocalandregionalmultimodaltransporta-tion,includingfacilitiesforpedestrians,bicyclists,bus,streetcar,lightrail,highspeedrail,motorvehiclesairandfreight.

CenterCitysupportsexistingandnewdevelopmentwithwell-designedandmaintainedstreets,pathways,transitandend-of-tripfacilities.ThestrategiclocationofCenterCityanditsabundanceoftrans-portationfacilitiesprovideseamlessaccessandmobilitytoalldestinations.

Charlotte’sUptownisbecomingagreatplacetolive.Canitalsobecome“memorable?”Canitachievedis-tinctivefeaturesthatreadilyidentifyCharlotteinthepublicmind?OneoftheVisionPlan’sboldestmeasurescallsforenhancingCenterCity’smasstransitfacilities.Mostnotably,itrecommendsamajorGatewayStationinCenterCityconnectingalltransitmodes.Architectureshouldbeiconicanddistinguishthestationasthetransportationhubfortheregion.MajorentriesonTeadeandGra-hamStreetsshouldhavespecialattentionpaidtothephysicaland

2010 Center City Vision Plan


7III. VISION

aestheticconnectionstothestreetcarstopsalongTradeStreet.StrongpedestrianconnectionsshouldbeprioritizedalongGrahamand4thStreetstoKnightStadiumandBeardenPark.

Distinct Neighborhoods

CenterCityismorethananUptownskyline.Infact,itgoesbeyondtheoriginalfourwardsandspillsover(orunder)thefreewaytolinkJohnsonC.SmithUniversitywithCentralPiedmontCommunityCollege,andSouthEndwithNorthTryon.Connectingtotheuniquecharacteristicsofthesevariedneighborhoodsisattheheartofthe2010aswellasthe2020VisionPlan.

Insidethefreewayloop,theplanemphasizesredevelopingtheoldSecondWardasaneighborhoodwithhousing,aschool,andareconfiguredMarshallPark;stimulatingdevelopmentofan“urbanvillage”alongNorthTryon;andencouragingnewdevelopmentaroundarevitalizedLittleSugarCreek.

The2020VisionPlanidentifiedopportunitiesintheballparkneigh-borhood(ThirdWard)includingKnightsStadium,RomareBeardenParkandanewCharlotteGatewayStation.

Outsidetheloop,the2020VisionPlanexploresopportunitiestoconnecteducationalinstitutionsfromJohnsonC.SmithUniversitytoCentralPiedmontCommunityCollege.Developmentopportuni-tiesnorthofCenterCityfocusonthe“InnovationCorridor”alongsidetheBlueLineExtensionbetweenNoDaandFirstWard.

Transportation in the 2010 Vision Plan

Withthatoverallbackground,the2010VisionPlan’sspecificpro-posalsrelatedtotransportationcannowbesummarized.TheplanunderscorestheroleoftransportationfacilitiesinaccommodatingtheneedsofadynamicUptownandsupportingthelanduserec-ommendationsthatwillhelpproduceamemorableCenterCity.

1. Streets

The2010 Vision Plan recognizedahierarchyofstreetsthatwouldvaryfromtraffic-carrying“workhorse”streetstopedestrian-

friendly“green”streets.Regardlessoftheircategory,eachofCenterCity’sstreetsshouldsupportacomfortableandimpressivewalkingenvironment.

“Workhorse” Streets

Becauseofitspreeminentroleasaregionalcentralbusinessdis-trict,CenterCitymustbeaccessibletothecommuter.Theprivateautowillbeamajorcomponentoftraveltowork.Consequently,theplansays,theUptownsystemshouldmaintainkeypaired,one-waystreetstoaccommodateroadwaycapacityrequirementsduringpeakhours.

TheplanmakesanimportantdistinctionabouttheroleofUptownstreets,however.Whilethesestreetsshoulddelivertraffictothecity’sbusinesshub,theyshouldnotnecessarilyfacilitatetripsacrossCenterCity.Inotherwords,whiletheimportanceofvehicu-larmovementwasstressed,itwasalsoconsideredessentialthatapleasantandsafepedestrianenvironmentcreatecomfortablepathsfromhomeandparkingtoofficeandotherdestinations.

WhiletheCenterCityTransportationPlanbuildsdirectlyonthe2010 Vision Plan,theterms“workhorsestreets”hasnotbeencarriedforward.Thehierarchyofpedestrian-orientedstreetsresultsinstreetsfunctioningasproposedinthe2010 Vision Plan.Theretentionofkeyone-waystreets,andthefocusofthevehicular

Workhorse Streets


8

wayfindingsystemonthem,issimilartothe“workhorse”concept.However,theintentoftheCCTPistostrengthentheemphasisonpedestriancirculation,whichdoesnotfitwiththeterm,“workhorse.”

2. Pedestrians

Thepedestrianthemeiscentraltothe 2010 Vision Plan.Itrecom-mendsa“pedestriancore”intheheartofUptownboundedbySeventhStreet,PoplarStreet,MLKBlvd.andtheLightRailCor-ridor–inwhichslowerspeedlimitsandsignaltimingadjustmentsshouldslowcarsandprotectsidewalkactivity.Streetswouldbeopentovehiculartraffic,ofcourse,butdistinctivestreetscapeele-ments,landscapingandpublicartwouldbeintroducedthroughoutthedesignatedareatoemphasizethepedestrianambiance.

3. Transit

Twoyearsbeforethe 2010 Vision Planwasadopted,the2025 Integrated Transit/Land Use Plan hadoutlinedalong-rangeplanforregionalrapidtransitcorridorsradiatingfromtheCenterCity.The 2010 Vision PlanforCenterCityemphasizedtheneedtofunctionallyintegratethedifferentrapidtransitmodesintheheartofthecity.FortransittoworkwellintheUptownarea,theplanstated,newbikewaysandpedestrianamenitieswouldhelpcreateatransit-supportiveenvironment.

Furthermore,the2010 Vision Plan recommendedaneast-westtransitcorridortosupplementtheexistingbusoperationsoftheTransportationCenter.This“transitstreet”wouldhavenumerousstopstodeliverridersalongamajoreast-westarterial,whilestillallowingvehicularandservicetraffic.Theplanstressedthatitsdesignandcharacterwouldbeacriticalissue.

4. Parking

Itwillbeseveralyearsbeforetherapidtransitsystemisfullyoper-ationalintheUptownarea,anduntilthattimeparkingwillremainamajorneed.Intheinterim,saystheplan,publicandprivateatten-tionshouldfocusonsharedparkingandondesigningfacilitieswithgreaterregardtoaesthetics,pedestrians,andairqualitystan-dards.Atthesametime,policiesandplansshouldbeputinplacetominimizethefutureneedforparkingspacestoprovidebalance

2010 Vision Plan Pedestrian Core

2010 Vision Plan Transit Corridor


9III. VISION

withthegrowthofthetransitsystemastransitgainsagreatershareofcommutingridership.

CATS2030TransitSystemPlan

Thisplanspellsoutmoredetailsoftherapidtransitplansfirstunveiledintheconceptual2025 Integrated/Transit Land Use Plan.TheearlierplanwasthebasisofMecklenburgCounty’s1998voterreferendumonahalf-centsalestaxincreasefortransit.ThemorerecentCATS2030TransitSystemPlanwillincludefivecorridorsextendingbeyondI-485inordertointercepttripscominginandoutofMecklenburgCountyandimproveregionalconnectivity.Twoofthecorridors,infact,extendintoadjacentcounties(IredellontheNorthCorridor,CabarrusontheNortheastCorridor,andpotentiallyYorkontheSouthCorridor).Futureexpansion

intoGastonandUnioncountiesispossible.Eventually,therewillbe28milesofbusrapidtransitguideways,21milesoflightrailtransit,11milesofstreetcar,30milesofcommuterrail,andanexpandednetworkofbusesandothertransportationservicesthroughouttheregion.

Center City Improvements

TheplannedimprovementsforCenterCityaredesignednotonlytoservethecentralbusinessdistrict,butalsotoprovideconnectivitywithsurroundingcommunitiesandinstitutions.Theseimprovementswillbenefittheentireregionbyenablingtheindividualtransitcorridorsandlocalservicestofunctionasanintegratedsystem.PlansforCenterCity–mostofwhichmaybeshort-termimprovements–include:

1. Two major transit nodes –theexisting Charlotte Transportation Center (renovatedtoaccommodatetheSouthandNortheastlightrailline)andtheproposedmulti-modalCharlotte Gateway StationonWestTrade–aredesignedtocomplementeachother.Workonthesetwopassengerfacilitiesisexpectedtobecompletedoverthenext10years.

2. North Corridor Commuter Rail and NCDOT Rail:CATSandtheRailDivisionoftheNorthCarolinaDepartmentofTrans-portation(NCDOT)areundertakingrelateddetailedengineer-ingstudiesofmodificationstotheNorfolk-SouthernRailwaycorridorthattraversesCenterCitybetweenGrahamandCedarStreets.Together,theywillbereconstructingandwideningtherailembankment,alteringoperationsatsomestreetgradecrossingsanddevelopingtheCharlotteGatewayStationintheblockboundbytheembankmentandTrade,GrahamandFourthStreets.

3. A South-Northeast light rail transit (LRT) spinewascreatedalongthetrolley/railroadcorridor.ThisSouthCorridorLRTlineopenedin2007.ItwillbeextendedastheNortheastCorridorLRToverthenext20years.

4. An East-West pedestrian/transitway alongtheTradeStreetcorridorwillconnectJohnsonC.SmithUniversitywithCPCCandPresbyterianHospital.TransitservicesinthiscorridorwillincludetheSoutheastandWestmasstransitcorridors,andstreetcarandbusoperations.

5. StreetcarswillprovideuniquecirculationservicesconnectingCenterCitydistrictsnotonlywitheachotherbutalsowithareasjust

CATS 2025 Transit System Plan


10

outsideI-277.StreetcarsonTradeStreetwillextendoutCentralAvenuetotheeast,andalongBeattiesFordRoadtothewest.TheTradeStreetStreetcarwillbeimplementedinconjunctionwiththerestoftheimprovementsplannedalongthisstreet.AfullCenterCityStreetcarLoopisenvisionedby2025.

Second Ward Neighborhood Master Plan

ArebirthofthehistoricSecondWardneighborhoodischartedbythisplan,whichcarriesoutthe 2010 Vision Plan’s conceptofuniqueUptownneighborhoodswithpedestrian-oriented,mixedusedevelopment.The11-blockareaislargelyagovernmentofficeparktoday,butunderthenewplantheareasouthofThirdStreetwouldagainbecomeapredominantlyresidentialcommunitycalled“BrooklynVillage”,asitwasinthe1960sbeforeurbanrenewal.

Overthenext25yearsorso,roughly2,400housingunitscouldbebuiltnexttoasmallerMarshallParkandflankedbymid-risehous-ing.Someoftheexistinginstitutionalbuildingsmayberelocated,whilecommunity-orientedfacilities(suchasamulti-storyhighschool)willbeadded.Theseelementswillcreatea“newurbanfab-ric,”eventuallyincludingneighborhoodstoresandservicesandanetworkofparksandopenspaces.AccordingtotheSecondWardPlan,thetransportationsystemwillcontributetothisnewneigh-borhoodintheseways.

• Thestreetgridwouldbereconfigured,breakingupthesuper-blocksintosmallerandvaryingblocksizesconsideredmore“neighborhood-friendly.”ThissmallerblockpatternwouldcreateaninternalstreetnetworkthatwouldnotaffectgeneralcirculationinCenterCity.

• StonewallStreetandMcDowellStreetwouldbeenhancedasboulevardstreets,withtheirintersectionbeingdesignedwitha“gateway”monumentandspecialpaving.ThesetwomajorstreetswouldcontinuetobetheprimarylinkagetoareasimmediatelyoutsidetheI-277Loop,primarilytheEastMore-

headandMidtownareas.

• The Second Ward Plancarriesthroughthe2010VisionPlanrecommendationforapedestrian-oriented“green”streettreatmentforMLKBlvd.andDavidsonStreet;however,theuseofatrolleyorstreetcarisnotmentioned.

• Theplanrecommendsasystemofsharedparkingstructuresaspartofa“neighborhoodparkingstrategy”anddiscussesstructures,quantitiesandparkingratiosindetail.

ThenewplanforSecondWardfundamentally“re-defines”akeypartofCharlotte’sUptown.Itwillbealong-termtransition,butanestimated57percentofthe82“developableacres”arecontrolledbytheCity,CountyorSchoolBoard,improvingtheprospectsforcoordinateddevelopment.

Second Ward Neighborhood Master Plan


11III. VISION

Third Ward Vision Plan

TheThirdWardVisionPlanisanotherkeypublicpolicyadoptedsincethe2010 Vision PlanthathasabearingonthisCenterCityTransportationPlan.RomareBeardenPark–calledthe“WestPark”inthe2010 Vision Plan–issitedinalargelyundevelopedareaofparkinglots.Eventually,theparkisexpectedtobesur-roundedbynewoffices,restaurantsandshops,andbymid-risehousingthatoverlooksthepark.Thevisionplanprovidesextensivedesignguidelinesandpromotespedestrian-orientedstreetscapes,greenwayextensions,andpedestrianlinkagestosurroundingneighborhoodsandtheproposedMulti-ModalStationnearby.KeyrecommendationswouldaffectcirculationintheCenterCity:

• MLKBlvd.shouldbeextendedtoCedarStreet.

• ThirdStreetwouldbemodifiedtoaccommodatethepark.

• ThesectionsofMLKBlvd.,MintandPoplarStreetsthatarecur-rentlyone-waywouldbeconvertedtotwo-way(thesemodifica-tionsareconsistentwiththe2010VisionPlan).

Government District Facilities Planning

Boththe2010 Vision Planandthe Second Ward Neighborhood Master PlanproposedchangesfortheCharlotte-MecklenburgGov-ernmentCenterarea.Forexample,bothplansproposedredevelop-ment–forpredominantlyresidentialuses–oftheWaltonPlaza,theCharlotte-MecklenburgSchoolsheadquartersbuilding,MetroSchoolandtheMecklenburgAquaticCenter.

Asaresult,MecklenburgCountyhascoordinatedastudyofspaceneedsforCity,CountyandCharlotte-MecklenburgSchoolsfacili-ties.ThereviewfocusesonpotentialsitesintheareaboundedbySixthStreet,McDowellStreet,ThirdStreetandCaldwellStreet.Atthistime,theprincipaldevelopment-relatedoutcomeoftheplanhasbeentheconstructionofthenewCountyCourthouseatFourthandMcDowell,andanassociatedparkinggarageonthenortheastcorneroftheintersection.Relatedmodificationstotheintersec-tionofFourthandMcDowellStreethavebeenconstructedtoenhancepedestriancirculationbetweenthetwofacilities.

Cultural Arts Master Plan

TheArtsandScienceCouncilpreparedaCulturalArtsMasterPlanin2003whichrecommendedthedevelopmentand/orexpansioninCenterCityofavarietyofsignificantpublicfacilities,includingtheexpansionofDiscoveryPlace,theAfro-AmericanCulturalCenter,therelocationofMintMuseum;andthedevelopmentofthenewKnighttheaterandtheBechtlerMuseum.

TheemphasisthattheplanplacesonCenterCityasthelocationformajorculturalartsfacilities

Government Center Master Plan


12

hasdramaticallyincreasedthenumberofvisitorstoCenterCity,particularlyduringeveningsandontheweekend,andexpandedtheneedforimprovedaccessanddirectiontoparkingfacilitiesthathavetheprimaryfunctionofservingdailyofficeworkers.Thisneedisbeingmetthroughacoordinatedmanagementofdirec-tionalinformationforexistingandfutureparkingfacilities.

Development Since The 2010 Vision Plan

Sinceadoptionofthe2010 Vision Planin2000,severalmajorfacilitieshavebeenbuiltorareunderconstructioninCenterCity.Somefacilities,suchasthelightrailtransitline,wereanticipatedinthe2010Plan.Others,suchastheArena,wereproposedforadifferentsiteUptown,andanother,Johnson&WalesUniversity,wasnotyetonthehorizon.Thesedevelopmentsareshaping,andinsomecasesreshaping,CenterCityandthe2010 Vision Plan.

SouthCorridorLightRail

TheCharlotteAreaTransitSystem(CATS)beganlightrailtransitserviceintheCenterCityinNovemberof2007.TheSouthCorridorLRTlineincludesfoursta-tionsintheUptownarea:SeventhStreet,CharlotteTransportationCenter,ThirdStreet/ConventionVenterandStonewallStreet.Thefull15-station,9.6mileSouthCorridorextendsfromUptownthroughSouthEndtoI-485.

Arena

Charlotte’sArenahasbeenbuiltonatwoblocksitealongsidetheBlueLinelightrailanddirectlyacrossfromtheCharlotteTranspor-tationCenter.TheLRTstationandCATS’hubbustransferstationarewell-positionedtoservemanyofthesepatrons,buttheArena–whichseatsbetween18,000and20,500–isamajortrafficgen-eratorforvehiculartrafficaswell.

Brevard/Caldwell Street at the Arena

ToaccommodatethebuildingfootprintoftheArena,itwasneces-sarytocreateasinglelargeblock,modifyingthestreetgridasfollows:

• ThesectionofBrevardbetweenFifthStreetandTradeStreetwasremoved.

• FifthStreetwasreroutedbetweentheLRTtracksandCaldwellStreet.

• Brevardtraffic,whichisone-waysouthbound,wasdirectedontoFifthStreet,whichisone-wayeastbound.

• Caldwellwasmadetwo-waybetweenTradeandFifth,thenlaterbetweenTradeandStonewallStreet.

• SouthboundBrevardtrafficnowfollowsarouteeastboundonFifth,southboundonCaldwell,eastboundonFourthtotheintersectionofFourthandBrevard,andreturningtothesouthboundBrevardrouting.

ImaginOn

OneblockfromtheArena–attheSeventhStreetLRTstation–“ImaginOn”drawsmorevisitorstoCenterCity.ThisjointeffortofthePublicLibraryandtheChildren’sTheatreincludesperformancefacilities,anearlychildhoodeducationcenter,ateencenterandastorytellingvenue.The102,000squarefootbuildingfeaturesalarge,multi-storypublicspacethatwillcontaininteractiveexhibitsandserveasapublicgatheringandreceptionarea.DevelopmentofthefacilityhasincludedenhancementstothepedestrianspaceassociatedwiththesurroundingstreetsandtheLightRailcorridor.

South Corridor Light Rail Line


13III. VISION

Johnson&WalesUniversity

OnthewestsideofCenterCity,Johnson&WalesUniversityhasfurtherenergizedtheWestTradeStreetareawhereGatewayVillageislocated.Thelocalcampusofthisnationalmanagementandculinaryuniversityopenedin2004withlarger-than-expectedenrollmentof1,200stu-dents,andhascontinuedtogrowinenrollmentandinprogramareas.

JohnsonandWales’buildingprogramhascreatedamajorpresenceinThirdWardanditsentirecampusiswithinahalf-mileoftheproposedmulti-modalCharlotteGatewayStationandlocatedalongthepotentialTradeStreetStreetcaralignment.Theschoolconstructedafive-storymainclassroombuildingalongWestTradeStreet,andtwonewdormitoriesonpreviouslyvacantlandatCedarStreetandFourthStreet,adjacenttotheCarolinaPantherspracticefield.Thedormitorycomplexhouses800students,andanother550studentsresideinanotherstudentresidence,CityViewTowers.AnadditionalacademicandadministrationbuildingisplannedforasitebetweenTradeStreetandFourthStreet,onthewestsideoftheNorfolk-Southernembankment.

NewMecklenburgCountyCourthouseandJudicialCenter

TheJudicialCenteriscomprisedofthenewcourthouse,adjacentrenovatedfacilitiesforagenciesofthecriminaljusticesystemandanewparkingdeck.Theeleven-storycourthouseisattheintersectionofFourthandMcDowellStreets,ontheformersiteoftheoldcourtparkingfacilitythatwasdemolishedin2003.

AnewparkingdeckforthecourtsfacilitieswasconstructedacrossMcDowellStreet,nexttotheparkingdeckthatcurrentlyservestheSheriff’sOfficeandMecklenburgCountyjailfacilities.Thenewcourtsparkingfacilityhasacapacityof1,100to1,200vehicles,andwillalsohaveretailspaceonthegroundfloor,andatree-linedoutdoorplazafacingthenewcourthouse.

TheintersectionofFourthandMcDowellwasredesignedandrecon-structedtofacilitatethesafeandconvenientmovementofvisitorsbetweenthegarageandthecourthouse.Thesouth-boundrightturnlanehasbeenremovedfromMcDowellStreet.Theredesignincludesanewsurfacewithwalkingpaths,tighterturningradiustoreducethelengthofcrosswalks,andnewcrossinglights.

Charlotte Sports Arena

Johnson & Wales University


14

LittleSugarCreekGreenway

TheLittleSugarCreekGreenwaybeginsintheOptimistParkneighborhoodnorthofCenterCity.ItwillruninsidetheI-277Loopbetweenthe10thStreetunderpassand7thStreetoverpass,alongtheeasternsegmentofI-277andeventuallyreachapointneartheSouthCarolinastateline.Whenfullydeveloped,thegreenwaywillprovidepedestrianaccessandrecreationalamenitiesforresidentsofCenterCityandnearbyneighborhoods.Portionsofthegreenwayareunderconstruction,whileotherareas–includingthoseinCenterCity–arestillunderdesignconsiderationbytheMecklenburgCountyParkandRecreationDepartment.

Trends: Development Plans For Center City

ThepaceofchangeinCenterCityislikelytokeepitsmomentuminthecomingyears.SomekeyprojectsareintheplanningstagethatwillrefinetheevolvingcharacterofCenterCityinthelasthalfofthisdecade–andincreasethenumberofCenterCityresidentsandpedestriansontheUptownstreets.

Amulti-faceted,multi-modalCharlotteGatewayStationwillintegratetransportationservicesonWestTradeStreet.ContinuedexpansionoftheUNCCcampusinFirstWardisexpectedadjacenttoanewFirstWardPark.

WiththedevelopmentofJohnsonandWalesUniversity,constructionofthenewArenaandthedevelopmentofanentertainmentcomplexaspartoftheoldconventioncenterredevelopment,itcanbesaidthatTradeisemergingasaneducational/entertainment/residentialcorridor,ratherthanamajoremploymentstreet.WhileeffortsareneededtoencouragemoredevelopmentonTradeStreet,thissuggeststhatfutureemploymentcouldbeconcentratedmorealongthenorth/southTryonStreetcorridor.

ThefollowingisacapsulesummaryofnewdevelopmentannouncedforCenterCity,asofearly2008.

WestTradeStreetArea

CATS Multi-Modal Station: “Charlotte Gateway Station”

The Center City 2010 Vision Plan proposeda“multi-modalfacility”onWestTradeStreetthatwouldbindThirdWardandFourthWardtogetherandserveasa“catalystforarenewedurbanenviron-ment.”TheCharlotteAreaTransitSystemisleadingdevelopmentofthisUptownstationthatwilllinklocalandregionaltransporta-tionmodeswithinter-cityrailandbusservice.ThestationwillbeanUptownstopontheCATSNorthCorridorrapidtransitlineandconnectwithlocalbusandstreetcarservice,aswellasAmtrakandGrey-houndBusservice.

• Earlyestimatesindicatethestationwillserve5,000to8,000NorthCorridorrailcommuters,3,500Greyhoundpatronsand1,500Amtrakpassengers.

Little Sugar Creek Greenway


15III. VISION

• TheTradeStreetStreetcarwillofferconnectionstootherCenterCitylocations,aswellasfutureservicealoneBeattiesFordRoadandCentralAvenue.

• LightRailTransit(LRT)and/orBusRapidTransit(BRT)servicefromtheSoutheastandWesttransitcorridors,aswellasexpressbusservices,willfocusonthestation.

ThestationwillbeneartheJohnson&WalesUniversitycampusandtheGatewayVillageemploymentandhousingcenter.Thesitedesignwillfacilitatepedestrianuseandaccessforbicyclists,andbeintegratedwiththeplannedThirdWardParknearby.AChar-lotteGatewayStationAreaPlanisbeingpreparedtocapitalizeontheinfluxofpassengersandpedestrianstohelpgeneratenewdevelopmentonthevacantandunderdevelopedparcelsnearby.

Existing Federal Courthouse

TheJonasFederalCourthouseonWestTradeStreetisexpectedtobereplacedbyanewcourthouseatthecornerofTradeStreetandCaldwellStreet,adjacenttothenewArena.Allfederalcourtusesandofficeswillbemovedintothenewcourthouseuponitscompletion.

EastTradeStreetArea

New Federal Courthouse

Thenewfederalcourthouse,tobelocatedonTradeStreetintheblockeastoftheArena,willshiftandincreaseemploymentintheTradeStreetcorridor.

Bank of America Mixed-Use Development

InJuly2005,BankofAmericacommenceddevelopmentonaprojectontheeastsideofCollegeStreetbetweenTradeandFifthStreet.Thedevelopmentincludesa15-story,150roomRitzCarltonHotel,anofficetowerandanatriumthatwillbetiedacrossCollegeStreetwiththeexistingFoundersHallretailfacility.Theproject

alsoincludesredevelopmentoftheTradeandCollegeStreetfront-agesofFoundersHalltocreatemorestreet-levelretailspace.

SouthTryonStreetArea

DukeEnergyCenter(FormerlyWachoviaMixed-UseDevelopment)

InMay,2005,WachoviaBankunveiledplansforanewofficetowerofabout35storiesonSouthTryonatFirstStreet,withcondomini-ums,twomuseums,theAfro-AmericanCulturalCenter,theWakeForestUniversityBusinessSchoolandatheateraspartofthemixed-useproject.AnattractivefeatureofthesiteforpedestriansisanurbanparkthatconnectswiththepopulargreenspaceacrossthestreetatRatcliffeCommons.

ForthelastdecadethemajorthrustofofficedevelopmentandculturalfacilitieshasbeenalongNorthTryon.Thisprojectcompletedin2010bringsmorebalancetothatgeographictrend.ItisexpectedtobethecatalystthatwillsetinmotionanumberofotherpossibleprojectsthathavebeendiscussedinrecentyearsalongSouthTryonStreet.

NorthTryonStreetArea

Cultural Facilities

NorthTryoniscurrentlytheaddressofseveralsignificantartsandculturalfacilities.TheCulturalFacilitiesmasterPlanproposesstrengtheningofhisdistrictwithexpansionofDiscoveryPlace,enhancementstotheMainLibrary,redevelopmentofSpiritSquareandredevelopmentoftheCarolinaTheater.

Higher Education

UNC-CharlottehasconstructeditsfirstacademicbuildingatNinthandBrevardStreetsthatwillmaketheuniversity’sprogrammoreaccessibletoworkingstudentsandprofessionalslivinginCenterCity.Thefacilityservesupto7,500studentsaday,andisreadilyaccessibletothelightrailline(whichhasthepotentialofprovidingalinktothemaincampusviatheNorthCorridorLRTextension).


16

SouthBrevardStreet

NASCAR Hall of Fame

CharlottewonanationalcompetitionfordevelopmentoftheHallofFameandanofficebuildingtohouseNASCAR’sbusinessopera-tions.Thecomplexopenedin2010,onasiteboundedbyMLKBlvd,CaldwellStreet,StonewallStreetandBrevardStreet.InconcertwiththeConventionCenter,withwhichNASCARisconnected,theHallofFameenhancestheactivityanchoratthesouthendoftheBrevardSignaturePedestrianStreetlinktotheArenaonthenorth.

CenterCityResidential

Inashortperiodoftime,duringlate2004andearly2008,vari-ousprivatedevelopersannounceddramaticplansforhigh-riseresidentialbuildings–thefirstsuchtowersinCenterCity.ThefirstannouncementswereforsitesclosetothenewArena,andpro-spectivebuyersrespondedenthusiastically.Withinafewmonths,moreandlargerplanswereannouncedforlocationsinorneartheUptowncore,includingthesignaturestreetsofTradeandTryon.Someofthelargerprojectsaremixed-use,withretailand/orofficespaceonlowerlevels.Ifallhigh-riseprojectsarebuilt,itwouldmeanatleast1,680newunits,asignificantboosttotheresidentialvitalityofCenterCity.Theannouncedhigh-riseresidentialtowerprojectsinclude:

First Ward

• Courtside(SixthandCaldwell)–16stories,104units,completedinlate2005.

Second Ward

• ThePark(ThirdandCaldwell)–21stories,107units,plannedforcompletionin2011withatenstoryHyattPlacehotelinte-gratedintothebuildingrenamedSkye.

• EpiCentre(ontheformerOldConventionCentersite,describedabove)–53stories,400units,withnoproposedcompletiondate.

Third Ward

• 230SouthTryon(TryonandThird)–arehabilitationofa30-year-oldformerofficebuildingthat,with13storiesand110units,wascompletedin2007.

• TradeMark(WestTradeandMint)–28stories,162units,wascompletedinlate2007.

• NovarreGroup–redevelopmentoftheoldDukePowerBuildingsitewithmultipleshigh-riseresidentialbuildings,ahotel,retailspaceandpotentiallyofficeuses.Acondominiumbuildingandadjoiningparkingdeckwerecompletedin2010.

Fourth Ward

• Avenue(NorthChurchandWestFifth)–36stories,386units,completedin2007.

• TheVue(PineandWestFifth)–50stories,411units,completedin2010.

• TheGarrison(GrahamStreetatI-277)–aresidentialbuildingwithapproximately40units.

• TheCitadin(GrahamandWestEighth)–amulti-buildingrede-velopmentofanexistingapartmentcomplexwithbuildingsinthesixto20+storyrange.

ThissurgeinUptownhousingisindicativeofastrongmarketinter-estintheCenterCity.Whilehigh-risebuildingshavedominatedtheheadlines,morelow-andmid-risehousinghavebeenconstructedrecently.Thestronghousingmarketwillhavethesynergisticeffort


17III. VISION

ofsupportingandstimulatingretailUptown.Italsomeansmoreopportunitiestowalktowork,ratherthancommute.Insum,itunderscorestheneedforcreatingamorewalkableenvironmentinCenterCity.

NewCharlotteKnightsBaseballStadium

AsetofcomplexlandtransactionsinvolvingtheCity,MecklenburgCounty,theownersoftheKnightsandotherprivatedevelopmentinterestsisalreadyaffectingsomepropertiesandhasthepotentialofaffectingseveralothers.Atthepresenttime,theprospectiveprograminvolvesthefollowingmajorpropertiesandactivities,severalofwhichwillimplementsignificantrecommendationsofthisPlan:

• TheoriginalThirdWardParksite(twoblocksboundedbyFourth,MintandGrahamStreetsandMLKBlvd)willbethesiteofthenewbaseballstadium.

• TheThirdWardParkisbeingdesignedforthesiteboundedbyMint,ThirdandChurchStreetsandMLKBlvd.withplannedcompletionin2012.

• Thesetwodevelopmentswillresultinthefollowingstreetmodifications:

— TheclosureoftheFourthtoThirdconnector

— TheconversionofFourthfromone-waytotwo-waybetweenMintandPoplar

— TheclosureoftheMinttoPoplarconnector

— TheconversionofMintfromone-waytotwo-wayfromGra-hamtoTrade

— TheconversionofPoplarfromone-waytotwo-wayfromThirdtoSixth

— TheconversionofMLKBlvd.fromone-waytotwo-wayfromMinttoCollege

• RedevelopmentofMarshallParkandthecurrentSchoolBoardofficesitetoinclude:

— AnewSecondWardPark

— Severalmulti-storyresidentialbuildingswithsomesupport-ingretailuses

— AnewlocalstreetnetworksimilartothatproposedintheSecondWardPlan

2020 Vision Plan Recommendations

The2020VisionPlanrecommendssix(6)strategiesforthedevel-opmentofanintegratedtransportationnetwork.Theyinclude:

1. Leverage Charlotte Gateway Station and the Charlotte Transportation Center

2. Increase transportation choices for people who live, work and play in Center City

3. Maximize transit-oriented development opportunities

4. Improve network navigation, comfort and connectivity

5. Create a true City of Bikes

6.StrengthentheUnifiedParkingSystemandProgram

1. LeverageGatewayStationandtheCharlotteTransportationCenter

Charlottehastheopportunitytodevelopauniquedualhubtransitsystemasaregionalnexusoftransportationandemploymentthatlinkslocalandregionalbuses,GoldRushrubbertiretrolley,street-car,lightrailandhighspeedrailwithtransit-orienteddevelopment.Thelocationofthemulti-modalstationsateitherendofWestTradewouldcatalyzedevelopmentbetweenthetwohubsandenergizethecorridorlinkingthem.Thetwostationsshouldbedevelopedasintensemixed-useemploymentcenterswithstrongconnec-tionstoeachother,otherUptowndestinations


18

andthesurroundingneighborhoods.Whenfullyimplemented,thesetwohubscouldworkinacoordinatedwaytoimproverouting,circula-tionandaccessibilityandprovideafullrangeoftransitoptions.

Tofullyrealizethepotentialofadualhubsystem,GatewayStationandtheCharlotteTransportationCentermustfeelliketheyarecloselylinkedalongthecorridorofTradeStreet.Strongpedestrianconnec-tionsandfrequentlow-costorfreestreetcarserviceshouldbeestab-lishedalongtheSignatureStreet.Streetscapedesignelementsshouldemphasizetheimportanceoftheseconnectionsandbesupportedbynewofficeuses;uniquearchitecture;activeground-flooruses;plazasandopenspaces;andamenitiesforpedestrians,bicyclistsandtransitriders.

2.Increasetransportationchoicesforpeoplewholive,workandplayinCenterCity

ToachievethegoalofdecreasingthenumberofpeoplewhodrivealonetoCenterCity,thefullrangeoftransportationoptionsmustbeexpandedandpromotedtoresidents,workersandvisitors.Recommen-dationsinclude:

• Initiate a car share program that provides mobility options and helps to reduce the number of cars in Center City

Acomprehensiveandflexiblecarshareprogramshouldservearangeofpeople.Employerscouldreduceparkingprovisionsandtheneedforemployeestodrive.Parkingcurrentlyoccupiedbyfleetvehiclescouldbefreedupbyenrollmentintheprogram.Workerscouldusecarstorunerrandsduringthedayandavoidthecostofcommutingandparkingtheirpersonalvehicles.Residentsmayneedfewerhouseholdvehiclesandwouldhaveaccesstoagreaterrangeofvehicletypes.Finally,visitorscoulduseexistingmembershipsforexploringCenterCityneighborhoodsandotherareasofCharlotte.

• Develop a discounted pass program that integrates multiple trans-portation modes.

AprimaryadvantageoflivingandworkinginCenterCityisthegrow-ingrangeoftransportationoptionsthatareavailable.Toencourageuseoftheseoptions,apassprogramshouldbedevelopedthataccom-modatesresidentsandemployeeswhouseavarietyofmodesfortheircommuteanderrands.Amonthlyorquarterlypassshouldincludemultiplelevelsandentailacombinationofdailyparking,transitridesandcarshareusage.

• Employ multiple strategies to increase transit ridership.

TheCharlotteregionismakinglargeinvestmentsintransitwiththegreatestconcentrationofamenitiesconverginginCenterCity.Programsshouldcontinuetobeexploredtoincreasetransitridership.Strategiesmayincludeafare-freezone,discountedpassprograms,employer-providedpasses,additionalamenitiesattransitstopsandontransitvehicles,smartphoneapplications,andmore.

3.Maximizetransit-orienteddevelopmentopportunities

Newdevelopmentopportunities,includingmixed-useresidentialandofficedevelopmentwithretailservices,shouldbetargetedatlightrailandstreetcarstationsandalongtransitroutes.Transit-orienteddevelopment(TOD)projectswillcontinuetodevelopandattractresidentsandemployersseekingcompact,mixed-usedevelopmentwithlessrelianceontheautomobileandawiderangeofdestinationsandamenitieswithinwalkingdistance.

• Direct investments toward new TOD projects along transit corridors and within Focus Areas such as the Third Ward Ballpark Neighbor-hood, West Trade Corridor, Charlotte Transit Center and South End.

TherecommendationsoftheCenter,CorridorsandWedgesGrowthFrameworkshouldbeimplementedatfivelinearGrowthCorridorsalonghigh-capacitytransportationroutesthatextendfromCenterCitytotheedgeofCharlotte.Thisguideprovidesdevelopmentrecommen-dationssuchaspedestrian-orientedvillagesdesignedtoincludeamixofcomplementarymoderate-tohigh-intensityuses.


19III. VISION

• Create partnerships between private ventures, public agencies and neighborhood groups to ensure successful TODs

Incentivesshouldbeprovidedtoattractdevelopersandprojectinvest-mentsuchas“fasttrack”permitting,propertytaxabatementanddensitybonuses.Potentialcommercialtenantsshouldbemarketedtothroughaportfolioofavailablepropertiesandprovisionofincentivesforlocalmerchants.Successfullycompletedprojectsshouldbedocu-mentedandcompletedprojectsshouldbedocumentedandusedtodemonstrateefficacyandgaininterestandsupport.

4.Improvenetworknavigation,comfortandconnectivity

Changingthewaypeoplegetaroundislargelydependentontheinfrastructureavailabletofostertheirmobility.Settingthestageforhealthyandsustainabletransportationchoiceswillincludecreatinganetworkofmulti-modalstreetsthatbalancetheneedsandpreferencesofarangeofusers.

PrioritizeCenterCitystreetswithtrafficcalmingtechniquestobetterfacilitatewalkingandbiking.

EffortsmustcontinuetoslowtrafficonallCenterCitystreets.AkeygoaloftheCenterCityTransportationStudyistoensurethatallstreetsinsidetheI-77/I-277looparesafeandcomfortableforpedes-triansandcyclists.Continuedeffortsshouldinclude,butnotbelimitedto,reducingthenumberandwidthoftravellanesinstrategiclocations;addingon-streetparkingwherefeasible;exploringcurbextensionsthatreducepedestriancrossingdistances;increasingpedestrianamenities;andenforcingspeedlimits.

• Restore key connections within the existing street grid to create a stronger and more navigable roadway network.

Newstreetsandstreetsegmentsshouldbeconstructedtoimproveconnectivityandmeetspecialneeds.ThesenewormodifiedstreetsincludethoseinthevicinityofGatewayStationandThirdWardPark;anoverpassoverI-277andadjacenttotheLYNXBlueLinelightrail

fromSecondWardtoDilworth;streetextensionsandanewstreetfrom7thStreetto9thStreetparallelingthelightrailextensioninFirstWard;andneighborhoodresidentialstreetsinthefutureredevelopmentofSecondWard.

• Implement the Boulevard Loop to create an attractive circulator route within the core of Uptown.

Thistwo-wayperipherallooparoundCenterCityshouldcomprisegrandtree-linedboulevardsalongGraham,StonewallandMcDowellstreetsandaone-waycoupleton11thand12thstreets.TheBoulevardLoopshouldhaveenhancedlandscapingandgreatpedestrianameni-ties,aswellasbeintegratedwiththerecentlyinstalledsignagesystempromotingwayfindingandconvenientconnectionstothefreewayloop.Tofacilitateimplementationofthisrecommendation,theCityofCharlotteshouldrequestcontrolofGrahamwithinthecitylimitsfromtheNorthCarolinaDepartmentofTransportation(NCDOT)andacceptresponsibilityforthedesignandmaintenanceoftheroadway.

• Create a Ward Loop that creates an attractive pedestrian and bicycle route between the four wards.

AloopofstreetsshouldbeestablishedinCenterCitythatprovidesfamily-friendlyneighborhoodconnectionsbetweenthefourwards.TheWardLoopshouldfunctionasalinearparksystemwithhighlevelsoflandscaping,pedestrianandbicycleamenitiesaswellasconnectiv-itybetweenparks,neighborhoodsanddestinations.TheloopshouldincludePoplar/Mintstreets,MartinLutherKingJr.Boulevard(MLK),andDavidsonand9thstreets.Itshouldgenerallybecharacterizedbyadjacentresidentialdevelopmentandshouldbepunctuatedbythefourwardparks.Whileoneconsistentstreetscapedesigntreatmentisinfeasibleandnotdesirable,selectelements(suchasaspeciesoftree,publicart,pavingmaterialsand/orstreetfurnishings)shouldbeincludedaroundtheWardLooptosetthisuniqueamenityapartfromotherCenterCitystreets.


20

• Undertake a comprehensive study of the I-77/I-277 loop.

Withitswidelanes,fast-movingtraffic,andelevatedanddepressedinfrastructures,thefreewayloopisthebiggestobstacletoconnec-tivityinCenterCity.Afullanalysisofthesystemshouldbeunder-takentoinvestigatethepossibilityofreducingthenumberofinter-changes;shorteningon-rampsandoff-ramps;changingthedesignand/orlocationofoverpassesandunderpasses;andimprovingconnectivityforbicycles,pedestriansandtransit.Thisstudyshouldbeacollaborativeundertakingoftherelevanttransportationagen-cies(includingCharlotteDepartmentofTransportation(CDOT)andNCDOT),Cityplanning,andotherstakeholderagenciestoensurethatitconsidersthemultiplegoalsstatedabove.

5.CreateatrueCityofBikes

Bicyclingshouldbeahealthy,sustainableandconvenientwaytogettoandaroundCenterCity.Differencesbetweenuserabilities,com-fortlevelsandtrippurposeswillrequirearangeofon-streetandoff-streetconnections,end-of-tripfacilities,bikesharing,signageandwayfinding.

• Create a network of dedicated and shared bicycle facilities to fos-ter easy access and mobility throughout Center City

Theareashouldincludeoptionsforbicyclistsrangingfromsharedroadwaystobicyclelanestomulti-usepathways,includingfacilitiesthatfosterquick,efficientandsafebicyclingoptionsforcommuters.Ridersofdifferentagesandskilllevelshavevariedcomfortlevelsandpreferenceswhenitcomestobicyclefacilities.WhileallstreetswithinCenterCityshouldaccommodatebicyclesinthetravellanes,CDOTshouldexploreopportunitiesforadditionalseparatedbicyclefacilities,bicyclelanesandsharedlanesonstreetswithlowtrafficvolumes.

• Provide a range of quality end-of-trip facilities throughout Center City to encourage and support bicycle commuting

Avarietyofshort-termandlong-termbicycleparkingsolutionsshouldbeimplementedinCenterCity.Theseshouldrangefromadditionalbikerackstoshowerfacilities.

• Develop a bike share system for residents, employees and visitors toofferflexibilityforthosewantinganalternativewayofgettingaround Center City

Abikesharesystemcansignificantlyreducetheuseofautomo-bilesinCenterCitybyprovidingemployees,studentsandresidentswithaquickandinexpensivemeansofrunningerrandsandmakingimpromptutripsduringtheday.Electricbicyclescanbroadentheappealoftheprogramandextendtherangeoftripsthatcouldbemadeusingasharedbicycle.

• Continue to seek funding to fully implement the City of Charlotte Bicycle Plan.

TheCityofCharlotteBicyclePlanincludesacomprehensivecollec-tionofrecommendationsforimprovingcyclingthroughoutthecom-munityincludingconnectionstoandthroughCenterCity.TheCityshouldcontinuetoseeklocal,stateandfederalfundingtoimple-menttheplanrecommendations

6.StrengthentheUnifiedParkingSystemandProgram

AutomobileparkingwillcontinuetobeavaluableresourceinCenterCitythatrequiresdeliberatemanagementandcreativesolutions.Aunifiedparkingsystemwillrequireahighlevelofdesign,coordina-tionandmanagement.

• Develop a balanced and shared parking strategy to optimize use of resources and reduce overall parking demand.

Newparkingsupplyshouldbecarefullyimplemented.Considerationshouldbegiventowherethegreatestdemandwillexist,where


21III. VISION

thereisapredicteddeficitofsupply,andhowtheparkingstrategycancomplementotherTransportationDemandManagementinitia-tives.Ashared-useapproachtoparkingshouldbeembracedtoallowfortheefficientuseofthisvaluedasset.Thecreationofashared-usemodelwouldempowerplannerswithsufficientdatatomakeinformeddecisionsaboutthelocation,amountandpoliciesthatwouldmanageUptownparkingresourcesontypicalweekdaysaswellasforweekendsandspecialevents.

• Design new parking that is pedestrian- friendly, context-sensitive, and adds to the urban fabric of Center City.

Specialattentiontoparkingdesignmustbepaidtofacilitieslocatedonhigh-valuestreetsandblockswhereheavypedestrianmovementsaremostprevalent.Parkingfacilitiesintheselocationsshouldbeinte-gratedasapartofbuildingsandmaintainanactivefaçadewithoccu-piedspaceandintegratedbuildingarchitecture.Regardlessofloca-tion,allparkingshouldbedesignedtobesafe,attractive,andincludeinterestingdetailsthatmakeapositivecontributiontotheexperienceofCenterCity.

• Increase on-street parking supply where appropriate and based on the recommendations of the City’s Curb Management Study.

Increasingon-streetparkingsupplywouldassistbothwithcalmingtrafficandwithincreasingthesupplyofshort-termparkingwithinCenterCity.Theadditionofon-streetparkingshouldbestrategicandimplementedinaccordancewiththeCurbManagementStudy.Onsomelower-volumestreetsthathavehighertrafficdemandsduringpeaktimes,optionsshouldbeexploredthatallowpartialclosuretomotorvehiclesduringoff-peakperiods.

• Apply new technology and other progressive parking programs.

Newapproachestoparkingshouldcontinuetobeexplored,includingthosethatintegratetechnologicalcomponentssuchassmartphoneapplications,dynamicsignageshowingavailablespaces,andothernewparkingstructuretechnologyandinfrastructure.Carsharing

andelectricvehicleparkingwithchargingstationsshouldbeinstalledtoaccommodatetheevolvingtechnologyandchanginguseoftheautomobile.Finally,theprovisionforcreditcard-enabled,multi-spacemetersshouldcontinueastheCityconvertsparkingmeterstopaysta-tionsforon-streetparkingthroughoutUptown.

Future Aspirations: The Views Of Stakeholders

AnearlystepinthepreparationofthisPlaninvolvedconsultationwithCenterCitystakeholderstodeterminetheirperceptionsoftheCenterCityandtheiraspirationsforitsfuture.Interviewswereheldwith35keystakeholders,includingbusinessandcivicleaders,devel-opers,CityandCountystaff,andrepresentativesofneighborhoodgroups,culturalorganizationsandeducationalinstitutions.Thestake-holdersmadeseveralimportantpoints,summarizedbelow.

EmploymentGrowth

Severalstakeholdershadreservationsabouttheplan’sforecastthatcallsforanincreaseinCenterCityemploymentofapproximately40,000workersinthenext25years.Suchalargeincrease(from55,000todayto95,000in2030)wasgenerallyconsideredunlikely.

• ThemajorCenterCityemploymentdrivers–suchasBankofAmerica,Wachovia,DukeEnergy–expecttheirratesofgrowthtoslowconsiderablyincomparisontothe1980sand1990s.

• ThemostlikelysourceoffutureCenterCityemploymentgrowthwillbefrommultiplesmalleremployersandsmallerentrepre-neursthatareresponsivetotheCenterCity’slifestyle.

• Indeed,therewassomeconcernthatsomebusinessesmayleavethecongestionandhighertaxrateinCenterCityandmovetoareaselsewhereinCharlotteoroutsideMecklenburg.

• TheconsensuswasthatgreatereffortsareneededforCenterCitytoretainitspositionastheemploymentcenteroftheregion.


22

Residential

• ResidentialgrowthwasseenbystakeholdersasthemajormarketforCenterCitydevelopmentoverthenextseventotenyears.

• Thenewhousingislikelytobeatdensitieshigherthanrecentconstruction(aviewexpressedpriortomanyoftherecenthigh-riseprojectannouncements).

• Moremixed-incomechoicesareneededtomaintainagooddemographicmix.

• Residentialareasalsoneedopenspacetomaintainasufficientbalanceofgreenspace,butthesedonotnecessarilyneedtobelargeparks.

• TherewassomeskepticismregardingthepotentialofrealizingtheresidentialemphasisoftheSecondWardMasterPlan,duetothecostofrelocatingCountyfacilities.

Government

GovernmentisamajorCenterCityemployerthatisoftenover-lookedinestimatesofCenterCityemployment.

• UncertaintyabouttheCounty’splanswasfrequentlymentionedasanimpedimenttomovingforwardwiththeSecondWard,ThirdWardandGovernmentCenterplans.

• TheCountymaykeepmostofitsemployeesUptown,butcouldmovesomeofitsfunctionsoutofCenterCitytoneighborhoodorregionalservicecenters.

• PlansfortheNorthTryonvillageproposedintheCenterCity2010VisionPlanareproposedasacatalystprojectforredevelopmentoftheHalMarshallCenter.

Entertainment

CenterCityistheentertainmentandculturalcenteroftheCharlotteregion,butstakeholdersbelieveitcouldbestronger.UptownentertainmentisseenasaneconomicdriverforCenterCity,butitisviewedasbeingonasmallscale,relativetocitiesofcomparablesize.

• ThenewArenalocationisamajoropportunityforretail,upscalerestaurantsandotherentertainmentvenues.

• ThevitalityoftheareabetweentheArenaandtheConventionCenterNASCARComplexisimportant.Shoppingisthenumberoneactivityforconventioneerswhoneedtohaveaneasily-navigatedexperiencewithinthearea.

• Johnson&Waleswillbeamajorcontributortotheentertain-mentmix,butthereareotheropportunitiesandspecialattrac-tionsthatcouldhelpCharlottecompetewithlargercities,suchastheplannedrelocationoftheCharlotteKnightsbaseballteam.

• TheMecklenburgCountyAquaticCenterattractsregionalaswellasnationalsportsevents,onthescaleofsomeconven-tions.Thecentercouldpotentiallyberelocatedtoanothersite,possiblyinthesamecomplexasthebaseballstadium.

HigherEducation

TradeStreetisdevelopingintoan“educationalcorridor,”fromCentralPiedmontCommunityCollegeintheeast,toJohnsonC.SmithUniversityandJohnson&WalesUniversityinthewest,andaproposalhasbeenmadeforaQueensCollegelawschoolinthecurrentFederalCourthousewhenitisvacatedinthenextfewyears.TheinfluxofJohnson&WalesstudentsisexpectedtohaveasignificantandpositiveimpactonCenterCityentertainment,housingandemployment.UNCC’sinterestinanexpandedCenterCitypresenceandthepotentialoftheWakeForestBusinessSchoolbeingapartofWachovia’sSouthTryonprojectwilladdtothisarrayofeducationalofferings.


23III. VISION

Transportation

Stakeholdersmadetheobservationthat,althoughthereisconges-tiononmanyoftheroadscomingintoCenterCity,therearerela-tivelyfewtrafficproblemsonceintheUptownarea.

ThemostrecurringstakeholderperceptionwasthatthereisnotenoughparkinginCenterCity.Severalotherpointsweremadebythestakeholders:

Streets and Highways

• TheI-277Loopisperceivedbystakeholdersashavingbothposi-tiveandnegativeaspects.ItprovidesgoodcircumferentialaccesstoCenterCityandacleardefinitionofCenterCityboundaries,butitisalsoabarriertolong-termexpansionandtointegrationofadjacentneighborhoods.Therearealsoanumberoffunc-tionalproblemswithI-277thatwillneedtoberesolvedastrafficincreases.

• StrongerlinkagesareneededtosurroundingneighborhoodsandactivitycenterssuchasJohnsonC.SmithUniversity,CPCC,SouthEnd,Dilworth,Midtown,Cherry,WestMorehead,WesleyHeightsandothers.

• Withintheloop,trafficcongestiononCenterCitystreetsisseenasminimal.Thearterialcongestionpointstendtobeatintersec-tions,suchasRandolphandWendover,thataretwomilesandfartherfromCenterCity.

• Arenatraffic–andhowitwillimpactUptownresidential,enter-tainment,andbusinesstraffic–wastheconcernmostoftenraisedbystakeholders.

• One-waystreetsinCenterCitytoooftenarenotvisitor-friendly,inhibitretaildevelopmentandcauseconflictsinresidentialareas.

Parking

• Availabilitywasaconcernfrequentlyraisedbystakeholders.Eveningandweekendparkingisplentiful(manygaragesarefreeduringnon-businesshours),butthelocationisnotnecessarilyneardesiredactivityvenues.

• Somefeltthecostofparkingwastoohigh,butotherssuggestedincreasingthecostasawaytoforceorgainridershiponthenewtransitsystem.SeveralofthelargerCenterCityemployerscur-rentlypayfor,orsubsidizeemployeeparking.BankofAmericasubsidizestheGoldRush,partlytoprovideaccessforemployeestolessexpensiveparking.

• Wayfindingisinadequate,particularlyforvisitorsandarearesi-dentswhovisitinfrequently.Athree-tieredwayfindingsystem(completed)wassuggestedtoimprovetheeaseoffindingdesti-nationpointsforvisitors,workersandresidents.Theinabilityoftheownersofprivately-ownedparkingfacilities(themajorityofexistingparking)todirectmotorists,especiallyvisitors,totheirfacilities,wasoftenstatedasarelatedproblem.

Pedestrians and Bicyclists

• Twoviewsofpedestrian-friendlinesswereexpressed.OneviewheldthatthetrafficpatternisaimedatgettingpeopleinandoutofCenterCity,andthatobjectiveconflictswithpedestrians.Oth-ersfeltthatCenterCityisverypedestrian-friendlyandthatthischaracteristicwasoftencitedbyout-of-townvisitors.

• Surfaceparkinglots,low-densitybuildingareasandtherailroadembankmentwereallfrequentlycitedasbarrierstopedestrianmovement.

• ThegrowthofJohnson&WalesUniversityismakingWestTradeStreetamajorpedestrianactivitystreet.

• BicyclistsidentifiedtheshortageofsafeaccessroutesintoCenterCityandacrosstheI-277Loopastheirgreatestconcern.


24

Transit

• Thegeneralperceptionwasthatbusesarecostlyandgenerallystopinpoorlocations.TheGoldRushispopular,butdoesnotserveCenterCityresidentialdistricts.

• Therewasalmostuniversalsupportforthenewrapidtransitsystem,althoughmanyintervieweeswerenotfamiliarwiththespecificsoftheCenterCityproposals.

• Therewassomeconcernthatthemulti-modalStationcouldbetoolarge,butitwasalsofeltthatitwouldbeapositivestimulusforthearea.ThetrafficrelationshiptoThirdWardandFourthWardresidentialareaswasaconcern.

TheseviewsofCenterCitystakeholders–togetherwithadoptedplansandpoliciesandwiththedevelopmentsunderconstructionornowbeingplanned–providethebackgroundforthisCenterCityTransportationPlananditsproposalsforagrowingandchangingCenterCity.


25IV. FRAMEWORK

IV. FRAMEWORK

PlanningforCenterCity’sfuturetransportationsystemstartswithanunderstandingofthevisionorlong-termdirectiondesiredforCenterCityCharlotte.Thepreviouschaptersketchedthatvision,asitisfoundinadoptedplansandpolicies,andasitisinfluencedbytrendsinpublicandprivatedevelopment.ThepurposeoftheCenter City Transportation Planistoplanthetransportationsystemthatwillsupportthisvision.

Thatfuturetransportationsystemwillbeamodificationoftheexist-ingsystem,ofcourse.Therefore,itisnecessarytounderstandthecharacteristicsoftheexistingsystem(andhowitfunctions)asthebackgroundforthenewplan.Furthermore,thenewplan’sframeworkisalsoshapedbythegrowthprojectionsforCenterCity.Accordingly,this“Framework”chapterfocusesontheexistingtransportationsystemandonpopulation,housingandemploymentforecastsforthenext20years.

Existing Transportation System

ExistingVehicularNetwork

Whilethestreetnetworkservespedestrian,bicyclistandtransitusers,theautomobileisthepredominanttransportationmode.Therefore,anunderstandingoftheexistingtransportationsystembeginswithvehicularuseandcapacityofthestreetnetwork.

AreportpreparedfortheCityin2000madetheseassumptionsregardingtraveltoCenterCityinthemorningpeakhours:

• 85%oftotalCenterCityworkersactuallyreporttoworkinCenterCityonanygivenday;

• 78%ofCenterCityworkersarriveinthetwo-hourmorningpeakperiod;

• 80%ofpeopletravelingtoCenterCityinthemorningpeakperiodarecommutersdestinedtotheirjobs;theremain-deraretravelingforotherpurposes.


26

• 6%oftrafficenteringCenterCityduringthemorningpeakperiodconsistsoftaxis,vansandcommercialvehicles.

Basedondatafromthelastdecade,twosignificantobservationscanbemaderegardingtrafficenteringCenterCityCharlotteeachmorning:

Traffic volumes are well within the total capacity of the street system at the gateway locations – and have increased only slightly since 1995.ThetotalvolumeoftrafficenteringCenterCityhadgrownsignificantlyintheearly1990s,increasing25percentbetween1991and1995.However,sincethemid-1990sthisvolumehasremainedfairlyconstant,havinggrownlessthantwopercentbetween1995and2003.Table3-1chartsthedataoninboundpeak

hourtrafficatentrypointsintoCenterCity,overa12-yearperiod.

Table 3-1: Traffic Volumes, 1991-2003

(MorningInboundPeakHourTrafficatGatewayLocations)

The vehicle occupancy ratio has actually declined slightly over the last 12 years.Inshort,fewercarsenteringCenterCitydur-ingthemorningrushhourhavemorethanoneoccupant.In1991,the“vehicleoccupancyratio”(fornon-transitvehicles)was1.17.By1995ithaddecreasedto1.15,andin2003itwas1.11.Whilethisdeclineisconsistentwithexperienceinmetropolitanareasthroughoutthecountry,itisapparentthatincreasesinvehicleoccupancyareneededifthestreetsystemistocarrymorepeoplewithoutexpandingvehicularcapacity.

Onthewhole,thestreetnetworkfunctionswell.Ananalysisof2003trafficdatafortheCenterCityTransportationPlanreachedthefollowingconclusions:

1. ThestreetsleadingintoCenterCity–the“gateways”–arerela-tivelyuncongestedduringthemorningpeakcommuterperiod.

2. MostintersectionsinCenterCityarealsooperatingwellwithintheirpotentialcapacityduringthisperiod.Onlytwointersections–TenthandGraham,andFifthandGraham–

Figu

re 2

.2 G

atew

ay T

raffi

c C

ount

Cor

don

GatewayTrafficCountCordon

A.M. PEAK HOUR INBOUND TRAFFIC AT GATEWAYS

0

5000

10000

15000

20000

25000

30000

35000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Vehi

cles

Inbound Traffic 2003 Hourly Capacity


27IV. FRAMEWORK

experience“marginal”congestion,accordingtothecriteriaoftheCharlotteDepartmentofTransportation(CDOT).

3. Whilethestreetnetworkoperatesacceptablyduringthemorn-ingandeveningpeakperiods,congestiondoesexistonmajorapproachroutestotheCenterCity.Inaddition,selectedexitrampsfromthefreewaylooptoCenterCityarealsocongestedduringthisperiod.Theseindividualcongestedlocationsmay,tosomeextent,bemeteringtrafficthatentersCenterCityatthegateways.Inotherwords,driversmaybemakingindividualadjustmentsastheyseekroutestotheirdestinationthatarelesscongested.

4. ThenumberofvehiclesenteringCenterCityduringthemorn-ingpeakperiodhasremainedrelativelyconstantoverthepastseveralyears.

5. Duringthesametime,theaveragenumberofpeoplepervehicledeclinedslightly.

TrafficConditionsatGateways

Gateway StreetsarethestreetsenteringCenterCityfromoracrossthefreewayloopthatencirclesCenterCity.ThecapacityofthetransportationsystematgatewaylocationsisoneofthekeyfactorsthatcouldpotentiallyaffectthegrowthofCenterCity,sinceitcreatesafinitenumberofentrypointsintotheUptownstreetgrid.

CDOThasusedtrafficcountsatselectedgatewaylocationstomonitorperformanceattheselocationsoveranumberofyears.ThisCenterCityTransportationPlanexaminedexistingcondi-tionsbyreviewingtrafficcountsperformedinSeptember,2003.Thereportedpeak-hourstrafficvolumeswerecomparedwiththehourlyroadwaycapacitiestoderiveanestimateoftheoverallper-formancebothofthecompleteroadwaysystemandofindividualstreetsatthesegatewaylocations.Theanalysisusedastreetcapacityof600vehiclesperlaneperhourfortwo-waystreets,and750vehiclesperlaneperhourforone-waystreets.TheresultsofthereviewareshowninTable3-2.

TheresultsoftheanalysisareconsistentwiththoseusedbyCDOTinpreviousgatewayanalyses.Twoobservationsabouttheoverallnetworkareapparentfromthemostrecentdata:

Roadways leading into Center City operate well within capacity during the morning peak hour, as indicated by the overall volume compared with capacity.Thismeasureisexpressedinthetableasa“v/cratio.”Foralllocations,thecompositeratiois0.66,implyingthatthesystemoverallisoperatingatapproximatelyatwo-thirdscapacity.

Street Location Inbound Lanes

Capacity / Lane Capacity 2003 Pk

Hr. Vol.2003 v/c

Ratio

Graham s. of 10th 2 600 1200 1081 0.9010th w. of Poplar 1 600 600 286 0.48Church n. of 10th 3 750 2250 1317 0.59Tryon n. of 10th 2 600 1200 704 0.59Brevard s. of 11th 3 750 2250 1111 0.49Davidson s. of 11th 1 600 600 422 0.70Total north 12 8100 4921 0.61

8th w. of McDowell 1 600 600 93 0.167th w. of McDowell 2 600 1200 1179 0.986th w. of McDowell 2 750 1500 776 0.52Trade w. of McDowell 2 600 1200 588 0.494th w. of McDowell 4 750 3000 2270 0.762nd w. of McDowell 2 600 1200 612 0.51Total east 13 8700 5518 0.63

Stonewall e. of Caldwell 2 600 1200 1276 1.06Caldwell s. of Stonewall 3 750 2250 1530 0.68College s. of Stonewall 3 750 2250 1658 0.74Tryon s. of Stonewall 2 600 1200 298 0.25Mint s. of Stonewall 2 600 1200 756 0.63Total south 12 8100 5518 0.68

4th w. of Sycamore 2 600 1200 370 0.31Trade w. of Sycamore 2 600 1200 1647 1.375th w. of Sycamore 2 600 1200 852 0.71Cedar n. of Morehead 1 600 600 389 0.65Total west 7 4200 3258 0.78

44 29100 19215 0.66Total Cordon

Table3-2:TrafficVolumesatGateways(September,2003)


28

Each major direction of approach to Center City is operating at a roughly comparable level, with volume-capacity ratios ranging from 0.61 to 0.78.OneexplanationforthisbalanceislikelytobetheexistenceoftheI-277Loop,whichencirclesCenterCityandallowsfortrafficapproachingittoberedistributedtoanumberofstreetsthatenterCenterCityfromalldirections.

Anexaminationofindividualstreetsleadstotheseconclusions:

Four intersections are operating at or near capacity,includingtwo(portionsofStonewallandWestTrade)thatexceedtheoreticalcapacity:

• TradeStreet,westofSycamore(volume-capacityratioof1.37)

• StonewallStreet,eastofCaldwellStreet(1.06)

• SeventhStreet,westofMcDowellStreet(0.98)

• GrahamStreet,southofTenthStreet(0.90)

ThefourstreetslistedaboverepresentthefourmajordirectionalapproachestoCenterCity.Eachofthesegatewaylocationsisimmediatelyadjacenttoafreewayoff-ramp(withtheexceptionofSeventhStreetontheeastside),suggestingthattheselocationsarebeingdisproportionatelyaffectedbytrafficapproachingCenterCitybythefreeways.

Not all gateways that are close to freeway off-ramps are equally congested.Thismayoccurbecauseofcapacitylimitationsontheoff-rampsorsimplybecausethesegatewaysarenotasattractiveasapproachroutestotheCenterCitybecauseofotherconstraints.

Most other gateway locations are operating well within their potential capacities,withthevolumesonthefol-lowingstreetsbeingsignificantlybelowcapacity.

• EighthStreet,westofMcDowellStreet(volume-capacityratioof0.16)

• TryonStreet,southofStonewallStreet(0.25)

• FourthStreet,westofSycamoreStreet(0.31)

TrafficConditionswithintheCenterCity

Onceinsidetheexpresswayloop,pastthegatewayentrypoints,theprincipalstreetsthatcarrycommutertrafficareperformingwell.PrimarycommuterstreetsarethoseintendedtoprovidehighcapacityfromthefreewaylooptotheUptowncore.TheyrepresentabouthalfofthegatewaycapacityforinboundtrafficintoCenterCityand,infact,docarryabouthalfofthetrafficenteringCenterCityinthemorningpeakhours.ThedatainTable3-3indicate:

• Alloftheseprimarycommuterstreetsfunctionatanadequatelevelofservice,and

• Furthermore,noneofthestreetsoperatingatorabovecapac-ityareprimarycommuterstreets.

Street Location InboundLanes

Capacity/Lane Capacity 2003 Pk Hr.

Vol. 2003 w/c

RatioChurch n. of 10th 3 750 2250 1317 0.59Brevard s. of 11th 3 750 2250 1111 0.49Total north 6 1500 4500 2428 0.54

6th w. of McDowell 2 750 1500 776 0.524th w. of McDowell 4 750 3000 2270 0.76Total East 6 1500 4500 3046 0.68

Caldwell s. of Stonewall 3 750 2250 1530 0.66College s. of Stonewall 3 750 2250 1658 0.74Total South 6 1500 4500 3188 0.71

4th w. of Sycamore 2 600 1200 370 0.315th w. of Sycamore 2 600 1200 852 0.71Total West 4 1200 2400 1222 0.51

Total Commuter 22 5700 15900 9884 0.62

Commuter/All Gateways 50% 54.60% 51.40%

Table3-3:TrafficVolumesforPrimaryCommuterStreetsatGateways


29IV. FRAMEWORK

ExistingPedestrianEnvironment

InconjunctionwiththeCenterCityTransportationPlan,CDOTstaffundertookadetailedanalysisofthepedestrianconditionofeveryblockfaceinthestudyarea.TheresultsprovidebaselinedatafortheexistingpedestriansysteminCenterCity.Theanalysisplaysakeyroleinpreparingthenewtransportationsystemplanbyhelpingdefineplanstandardsforstreetscapedesignandotherimprovementsintheinfrastructuresupportingpedestrianuse.

RatingExistingConditions

Theplanusedthewidthofsidewalksastheprimarymeasureofpedestrianqualityinacityblock.Numerousotherfactorscontrib-utetothequalityofthepedestrianenvironment,ofcourse,includ-ingstreetfurniture,trees,treegrates,landscaping,art,wayfindingsignage–eventhequalityofthepavement,itself.However,width,orspace,isseenasthefoundationuponwhichpedestriancapacity,comfortandotherqualitativeattributesareachievable.

ThepedestrianqualityofeachblockfaceinCenterCitywasclassi-fiedinoneoffivecategories: Existing Quality Rating System

Quality Rating Criteria

1.HighQualityPedestrianspaceatleast22feetwide(basedonmallimprovementstoTryonStreetandthe100blockofTradeStreet)

2.Medium-HighMedium-High Pedestrianspacebetween16and21feetwide

3.MediumPedestrianspacebetween12and15feetwide

4.Low-MediumPedestrianspaceatleast4feetwide,withnospecificseparationfromthecurbline

5.LowQuality

Pedestrianspacecontainingnosidewalk,asidewalkoflessthan4feet,oraside-walkof4feetorlessbutcontainingmajorintrusionssuchasutilitypolesorsigns.

Theresultofthestudyisacompleteatlasofpedestrianenvi-ronmentconditionsonallblockswithinCenterCity.Thereareanumberofblocksinwhichtwoormoreoftheseconditionsapplytoportionsoftheblockface,andtheseconditionsarenotedintheatlas.Thesamplephotographsonthesepagesillustratetheratinglevelsforexistingsidewalks.

Thequalityassessmentwassupplementedbya“walkabilityanaly-sis.”ThisanalysischronicledvariousneedsandobjectivestoimproveCenterCitywalkabilitythatareincorporatedinthenewtransportationsystemplanpresentedinthenextchapter.

RatingEnhancementPotential

Giventheseexistingconditions,whatisthepossibilityofimprov-ingthem?Inadditiontoevaluatingexistingquality,eachblockwasassessedforthepotentialofexpandingthewidthofthepedestrianspaceandtherebyenhancingthequalityofthespace.Thisexpan-sioncouldbedoneeither:

(a)inside the curb line,byusingsomeoftheexistingpavement,

(b)outside the curb lineinunusedright-of-wayoronadjacentproperty.

Combiningtheexistingqualityandpotentialenhancementratingsproducesacompositescoreforeachblockface.Forexample,ablockfacewithacompositescoreof“3-High”wouldmeanthattheparticularblockhasamediumqualityratingbuthashighpotentialforimprovement.

Theoverallevaluationwastabulatedwiththestreetslistedalpha-beticallyandtheblocksarrayedbyaddressrangeandflankingstreets.Inadditiontothequalitativerating,aphotographwastakentorepresenttheconditionofeachblockface(withmultiplephotographswheremorethanoneconditionwaspresent).ThisplanningresourceisavailablefromtheCharlotteDepartmentofTransportation.


30

Potential Enhancement Rating System

Inside the Curb Line (using some existing pavement space)

High Clearexcesspavementwidth

Medium Possibleexcesspavementwidth

Low Nopossibleexcesspavementwidth

Outside the Curb Line (in unused right-of-way or adjacent property)

High

Clearexcessright-of-wayorlandthatisvacant,asurfaceparkinglot,and/orsmallone-ortwo-storybuildingsthatlackhis-toricalsignificance

MediumSomepotentialforexpansion,butmorelikelynottooccurwithoutoruntilanyfutureredevelopment

Low

Significantexpansionobstacles,suchastaller,newerbuildings,orparkingstruc-tures,historicbuildings,orchurches,atorverynearthesidewalk

ExistingBicycleSystem

ThedevelopmentofabicyclecirculationsystemforCenterCityisinitsinfancy.TheCity’sBicycleMasterPlanadoptedin2008suplementstheCharlotte-MecklenburgBicycleTransportationPlan(1999)whichidentifiesnineprimarymarkedbicycleroutesleadingintoCenterCity,butalsonotestherearemajorimpedimentstosafeandconvenientbicyclecommuting.

ThemajorimpedimentsareassociatedwiththeI-277Loop.Narrowstreetwidthsonapproachstreetsoutsidetheloop,constrainedwidthsintheunderpassesandoverpasses,andthevolumeandspeedofpeakhourtrafficintheselocations,allaffectdevelop-mentofaviablebicyclecirculationsystem.Theplan’sselectionofroutesattemptstominimizetheseconstraints,butthosethat

involveexpresswayoverpassesandunderpasseswillrequiremodificationsatthoselocationsbeforecommutingconditionsareimproved.

Thesestreetshavebeendesignatedbythecity-wideBicycleTransportationPlanas“markedbicycleroutes”forentryintoCenterCity:

• TradeStreet/ElizabethAvenue

• WestFourthStreet

• WestFifthStreet

• EastTenthStreet

• McDowellStreet

• KenilworthAvenue

• MintStreet

• WestMoreheadStreet

• JohnsonStreet(tobeconnectedtoaproposedpedestrian/bicycleoverpasswhentherailcrossingatNinthStreetisclosed)

Inadditiontodesignatedroutes,elementsofabicyclesystemincludemarkedbicyclelanes,bicycletrails,andbicycleparking.

Bicycle Lanes

TheonlyactualmarkedbicyclelanesinCenterCityareportionsofFourthandThirdStreets.

AnadditionalbicyclelanehasbeenbuiltonKenilworthAvenueaspartofanoverallimprovementtothatstreetasitentersCenterCityandbecomesStonewallStreet.BicyclelaneshavebeenprovidedonbothsidesofKenilworth/Stonewall,fromIndependenceBoulevardtoMcDowell,improvingaccessundertheexpresswayloop.


31IV. FRAMEWORK

Bicycle Trails

InconstructingthetrolleylinefromSouthEndtoNinthStreet,CATSprovidedacombinationbicycleandpedestriantrailthatparallelsthetracks.WiththecomingoftheSouthCorridorLightRailTransitlinealongthesameright-of-way,combinationbicycleandpedestriantrailswillbeprovidedonbothsidesofthetracks,exceptforthecrossingofI-277.TheSouthEndBicyclePedestrianConnectivityStudyevaluatedotheralternativesforconnectionsbetweenUptownandSouthEnd,includingtheTryonStreetBridgeCorridorwhichwillhavebicyclelanesandwidersidewalksaddedin2012.

WhilethetrailwillbeanattractiveandusefulamenityforCenterCitypedestriansandbicyclists,itismoresuitedforcasualcycliststhanforcommuters.Thetrailpresentsanumberofobstaclesforcommuters:itdoesnotgothroughtheConventionCenter,forc-ingbicycliststofindalternateroutes;thetrailbecomespartofthetrainplatforms,whereconcentrationsofpedestriantrafficwillhindercyclists;andthesectionsbetweentheplatformsaretoonarrowtofacilitatehigherspeedsthatcommutingcyclistsprefer.However,otheralternativesareplannedbetweenCenterCityfromtheSouthEndoverorunderI-277.TheseincludeTryonStreet,theAlexander-EuclidConnector,andMintStreet.

Bicycle Parking

Convenientparkingisasignificantfactorinstimulatingtheuseofbicyclesforcommuting.Tworecentinitiativeswillhelpincreasetheavailabilityofparking:

• CDOThasinstalledseveral“invertedU-styleracks”alongtheTryonStreetcorridor.Thereismoderatefundingtocontinuethiseffort.

• CharlotteCityCouncilhasapprovedasignificantamendmenttoincorporatebicycleparkingrequirementsintheCity’szoningcode.Thenewprovisionsrequireallfutureparkingstructurestoprovidebicycleracks.

ExistingTransit

ThehuboftheCharlotteAreaTransitSystem(CATS)busservicesinCenterCityistheCharlotteTransportationCenter,whichoccu-piestheblockdefinedTradeandFourthStreets,theSouthCor-ridorLightRailTransitlineandBrevardStreet.TheCenterhas20off-streetpassengerplatforms,aswellaspassenger-boardingloca-tionsonBrevard,FourthandTradeStreetsforexpressroutes.

Anestimated1,000expressbusridersarriveinCenterCityduringthemorningpeakperiod.Throughouttheday,anestimated15,000personsgetofforonCATSbusesattheTransportationCenter.TheCenter’stwopavilionsincludetransitinformationservices,abankbranch,postalservices,retailbusinessesandfastfoodres-taurants.

Themostheavilyusedeast-westtransitcorridorisTradeStreet.Eachhour,92busestraverseTradeStreeteachwaybetweenCol-legeStreetandBrevardStreet,6lbusespassthroughtheinter-sectionofTradeandTryon,and43busesproceedwestofChurchStreet.

Thenorth-southcorridorbusesareevenlydividedamongTryon,CollegeandChurchStreets,withapproximately20to30busesoneachstreetduringthemorningpeakhour.

ExistingParking

Anestimated46,000off-streetparkingspacesareavailableforcommutersinCenterCity,andover1,000on-streetparkingspacesareavailableforshorter-termparking.

• Theon-streetspacesarethoseintheUptowncorethataregenerallyavailabletoemployeesandvisitors.Theestimate,byPark-It,doesnotincludeon-streetspacesintheresidentialwards,whicharegenerallyrestrictedforresidentsorbytime.

Nearlyalloff-streetparkinginCenterCityisprivatelyownedandoperated.Thereisnooverallparkingmanagemententitytopro-videthevisitingpublicclearparkinginformation.


32

TheCityofCharlottemanageson-streetparkingthroughPark-It,aCDOTprogramthatsubcontractswithaprivatecompanyformetercollectionandmaintenance.TheCitydoesowntwoparkingdecks:theGovernmentCenterdeck(799spaces)andthePoliceStationdeck(918spaces).TheGovernmentCenterdeckprovidessomepublicaccessparking;thePolicedeckprovidesnone.

Cultural,sportsandentertainmenteventsusuallyoccuroneve-ningsorweekends,anduseavailableon-streetandoff-streetspaces.Manyofficebuildingdecksareopeneveningsandweek-endswithoutcharge.However,thelackofaninformationanddirectionalsystemcanmakeitdifficultforvisitorstoeasilylocateandusetheparkingdecks.

Charlotte’sUptownMixedUseDistrict(UMUD)zoningdistrictinCenterCityrequirescertainnewofficeandcommercialusestoprovideparking–thoseusesthatcontainmorethan20,000squarefeetofgrossfloorareaandarelocatedonlotswithastreetfrontagegreaterthan40feetonanysinglestreet.UMUDrequiresparkingtobeprovidedatthefollowingrates:

• 0.50spacesforeach1,000sq.ft.upto200,000squarefeetofgrossfloorarea;

• 0.75spacesforeach1,000sq.ft.over200,000sq.ft,upto500,000sq.ft.;

• spacesforeach1,000sq.ft.over500,000sq.ft.,upto800,000sq.ft.;

• 1.25spacesforeach1,000sq.ft.over800,000sq.ft.

Theserequirementsarewellbelowtheparkingratiosthatofficedevelopmentandthefinancialsectortypicallyexpectorseek.Mostrecentofficedevelopmentshaveprovidedmorethantheminimumnumberofrequiredparkingspaces.

Growth Forecasts

Inadditiontotheexistingtransportationsystem,thenumberofpeopleandjobsinCenterCity–andhowmuchthosenumbersarelikelytochangeinthefuture–determinestheframeworkfordevelopinganewCenterCitytransportationplan.Forecastsforpopulation,housingandemploymentprovideanindicationofthemagnitudeofgrowthexpectedinCenterCityoverthenext25years,through2030.

OverthecourseoftheCenterCityTransportationPlan,twostud-ieswereundertakenrelatedtoemploymentandpopulationgrowthandattendanttrafficandparkingrelatedforecasts.First,theCCTPconsultingteampreparedforecastsbasedusinga2025forecastyear.Second,inworkrelatedtotheLong-RangeTransportationModel,CDOTstaffpreparedforecastsutilizinga2030forecastyear.Whilethe2025forecastscoveredmoretopics,the2030studiesyieldforecastdatathatplaceCenterCityinaconsistentframeworkasthebalanceoftheMecklenburg-UnionMetropolitanPlanningOrganization(MUMPO)planningarea.

Therefore,inthefollowingreviewofforecasts,wherethe2030studiescoverthetopicunderconsideration,thosedataareused.Otherwise,the2025studiesarereported.Sincetherearediffer-encesinsourcedataandforecastmethods,anyattempttoadjustthese2025datato2030wouldnotbereliable.Giventhe20to25-yearhorizonthatisinvolved,therespectivedataadequatelysupporttheconclusionsthatarebeingdrawn.

Population

Forecast:30,200totalpopulationby2030

Existing:7,840persons(2002)

NetIncrease:22,360additionalpersons

CenterCity’spopulationisexpectedtoreach30,200by2030.Theprojected2030populationwouldmeanincreasingthearea’s2000populationof5,220persons.By2002,theresidentpopulationinsidetheexpresswayloophadgrownto7,840personsandthatnumberhasincreasedinthelastthreeyearswiththeconstructionofmorenewhousing,especiallyinFirstWard.


33IV. FRAMEWORK

Housing

Forecast:17,000householdsby2030

Existing:4,200households(2002)

NetIncrease:12,800additionalhouseholds

MostoftheCenterCitypopulationwillcontinuetoliveinmulti-familyunits.Manyoftheseunitshavebeenconstructedinrecentyears.Between1998and2002,buildingpermitswereissuedfor1,722residentialunits(including1,615multi-familyunits).By2002,theareahadaninventoryof3,550multi-familyunitsand650singlefamilyhomes.

Demandisexpectedtosupportapproximately5,150additionalunitsinCenterCityby2025,bringingthetotalnumberofunitsto9,350inthatyear.(Therecentannouncementsforsevenhigh-risetowersalonewouldmeetone-thirdoftheprojectedincrease,ifallarebuilt.)Theestimatesofmarketpotential,basedonrecentbuild-ingpermitactivityandrecentinventorygrowth,suggestthattheseadditionalunitswouldinclude4,830multi-familyunitsand320singlefamilyunits.

Employment

Forecast:95,000employeesby2030

Existing:55,000employees(2004)

NetIncrease:40,000additionalemployees

ThecurrentemploymentbaseinCenterCityisestimatedtobeapproximately55,000workers,andtheforecastsexpectthattotalnumbertoincreaseto95,000by2030.Thesectorcomponentsofthisforecast–office,governmentandretail–aredescribedbelow.

Office Employment Growth Forecast (2025)

MecklenburgCountyemploymentforecastsfor2025(the2030forecastsdonotprovideacomparableanalysis)callfor19millionsquarefeetofadditionalofficespacebythatyear,including15.4millionsquarefeetofgrowthinthefinancialandservicesectors.

CenterCityCharlotteisexpectedtocapture38.3percentofthatnewofficegrowth–thesameshareithadduringtheperiodbetween1996and2002.Basedonthatassumption,demandwouldbesufficienttofuelanincreaseofapproximatelyeightmillionsquarefeetofoccupiedofficespaceinCenterCity–oranaverageofapproximately350,000squarefeetannually.CenterCity’sshareofemploymentgrowthhasactuallygrownoveritsproportionateshareofcountygrowthinyearspriorto1996.Infact,itreached50percentin1998,2001and2002.However,theexplosivegrowthofthoseyearsmaynotbesustainedonacon-sistentbasisand,therefore,themoreconservativefigureof38.3percentisusedintheforecast.

Theforecastassumesemployeeswilleachrequireapproximately225squarefeetofspace.IfCenterCityisexpectedtoaddeightmilliontotalsquarefeet,dividingthatnumberbythespaceuti-lizationfactorof225squarefeetperemployeeyieldstheesti-mateofabout35,500additionalofficeemployeesby2025.

Government Employment Growth Forecast (2025)

TheforecastofnewgovernmentemployeesthatwillworkinCen-terCityincludes1,000prospectiveCityofCharlotteemployees,600MecklenburgCountyemployees,and500Charlotte-Meck-lenburgSchoolsemployees.

Retail Employment Growth Forecast (2025)

RetailspendingbynewCenterCityresidentsandemployeeswillgeneratedemandfornewretailservicesandexpansionofexist-ingretailspace–and,inturn,newretailemployees.

Theforecastusesstandard“retailspacesalesproductivity”and“employeespaceutilizationrates”forthatindustrytoestimatethequantityofnewretailspacethatcanbesupportedbytheexpendituresofnewworkersandresidents.Theresultingfigureis300,800squarefeetofadditionalretailspaceby2025–orapproximately12,000squarefeetofoccupiedspaceannually.


34

Thisnewspaceinturnisestimatedtobecapableofsupportingapproximately900additionalemployeesduringthisperiod–oranaverageof36newretailemployeeseachyearbetween2000and2025.

TheoutlookforgrowthinCenterCityoverthenext25years,then,isfor22,400additionalresidents;12,800newhouseholds;and40,000additionalemployees(almostallintheofficesector).


35V. TRANSPORTATION PLAN

V. TRANSPORTATION PLAN

TheobjectiveoftheCenter City Transportation Plan istohelpfulfillthevisionforCenterCityCharlotte(reflectedinadoptedplansandpolicies)asitgrowsandchangesoverthenext20years.Theplanforthefutureisnecessarilyshapedbyhowtheexistingsystemfunc-tions.Itisalsoinfluencedbydevelopmenttrendsandbyemploymentandpopulationforecasts.Thepreviouschaptershavesummarizedthesefactors.Now,theplanitselfispresented.Theunderlyingstra-tegicapproachusedindevelopingtheplanisfirstdescribed,followedbyrecommendationsforeachtransportationsystemcomponent:

• Land Use page35

• Urban Design page35

• Vehicular Circulation page36

• Parking page51

• Wayfinding page57

• Transit page63

• Pedestrian Circulation page66

• Bicycle Circulation page87

Strategic Overview

Viewedfromathree-dimensionalperspective,thekeystructuralfeaturesofCenterCityCharlotte’stransportationsystemmightbevisualizedasaseriesoflayers:

Trade and TryonareCenterCity’stwomajoraxialstreetsandtheirintersection,theSquare,isUptown’shistoricandgeographiccenter.

• Tryon StreetisthecorporateandculturalcenterofCharlotte.Itistheheadquarterslocationofoneofthenation’slargestbanks,BankofAmericaandamajorcorporatebankingcenterforWellsFargo.Itisalsothelocationofculturalfacilities,includingtheLevineCenterfortheArts,theBlumenthalPerformingArtsCenterandDiscoveryPlace,aswellasrestaurantsandentertainmentvenues.


36

•TradeStreetisemergingasastreetofequalimportanceasTryon,butwithitsowncharacter.Itisthelocationofmajorgov-ernmentbuildings,thearenaontheeast,andJohnson&WalesUniversityonthewest.GatewayVillagehasmadeTradeStreetadesirablebusinessaddress,anditisalsobecomingaprimeresidentialaddresswithseveralhigh-riseresidentialbuildingsapprovedforconstruction.

•TheSquare–onceaNativeAmericantradingcrossroads,laterthecity’smajorshoppingdistrict,andnowthecommercialandofficecoreofCenterCity–thisintersectionofTryonandTradeisamajororientationpointwithinCharlotteandthemetropolitanregionandthestagingareaforstreetfairsandpublicevents.

The I-277/I-77 expressway loop isthephysicalboundarythatmarksCenterCityasadistinct,identifiableplace.ItservestomoveautotrafficaroundtheperimeterofCenterCity,withsev-eralaccesspointsallowingmotoriststoentertheUptownareaneartheirdestination.However,italsopresentsaphysicalbarrierbetweenCenterCityandthesurroundingneighborhoods,andanunattractiveanduncomfortableentrypointforpedestriansandbicyclists.TheCenterCity2020VisionPlanstressestheimpor-tanceofmakingthefreewaylooplessofanimpedimenttopedes-triancirculationandneighborhoodconnectivity.Astudyofthe38underpassesandoverpasseswasbegunin2010.

The street networkisthegridthatmovestraffictothevariousneighborhoodsanddestinationswithinCenterCity.ItisnotdesignedtomovetrafficthroughCenterCity(theexpresswayloopservesthatpurpose),butfunctionswellinitsprimaryroleofdistributingtrafficwithinthearea.Eventually,ontheirindividualtrips,motoristsusingtheUptownstreetsystemwillleavetheircarsinparkingfacilities.Insomecases,awayfindingsystemmayhelpmotoristslocateavailableparkingclosetotheirdestination.

Rapid transit stationswillsoonbeanewoverlayontheCenterCitytransportationsystem.In2007,fourstationsopenedontheSouthCorridorLightRailTransitline(betweenCollegeandBrevard)thatentersUptownCharlottefromSouthEnd.Later,thenewmulti-modalGatewayStationwillbebuiltonWestTradeStreettoservetheNorthCorridorcommuterrailline,theWesttransit

corridor,andtheCenterCityStreetcar,aswellasinter-cityrailandbusservice.

Major pedestrian destinationsarethoseprimarygeneratorsofpedestrianactivityintheCenterCity,suchastheUptownofficetowersnearTheSquare,thearena,theculturalandentertain-mentfacilitiesonTryonStreet,theCharlotteConventionCenteronSouthCollege,CATSTransportationCenteronEastTrade,andJohnson&WalesUniversityandGatewayVillageonWestTrade.

Key pedestrian streets arethestreetsandwalkwaysthatlinkthemajorpedestriandestinations.ThekeystreetsareTryon,Trade,andBrevard,whicharesupportedbyCollege(betweenTradeandSeventh),FourthStreet(betweenPoplarandDavidson)andFifthandSixthStreets(betweenCollegeandChurch).Whilealllinkthemajorpedestriandestinations,theyhavevaryingdegreesofqual-ityintheirpedestrianaccommodationandamenities.

Againstthisstructuralbackdroparethemovingpieces,themajortransportationmodes–vehicular,pedestrian,transitandbicycle.Thisplanfocusesonhowthesemodesinteractwiththestreets,stations,anddestinationstoassureanefficienttransportationsystem.Thereareseveralimportantconceptsthatguidethisplan.

1. Everyone is a pedestrian.

Thekeythemeinthisplan,buildingspecificallyonthe2010VisionPlan,istherecognitionthateverymotoristandeverytransituserbecomesapedestrianwhentheyleavethetransitstationortheparkingdeck.Asystemofefficient,attractive,pedestrian-friendlystreetscanencourageallCenterCityemployees,residentsandvisitorstotakeadvantageofawalkableUptown,withlittleneedtodrivebetweenCenterCitydestinations.

Thispedestrian-friendlycorewillencouragemoreuseoftransit,becausetheUptownwillbehighlywalkableandconvenientuponarrival.Itwillalsoencouragethosewhododrivetoparkonce,andwalkorusetransitbetweenCenterCitydestinations,forthesamereasons.Their“parkonce”characteristicwithCenterCityapartfromothermajorcentersintheregionwithattendantbenefitstoairquality.

• A study of the 38 underpasses and overpasses was begun in 2010.



2. Major destinations will be a five-minute walk from a transit station.

ThenewCATSrapidtransitsystemwillprovideunprecedentedwalkingaccessibilityinCenterCity.Whenthesystemisfullycom-plete,mostofCenterCity’sbusiness,entertainmentandedu-cationalvenueswillbewithinafive-minutewalkfromatransitstation.ThisconveniencewillreinforceCenterCityasauniquelyaccessibledestination;infact,nowhereelseinthemetropolitanregioncansomanypeoplewalktosomanydifferentdestinations.

3. The key pedestrian streets will provide a direct walk from transit.

TheoverlayofthenewtransitstationsonCenterCity’sstreetsys-tempresentsanopportunitytoexpandthekeypedestrianstreets.EachofthetransitstationswillorcanbelocatedononeofthegridstreetsthatservethecoreaxialstreetsofTradeandTryon.Afive-minutewalkalongthesestreetsfromthetransitstationswillincludealloftheexistingandpotentialbusiness,cultural,enter-tainmentandgovernmentdestinationsinCenterCity–allofthedestinationsthatbringemployeesandvisitorstoUptownChar-lotte.

4. The key pedestrian streets will also link neighborhoods and open space.

ThepedestriannetworklinkstheexistingUptownresidentialneigh-borhoodswitheachotherandwiththeofficecore.Bymakingallofthesestreetsexemplaryandattractivepedestrianstreets,theywilltieintothewalkableresidentialneighborhoodstreets,makingallofCenterCityahighlywalkableenvironment.Theneighborhoodstreets,andsomepartsofthestreetsthatarewithinafive-minutewalkfromtransitstations,alsotieintotheCenterCitygreenwaynetwork,openspaceandthelightrailcorridorpedestrianway.

5. New office building locations should reinforce the notion of a walkable Uptown.

MoreofficetowerswillbebuiltUptownintheyearsaheadtoaccommodatetheprojectedemploymentgrowth.TheofficemarketwilltrytoplacethosebuildingsasclosetoTryonStreetorTradeStreetaspossible,sincethosearethesignatureaddressesinCenterCity.EvenwhenTryonandTradebuildingsiteshavebeencommitted,theremainingbuildingsiteswillstillbewithinthefive-minutewalkfromtransitalongthekeypedestrianstreets.ToreinforcethenotionofawalkableCenterCity(andregionalaccessibilitytoUptownemploymentviatransit),mostfutureofficebuildingsshouldbelocatedwithinafive-minutewalkfromatransitstation.Thisalsounderscoresthecity-widegoaloftransitsupportivedevelopment.

6. Center City can be a “park once” location, especially if motorists find a pleasant, walkable environment between their parking deck and destinations.

Asnewofficebuildingsgoup,surfaceparkingwillgraduallybeconvertedtobuildingsitesandanevengreaterpercentageofparkinginCenterCitywillbeprovidedinparkingdecks.Thosenewbuildingsites,andthenearbyparkingstructuresthatwillbebuilt,willbewithinafive-minutewalkofatransitstation.Sinceemploy-eeswalkfromtheparkingdeckstotheirofficebuildings,thekeypedestrianstreetsthatservetransituserswillneedtobeefficient,attractivewalkingenvironmentsforcommuterswhodriveandpark.IfCenterCityvisitorsalsousethosedecks,theywillhaveanefficient,attractivewalktotheirdestinations.

7. Moving traffic into Center City efficiently means getting motorists to their parking destination easily.

Evenastransitusegrows,themajorityofemployees(andvisitors)willstilldrivetotheUptownarea.Accommodatingthemotoristinthemostefficientwayremainsahighpriority–andthatmeansgettingmotoriststotheirparkingdes-tinationaseasilyaspossibletominimize


38

vehiculartrafficonthestreets–whichalsoallowsthestreetstobemorepedestrian-oriented.

ThestreetsystemshouldemphasizeefficienttrafficflowintoCenterCity–thebasiccommutingobjective–ratherthanpassagethroughthecity.Tofacilitateefficienttrafficflow,thesystemcouldbestructuredtoencouragedriversarrivingfromoutsideCenter

CitytousetheexpresswaylooptocirculatearoundCenterCityandthentakethestreetintotheirparkingspace

thatistheshortesttrip.Thecombinationof

McDowell,Stonewall,GrahamandtheEleventh/TwelfthStreetcoupletcanalsoaidthisdistributionaroundCenterCitytotheshortestroutetothedriver’sfinaldestination.

TransportationPlanComponents

Thecombinationofthesethemes–

• allmajordestinationswithinafive-minutewalkfromtransit,

• alldriversabletotakeashortdriveonCenterCitystreetstoaconvenientparkinglocation,

• andeachofthemabletowalkorusetransitbetweenCenterCitydestina-tionsratherthandrivingbecauseofthepedestrian-friendlyenvironment–isthestrategicbasisuponwhichtheCenterCityTransportationPlanproposalsaremade.

Whiletheemphasisoftheplanisonpedestriancirculation(inaccordancewiththeCenterCity2010VisionPlan),thesequenceofthePlanComponentsbuildsfirstontheLandUseandUrbanDesignframeworkasdefinedinthe2010and2020VisionPlans,thenproceedsto

theVehicular,ParkingandWayfindingelementsthatmostsignifi-cantlydefinethestructureofthetransportationsystem.Discus-sionoftheTransit,PedestrianandBicyclemodesfollowinturn.

Five Minute Walk from Transit Stations



Land Use

GuidingPrinciples

TheCenter City Transportation PlansupportsthelandusepatternarticulatedintheCenter City 2010 Vision Plan(pages5-21)andthecatalystprojectsdescribedinthe2020VisionPlan:

• EncourageamixofusesthatmaximizeslandareaandsupportstheintentoftheUptownMixed-UseDistrict(UMUD)ordinance.

• Identifylandusestocreateanappropriateratioofresidentialunits,officespace,storesandentertainmentfacilities.

• SupportCenterCity’surbanformbyconcentratinghigh-riseofficealongTradeandTryonStreets.

• TryonStreetshouldremaintheprimaryaddressforUptownbusiness;wherepossible,officeusesshouldcontinueonNorthandSouthTryon.

• OnTradeStreet,newofficesshouldbepromotednearthepro-posedGatewayStationtoencouragecommuterridership.

Tounderscorethe2010VisionPlan’sfocusonconcentratingemploymentintheTryonandTradecorridors,thatplan’s“Dia-gram:Transportation,StreetandParkingRecommendations”(page57ofthe2010 Vision Plan)emphasizesastreetandtransitnetworkthatsupportsthesetwoprimeemploymentcorridors.

Sincecompletionofthe2010VisionPlan,twoadditionalprogramshavereinforcedtheimportanceoffocusingemploymentinthesetwocorridorsandalsoenlargedthebreadthofthenorth-southcorridor.First,the2030TransitSystemPlanhasprogrammedanorth-southLightRailTransitfacilityalongtheTrolleyLineidenti-fiedinthe2010VisionPlan,andthishasbeenfollowedbyfurtherstudiesthatmayfocustheSoutheastandWestTransitCorridorsintheTradeStreetCorridorandaddCommuterRailtothe“trainstation”(CharlotteGatewayStation)onWestTradeStreet.Second,thedevelopmentoftheArenagreatlyalteredthepotentialfunc-tioningofBrevardandCaldwellStreets.

Theanalysisandrecommendationsofthisplanrecognizetheopportunityandneedtofocusofficeemployment(asthemajoruseinamixed-usestrategy)alongtheTradeStreetcorridorandaTryonStreetcorridorwidenedeastwardtoencompassthelightrailcorridorandthenewpedestrian-supportedentertainmentandemploymentcenteralongBrevardStreet.

PlanRecommendations:LandUse

1. Use transportation and parking strategies to support growth andintensificationofvariouslanduses,withemphasisonofficeemployment.

2. Provide multi-modal transportation solutions to support land use recommendations thatwillproduceamemorable,vibrantCenterCity.

Urban Design

GuidingPrinciples

• TheCenterCity2010VisionPlanestablishesanurbandesigndirectionthroughitscentralVisionStatement:“TocreatealivableandmemorableCenterCityofdistinctneighborhoodsconnectedbyuniqueinfrastructure.”

• Additionally,the2020VisionPlancanapply:“InternalCenterCitystreetsandparkingfacilitiesmustservedualpurposes:accommodatingmobilityrequirementsandservingasamajorexpressionofCenterCity’scharacter.”

• The2020VisionisfortheCharlotteof2020tobeaviable,liv-ableandmemorablecommunitywhoselandscape,architectureandbusinessescreateasustainableCenterCity,stayingtruetoitscharacterwhilepoisedforapromisingfuture.

Thetransportationsystemisperhapsthelargestinfrastructureelementtowhichthe2010


40

Vision Plan’svisionof“uniqueness”canapply.Thestreetrights-of-way,off-streetpedestrianwaysandtransitnetwork(bothwiththestreetrights-of-wayanditsownexclusiverights-of-way)providetheprimaryconnections.Theyalsomakeupthemostsignificantlandareathatisunderpubliccontrol.Itiswithintheserights-of-waythatthemajorityofmobilityoptionswillbesupportedandinwhichastrongurbandesignstatementcanbemadebytheCityandotherpublicentities.

Inordertofostera“Memorable”CenterCity,the2010VisionPlanestablishedaseriesofkeycharacteristicstermed“pedestrian,mixed,balanced,designedandconnected.”Therecommendationsofthisplanwillplayakeyroleintherealizationofsomeofthesekeycharacteristicstovaryingdegrees:

• Pedestrian: ImplementationofthePedestrianStreethierar-chyandassociateddesignstandardswillgreatlyenhancethepedestrianexperience,linkactivitycenterstotransitandpark-ing,andconnecttheresidentialneighborhoods.

• Mixed: Thestreetnetworkimprovements,PedestrianStreethierarchyandtransitrecommendationsarealldirectedatsup-portingamixtureoflanduses.

• Balanced:ThestreetnetworkimprovementsandPedestrianStreethierarchyareintendedtoprovidecontinuityinthemobilitysystemasinfilldevelopmentandredevelopmentoccur.

• Designed: TherecommendationsofCCTPcallforahighdesignqualityforthepedes-trianrealmaswellastheoverallstreetscape.The“Gateway”treatmentsthatarerecommendedfortheI-77/I-277overpassesandunderpassesarespecificallyintendedtodefineCenterCitywithaconsistent,highqualityimagestatement.

• Connected: DevelopmentoftheCCTPhasrespondeddirectlytoboththe2010and2020VisionPlanrecommendationsforreducingthebarrierthatispresentedbytheexpresswayloop.Thisneedresultedinastudyof12overpassesand26under-

passesin2010.Recommendationsforovercomingthebar-riersencompassbothfunctionalandaesthetic

enhancements,includingredesignoftheexistingoverpassesandunderpassesto

betteraccommodateandattractpedestriansandbicyclists.These“Gateway”treatmentsarealsointendedtoenhancetheconnectionbetweenCenterCityandsurroundingneighbor-hoods.

Thisplan’surbandesignedrecommendationsareintendedtosup-porttheabovekeyurbandesignobjectivesofthe2010VisionPlan.

PlanRecommendations:UrbanDesign

3.Promote pedestrian vitalitythroughthedesignofCenterCitystreetsbyenhancinghumanscaleandstreet-levelfeatures.

4.Apply Street Enhancement Standards MapareadoptedApril2006(seeRecommendation24onpage83inthePedestrianCir-culationsectionofthisplan).

5. Apply the framework of vehicle and pedestrian/transit gate-ways and memorable streetsdescribedinboththeCenterCity2010and2020VisionPlans.

Vehicular Circulation

Because of its role as a regional central business district, Center City must be accessible to the commuter . . . Although it is critical thatthesestreetsdelivertraffictothecentralbusinessdistrict,

they should not facilitate trips across Center City.

-Center City 2010 Vision Plan

GuidingPrinciples

• CenterCityisadestination,withI-277servingasaprimarydistributoroftrafficintoUptownCharlotte.

• ThestreetnetworkisnotintendedtocarrytrafficrapidlythroughCenterCity,buttoenablemotoriststoreachtheirdestinationswithinCenterCityasefficientlyaspossibleonacirculationsystemsharedwithpedestrians,transitusersandbicyclists.



• Theexistingcirculationsystemfunctionswell,butimprove-mentsareneededtohandlefutureincreasesintrafficthatwillresultfromtheemploymentandresidentialgrowthexpectedinCenterCityaswellastoaccommodatechangescreatedbynewdevelopments.

Safeandefficient accessisthebasicobjectiveindevelopingtrans-portationstrategiesforcommutersworkinginUptownoffices,formotoristsattendingeventsatentertainmentvenues,andforallothersboundfordestinationsinCenterCity.Atthesametime,thisCenterCityTransportationPlanbalancesthatobjectivewithanemphasisonstrategiesthatreinforceandstrengthenthepedestrianenvironment.Theobjective,then,becomes“completestreets”–onesthatpromoteefficientvehicularcirculationwhilealsocreatingapleasantandsafeenvironmentforpedestrians,transitusersandbicyclists.

Thisplanrecognizesthatpairedone-waystreetsareneededtoprovideroadwaycapacityrequirementsandtoserveparkingfacili-tiesduringpeakhoursaswellasforspecialevents.

Suchstreetsemphasizehighcapacityfromthefreewaylooptothecore.Althoughtheimportanceofvehicularmovementisstressed,apleasantandsafepedestrianenvironmentisessentialtocreatecomfortablepathsfromhomeandparkingtoofficeandotherdestinations.”

ImprovingVehicularCirculation

TheanalysisoftheexistingstreetnetworkconfirmedthattherearefewseriouscongestionorcapacityproblemsonCenterCitystreetsinsidethefreewayloop.Still,improvementsareneededtoaddressconditionsatspecificlocations,tostrengthenthenotionoffull-service“completestreets”inCenterCityand,especially,toaccommodatetheemploymentgrowthexpectedtooccurinthenexttwodecades.

Furthermore,transitwillbeplayingagreaterroleinCenterCity’sfuture.Thisplan’srecommendedmodificationstothestreetandpedestriansystemareintendedtobeconsistentwiththeCATS

Transit System Plan (2003)aswellasongoingplanninganddesignactivitiesthatwillimplementthatplan.However,severalinitia-tivesarestillintheplanningstagesthatwillhaveanimpactonthevehicularcapacityofCenterCitystreets–(especiallyTrade,FourthandFifth,wheretheycouldresultinchangestotheproposednumberoflanesorsidewalkwidth).ItisexpectedthattheongoingCATSplanningwilltakeintoaccountthisplan’srecommendationsandcoordinatewithCDOTtoassurethatadequatefuturestreetcapacityisretained.

Overall,theCenter City Transportation Plan proposesaseriesofmeasuresthatareintendedtomaintainaccesstoandfromCen-terCitywhileenhancingthepedestrianenvironment,makingthestreetnetworkeasierforvisitorsandoccasionaluserstonavigate,anddiscouragingthroughtripsacrossCenterCity.Themeasuresinthefollowingpagesfallunderthecategoriesbelow.

TypesofProposedImprovements

A.ModificationstotheI-77/I-277Loop

B.Conversionofsomeone-waystreetstotwo-waystreets

C.Retentionofsomeone-waystreets

D.Constructionofsomenewstreets

E.Conversionoftrafficlanestopedestrianspace,on-streetpark-ingand/orbicyclelanes

F.Modificationsofturnlanesandintersections

G.Closureandmodificationofgrade-levelrailroadcrossings

A. Modifications To The I-77/I-277 Loop

AgoaloftheCenter City Transportation PlanistoencouragetheuseoftheI-277/I-77Loopforaccessfromallfourdirections.However,insteadofusingthelooptoaccessCenterCityfromtheexitclosesttotheirdestination,somedriversuseCenterCitystreetstoavoidtheconfusingandsometimesdangerousshortweavingsectionsatsomeexits.Astrafficgrowsintheyears

• The Center City 2020 Vision Plan proposed a study of the Loop to address enhancements for economic development as well as the removal of congestionandconflictpoints.


42

ahead,thiscouldultimatelyhaveanegativeaffectonthecapacityofCenterCity’sstreetnetwork.

• OnekeystrategyforencouragingmoreuseoftheI-77/I-277Loopistomakemodificationstoaccessrampsandinterchangestorelievecurrentcongestionandconflictpoints,andtochanneltrafficmoredirectlyintotheprimaryaccessstreetsofCenter

City.TheCenterCity2020VisionPlanproposedastudyoftheLooptoaddressenhancementsforeconomic

developmentaswellastheremovalofcongestionandconflictpoints.

• Asecondkeystrategyistoestablishaninternal“CirculatorRoute”withintheI-77/I-277Loop–atwo-wayperiph-erallooparoundCenterCitycomposedofGraham,Stonewall,andMcDowellStreets,combinedwiththe11thand12thStreetsone-waycouplet.

Theinternal“CirculatorRoute,”workingintandemwithI-277,wouldenabledriverstocirculatearoundCenterCityinsteadofdriv-ingacrossit.Inorderfordriverstoeasilytakeadvantageofthisinternalroute,thestreetsneedtobeconnectedconvenientlytothefreewayloop.Forexample,inthecaseofthe11th/12thone-waycouplet,mod-ificationstotheI-277exitsandentrancesarenecessarytomakethisaneffectivepartofthesurfaceCirculatorRoute.

InregardtomodificationstoI-277,itself,theroadway’sexistinggeometrypresentsseveral“shortweavingsections”wheretrafficfromentrancerampsconflictswithtrafficheadingtowardanexitramp.Thesesectionsareintimidatingtotheaveragedriver,whichdiscouragesuseofthefree-wayasadistributorintoCenterCity.Themeasureslistedbelowwouldimprovethe

shortweavingsectionstomaketheloopmoreattractiveforshorttrips.Thiswouldallowittofunctionmoreeffectivelyasadistribu-torforCenterCitytraffic.

Thesemodificationsneedtogobeyondmerelyfunctionalmodifi-cations,however,tocarryouttheintentofthe2020 Vision Plan.Theyneedtocreateahigherlevelofconnectivitytotheneighbor-hoodsadjacenttoCenterCitytoreinforceitastheemploymentandentertainmentcenterofthemetropolitanregion.Themodifi-cationsillustratedaboveareconceptsforconsideration,andwillbeevaluatedinamulti-phasestudybeginningin2012.

A.ModificationstoI-277



ItshouldbenotedthatI-277isaninterstatehighwayundertheadministrativejurisdictionoftheNorthCarolinaDepartmentofTransportation,andmodificationsaresubjecttoapprovalbytheFederalHighwayAdministration.Implementingthemodificationswouldrequireafeasibilitystudy(InterchangeModificationReport,or“IMR”)thatmeetsNCDOTrequirements,andidentificationoffundingsources.Mostoftheproposedmodificationsarenotcur-rentlyonthefundedTransportationImprovementProjectslistoffundedprojects.ItisimportanttonotethatrecommendationsoftheI-277/I-77LoopStudybeginningin2012mayconfirm,modifyornotrecommendsomeoftheseconcepts:

A-1. Mint Street Interchange

Thisinterchangewouldbemodifiedto:

Rebuild the existing westbound entrance ramp from Church Streetasanoverpasstoenableconstructionofanewwest-boundexittogobeneathit.

Provide a new westbound exit from I-277ontoMintStreet,toencourageuseoftheinternalCirculatorRoute(McDowell/Stone-wall/Graham/11th-12thStreet)andtoprovideasecondexitintoCenterCityforwestboundtrafficonthesouth(BelkFreeway)sideofthefreewayloop.

Provide an access from eastbound and westbound Morehead Streettotheexistingeastboundcollector/distributorroadbywayofsouthboundMintStreet,westboundCarsonBoulevard,andanewconnectionfromCarsonBoulevardtothecollector/distributor,asaflyoveroverMoreheadStreet.

Eliminate the existing entrance ramp from westbound More-head,withwestboundMoreheadusingthenewCarsonBoulevardrampinstead.

A-2. Caldwell Street/South Boulevard Interchange (completed)

Thisinterchangemodificationgreatlysimplifiedaconfusinginterchange,facilitatedtheneededchangestoCaldwelland

BrevardStreets,andallowspedestriansandbicycliststocrossI-277betweenCenterCityandSouthEnd.Itwill:

It consolidates all directional movements onto a two-way Caldwell Street/South Boulevard route,thuseliminatingthepriorCaldwellandBrevardfragmentation.

The elimination of the direct connection to Brevard StreethasallowedittobecomeaSignaturePedestrianStreetsupportinganentertainmentdistrictbetweentheConventionCenterandtheArena.

Asaresult,thismodification:

• Providesanewsouthboundtoeastboundmovement;

• Makesasinglestreetconnectionbetweenthetwo-wayCaldwellStreetandthetwo-waySouthBoulevard;

• FacilitatesthemovementoftrafficexitingatthisinterchangeontotheinternalCirculatorRoute(McDowell/Stonewall/Graham/11th-12thStreet);

• ProvidespedestriancrossingsacrossI-277betweenCenterCityandtheSouthEnd;and

• MakespossibleanewconnectionoverI-277fromDavidsonStreet(or,alternatively,AlexanderStreet)toEuclidStreet,asdescribedlaterinthissectionunder“NewStreets.”

ThismodificationwasamajorcomponentoftheCity’sprogramthatresultedintheNASCARHallofbeingdevelopedhere.

A-3. Stonewall/Kenilworth/Independence Interchange

ModificationstothisinterchangewerecompletedbytheCityofCharlotteatI-277/CharlottetowneAvenue/KenilworthAvenue,IndependenceBoulevardandKingsDrive.Pedestrianandbicyclemovementthroughtheintersectionwillbeenhancedbythisproject.Theredesignedinterchange:

Modifies the westbound exit rampsfromStonewalltoI-277,northboundandsouthbound,toenhancepedestrianandbicyclecirculationundertheoverpasses.

• The Stonewall/Kenilworth/Independence Interchange at I-277 was studied and approved in 2004, then constructed by 2007

• The Caldwell Street/South Boulevard Interchange at I-277 was studied and approved in 2006, then constructed by 2009


44

Provides a direct connection between the westbound/north-bound exit ramp,fromI-277toKenilworth,toIndependenceBoulevard.

Eliminates the existing northbound Independence Boulevard access ramp.

A-4. Fourth Street Interchange

ThisinterchangecurrentlyrequiressouthboundI-277trafficheadedforeastboundThirdStreetto(1)exitonapartialcloverleaf,(2)makeaU-turnatFourthStreetontothestreetthatbecomesasouthboundI-277entrancerampfromFourthStreet,and(3)thenturnleftontoThirdStreet.ThisconfigurationiscumbersomeandrequirestraffictopassthroughthreeseparatetrafficsignalsinadditiontomakingaconfusingU-turn.

The southbound exit ramp from I-77 would be modifiedbytight-eningtheradiusoftheramp,directingtrafficheadedforThirdStreetundertheexistingI-277bridgeoverFourthStreet,andsouthonanewlaneparalleltotheexistingnorthboundfront-ageroadtoThirdStreet.TrafficflowfromtheexitrampgoingtoFourthStreetwouldremainthesameasitnowexists.

A-5. Elimination of Davidson Street Entrance Ramp

The existing eastbound entrance ramp from just east of David-son would be eliminated.ClosingtheeastboundentrancerampeastofDavidson.ThetrafficexitingCenterCitytothenorthwoulduseBrevardStreet,whichwillbecomeatwo-waystreetnorthofFifthStreet.

Thiswillprovidemotoristsanalternativetothemoreresiden-tialDavidsonStreet.EliminationoftherampwillalsorelievetheshortweavethatcurrentlyexistsbetweentheDavidsonentrancerampandtheexitrampfromeastbound/southboundI-277tosouthboundU.S.74(IndependenceBoulevard).Itwillalso,enable

theconversionofEleventhStreetbetweenDavidsonandTenthStreettobeconvertedfromone-wayto

two-way.

A-6. Twelfth Street Braided Ramps and North Tryon Street Exit

Rebuild the current ramps in order to provide a direct access from westbound I-277 to North Tryon Street.

Aconceptualstudy,undertakenearlyinresponsetoeconomicdevelopmentinterestsintheNorthTryonStreetCorridor,devel-opedaproposalformodifyingtheexitrampsbetweenDavidsonStreetandChurchStreettoprovideabraidedramppairofwest-boundexitandentrancerampsandaround-aboutintersectionof12thStreetandNorthTryonStreet.

ThisconfigurationwouldprovideadirectconnectionbetweenI-277andNorthTryonStreet,whichdoesnotcurrentlyexistbutwhichisdesirable.Underthedesignconcept,thewestboundentrancerampfromTwelfthtoI-277betweenDavidsonandCaldwell,andthewestboundexitrampfromI-277toTwelfthbetweenBrevardandChurch,wouldbeeliminated.Theconceptualstudyprovidedtwoalternativebraidedrampconceptsforreplacingtheseentrance/exitramps.

A-7. Eleventh Street Connection at Church Street

Create an eastbound connection from Eleventh Street,whichisnowatwo-waydeadendstreet,toone-wayeastboundEleventhStreetaspartofthedevelopingCirculatorRoute(McDowell/Stone-wall/Graham/11th-12thStreet).Expandingtheexistingtwo-wayportionofEleventhStreetwillbeexplored.SeparatetrafficsignalswouldberequiredfortheexitrampandEleventhStreetatChurch,similartotheexistingconfigurationattheI-277eastboundexitramptoCollegeStreet.Thismodificationsupportsdevelopmentofthesurfacestreetinnerloop.

A-8. Tenth Street to Eleventh Street Connection

Rebuild the existing exit ramp fromeastboundI-277toTenthStreettotightentheradius,leavingenoughroomforaone-laneconnectionfromTenthStreettoEleventhStreet.EleventhStreetbetweenPineandChurchisnowtwo-way,withnoconnectionateitherend.



ThisstepwillcreateaconnectionfromGrahamStreettoone-wayeastboundEleventhStreet,aspartofthedevelopingCirculatorRoute(McDowell/Stonewall/Graham/11th-12thStreet).

A-9. Enhancement of I-77 Ramps at West Morehead Street

TherampsatWestMoreheadStreetandI-77aredesignedwithhigh-speedcurvesthatarenotpedestrian-friendly.Theyneedtobereconfiguredtoreducevehicularspeedsandminimizethelengthofthepedestriancrosswalk.

A-10. Enhancement of All Underpasses and Overpasses

Basedonproposalsinpreviousstudiesandrequestsfromstake-holders,conceptualdesignstudieswerepreparedfortheenhance-mentofallvehicularunderpassesandoverpassesontheI-77/I-277Looptomakethemmoredesirableforpedestriansandbicyclists.Thenin2010theCityinitiatedacompleteloopinventoryof38overpassesandunderpassesinordertoworkwithNCDOTandlocaladvocatestoidentifyneedsanddesirableattributesfortheseimportantconnectionstoneighborhoodsadjacenttoUptown.

Improvementswouldincludecuttingbacktheslopingretainingwallsoftheunderpassestoprovidepedestrianspacebehindtheexistingcolumns,providingwidenedsidewalksontheoverpassesbyeitherusingexcesspavementoremployingstructuraloutrig-gers,providingenhancedlighting,modifyinglandscapeplantingstoincreasevisibility,andincorporatingqualityfinishesandartworks.

TheseconceptsalsoincludeprovidingconsistentdesignelementsthatenabletheunderpassesandoverpassestofunctionasvisualgatewaysintoCenterCity,thusprovidingasignificanturbandesignstatement.

B. Conversion Of One-Way Streets To Two-Way Streets

Atthestartofthe Center City Transportation Plan,severalstake-holderssuggestedthatCenterCity’sone-waystreetsshouldbeconvertedtotwo-waystreets.Afterextensiveevaluationofallone-waystreets,itwasdeterminedthatsomecouldbeconvertedwhileothersneededtoremaintwo-way.Thosethatremaintwo-wayaredescribedonpage43.Thosethatareproposedforconversiontotwo-waystreets,toimproveoverallvehicularcirculationinCenterCity,arelistedbelow.Theproposalsareillustratedonpage42.

B-1. Caldwell Street: Stonewall Street to Twelfth Street

TheconstructionofthenewCharlotteArenaresultedinCaldwellStreetbeingconvertedtoatwo-way,four-laneboulevardfromFourthStreettoFifthStreet.ThisconversionalsofacilitatestheconversionofCaldwellandBrevardStreetstotwo-waystreets,fromFourthStreettoStonewallStreetinconjunctionwithcon-structionoftheNASCARHallofFameandtheI-277interchangewithCaldwellStreet.

TheconversionofbothCaldwellandBrevardnorthofFifthStreetwillalsobefacilitatedbytheremovalin2006ofthehighspeedconnectorbetweenthetwoandtheirconversiontotwo-waystreetsnorthofTwelfthStreet.ThisconversionofCaldwellStreetwillaccomplishseveralimportantobjectives:

• EliminatetheawkwarddiversionofBrevardStreetaroundtheArena.

• EnableBrevardtobecomeaSignaturePedestrianStreet,sup-portingdevelopmentbetweentheConventionCenterandthenewArena,andtothenorthoftheArena.

• AchieveasmoothertrafficflowwiththereconstructionoftheI-277/Caldwell/SouthBlvd.interchange.

• The construction of the new Charlotte Arena resulted in Caldwell Street being converted to a two-way, four-lane boulevard from Fourth Street to Fifth Street. This conversion also facilitated the conversion of Caldwell and Brevard Streets to two-way streetsfrom Fourth Street to Stonewall Street in conjunction with construction of the NASCAR Hall of Fame and the I-277 interchange with Caldwell Street.

• The conversion of both Caldwell and Brevard north of Fifth Street wasalso facilitated by the removal in 2006 of the high speed connector between the two and their conversion to two-way streets north of Twelfth Street.

• In 2010 the City initiated The I-277 Connections Study, a complete loop inventory of 38 overpasses and underpasses in order to work with NCDOT and local advocates to identify needs and desirable attributes for these important connections to neighborhoods adjacent to Uptown.


46

• ProvideabettervehicularandpedestrianconnectionwithSouthBoulevardandtheSouthEndwithCenterCity.

• MakenavigationaroundCenterCityeasierforvisitorsandoccasionalusersbyreplacingtwoone-waystreetswithtwotwo-waystreets.

B-2. Brevard Street: Trade Street to Stone-wall Street

Asdescribedabove,theconstructionoftheCharlotteArenabisectedBrevardStreet,withaconnectionalongFifthStreettoCaldwell,whichinturnwasmadetwo-waybetweenFifthStreetandStonewallStreet.Brevard’sfunctionasanorth-to-southone-wayprimarycommuterroutecreatedtheopportunityforBrevardandCaldwellStreetstoassumenewandsignifi-cantlydifferentfunctions.

Brevard will be converted to a two-way, two-lane street fromTradeStreettoStonewallStreet,withon-streetparkingandwidersidewalks.Thecurrentrecon-structionoftheCaldwell-Brevard-SouthBoulevardinterchangeonI-277hasfacili-tatedthisconversion.Withtheconversion,BrevardwillbecomeaSignaturePedes-trianStreetlinkingtheArenaandConven-tionCentervisitordestinations,withthepotentialtobecomeasignificantretail,restaurant,employment,entertainmentandhotelstreets.ItsadjacencytotheLightRailTransitlinewillfurtherreinforcethispotential.

B-3. Brevard Street: Fifth Street to I-277 Brookshire Freeway

BrevardStreetwillbetterservevehicularcirculationinCenterCitybyconversion to a two-way street from Fifth Street north to I-277(BrookshireFreeway).ThenorthernsectionofthestreetwillalsofunctionasaSignaturePedestrianStreettosupportredevel-opmentoftheareanorthoftheArenaincludingtheUNCCUptowncampus.ThiswillsupplementtheconversionofCaldwellStreettotwo-way,asdescribedabove.ItwillalsoprovideanorthboundexitfromCenterCityfordriversheadedtoeastboundI-277oncetheDavidsonStreeteastboundentranceramphasbeenremoved.

B. Conversion of One-Way Streets to Two-Way Streets



B-4. Poplar Street: MLK Blvd. to Sixth Street

PoplarStreetisnowone-waynorthboundfromtheintersectionofSecondandMintStreettoSixthStreet,thenchangestotwo-waynorthofSixthStreet.Itfunctionspartiallyasashorterone-waycoupletwithashorterone-waysouthboundMintStreet.Thispair-ingisnotnecessaryforthetrafficvolumesoneitherstreetandcreatesavoidableconfusionforvisitorsandoccasionalusers.Addi-tionally,southboundtrafficfromtheresidentialFourthWard,northofSixthStreet,mustdivertontoSixthStreettogettosouthboundMint,whichaddsunnecessarilytotraffictoSixthStreet.

Poplar Street will be converted to a two-way, two-lane street.Asdescribedinthefollowing“NewStreets”section,theMint/PoplarconnectorwillberemovedwiththedevelopmentofRomareBeardenPark,PoplarwillextendfromThirdStreettoEleventhStreet.On-streetparkingwillbeprovidedonbothsidesofPop-larwheretheright-of-waywidthandfuturedevelopmentallows.ThischangewillcreatebettervehicularandpedestriancirculationbetweenFourthWardandThirdWard.

B-5. Mint Street: Trade Street to MLK Blvd.

Mint Street will be converted to a two-way, four-lane street(fromTradeStreettoMLKJr.Blvd.),withtime-restrictedon-streetpark-ingonbothsidesofthestreet.TheconversionofbothPoplarandMintwillenhancepedestriancirculationinthearea,particularlyattheintersectionswithMLKBlvd..

Thepavementcross-sectionofMintStreetwillberetainedtosup-porttime-restrictedon-streetparking,tosupportspecialopera-tionsofthestreetassociatedwithtrafficmanagementforeventsatBankofAmericaStadiumandthenewpark.

B-6. MLK Blvd.: College Street to Mint Street

MLKBlvd.isnowone-way,westbound,betweenCollegeandMintStreet.ConvertingMLKBlvd.toatwo-way,two-lanestreetwillenhanceconnectivityandimprovetrafficflowbyprovidinga

two-wayconnectorbetweenMcDowellStreetandCedarStreet.TheproposedconversionsofMint,PoplarStreetsandMLKBlvd.areconsistentwiththeCenter City 2010 Vision PlanaswellastheThird Ward Vision Plan.

B-7. Eleventh Street: Caldwell Street to Tenth Street

EleventhStreetisnowone-way,eastboundandsouthbound,betweenCaldwellandTenthStreet.AtTenth,EleventhStreettiesintoMcDowellStreet,whichistwo-way.Theone-waydirectionisnecessaryonlybecauseoftheeastboundentranceramptoI-277justeastofDavidsonStreet.Eliminationofthisramp(seepage38),willremoveanimpedimenttotwo-waytrafficonthisportionofEleventhStreet.ConvertingEleventhStreettoatwo-way,two-lanestreetfromCaldwelltoTenth,willprovideadditionalconnectivityforresidentsofFirstWardaswellasprovidealternativeroutesfortrafficusingTenthStreetforaccesstoCenterCity.

B-8. Fourth Street: Norfolk-Southern Overpass to Poplar Street

ThepreliminaryconceptualplansfordevelopmentofanewChar-lotteKnightsBaseballParkcallforclosingThirdStreetbetweenGrahamandMintStreets.ThisCenter City Transportation PlanalsoproposesclosingtheFourthtoThirdconnector(seepage38).Inordertosupporttheseproposals,FourthStreetneedstobecometwo-wayfromtheNorfolk-SouthernoverpasstoPoplarStreet.ThemodificationwillrequiretwoeastboundlanesbetweentherailroadandMintStreet.

Hill Street: Tryon Street to Church Street

HillStreetwasconvertedtotwo-waybetweenTryonandChurchtoprovidebetterconnectivitybetweenthetwostreetsandenhancetheoperationoftheCollege/Churchone-waypair.

• Hill Street: Tryon Street to Church Street was converted to two-way between Tryon and Church to provide better connectivity between the two streets and enhance the operation of the College/Church one-way pair.


48

C. One-Way Streets To Be Retained

Thefollowingone-waystreetswillbemaintainedaspartoftheoverallCenterCityvehicularcirculationsystem(Page44).Theone-waystreetswillcontinuetoserveasprimarycommuterstreetsinandoutofCenterCityduringpeakmorningandafter-noonhours.

Mostimportantly,one-waypairsofChurchandCollegeStreets,andFourthandFifthStreets,serveapproximately90percentoftheexistingstructuredparkingspacesinCenterCity.Someofthegaragesaredesignedtobedirectlydependentonthissystem.Additionally,conversionofthesestreetswouldgreatlyconstrainaccesstomanyothergarages.

C-1. Third Street

ThirdStreetisoneoftheprimaryeast-boundroutesoutofCenterCity,andaprimaryentrancerouteintoCenterCityfromI-77onthewest.ItbeginsjusteastoftheNorfolk-SouthernrailroadtracksasaconnectorawayfromFourthStreet.Itwillberetainedasaone-wayprimarycom-muterstreetthroughCenterCityeastofMintStreet.

C-2. Fourth Street

FourthStreetisalsoaprimaryrouteintoCenterCity,especiallyfromtheeast,andoperatesasaone-waycoupletwithThirdStreet.ItisalsoaprimarycommuterexitroutetoI-77onthewestsideofCen-

terCity.FourthStreetwillberetainedasaone-waywestboundprimarycommuterstreetfromKingsDrivetoPoplarStreetasdescribedabove.

C-3. Fifth Street

FifthStreetisaprimarycommuterentranceintoCenterCityfromI-77andaprimaryexitroutetoU.S.74(IndependenceBoulevard).Itwillberetainedasaone-wayeastboundprimarycommuterstreetfromjusteastofCedarStreettoI-277andtheconnectorwithU.S.74.Thetwo-wayportionofFifthStreetfromI-77tothe

C. One-Way Streets to be Retained



connectorwithwestboundSixthStreet,justeastofCedarStreet,willremaintwo-way.AspartoftheproposedmodificationstoI-277,anewconnectionwillbeevaluatedfromFifthStreettoKingsDrive,eastofI-277.

AportionofFifthStreetisunderconsiderationforfixedguidewaytransitservices,eitherforlightrailorbusrapidtransit.

C-4. Sixth Street

SixthStreetfunctionsasawestboundone-wayprimarycommuterstreetcoupledwithone-wayeastboundFifthStreet.Itisanimpor-tantentrancerouteforcommutersfromU.S.74(IndependenceBoulevard)andI-277,thoughnotasheavilyusedaswestboundFourthStreet.ItisalsoanimportanteastboundcommuterexittoI-77andtheBeattiesFordRoadcorridor,transitioningtoatwo-wayFifthStreetjusteastofCedarStreetnearGatewayVillage.Itwillberetainedasaone-wayeastboundprimarycommuterstreetfromI-277totheconnectorwithFifthStreet.

C-5. Church Street

ChurchStreetisaprimarysouthboundcommuterentranceroutefromI-277BrookshireFreewayandaprimaryexitroutetoI-277BelkFreewayandtheSouthTryonStreet/SouthBoulevardcorri-dor.BecauseofthemanyparkingdeckslocatedonChurchStreet,itisespeciallyimportantforcommutertraffic.Itwillremainasaone-waysouthboundprimarycommuterstreet.

C-6. College Street

CollegeStreetisamajornorthboundcommuterentranceroutefromI-277BelkFreewayandtheSouthTryonStreetcorridor,andexitroutetoI-277BrookshireFreewayandtheNorthTryonStreetcorridor.ManyparkingdecksarealsolocatedalongCollegeStreet,reinforcingitsimportanceasacommuterstreet.Itwillberetainedasaone-waynorthboundprimarycommuterroute.

TheblocksonCollegebetweenFifthandStonewallhavemorelanesandmorepavementwidththannecessaryforvehiculartraffic.Thiswillallowreductionofthenumberoflanesanduseofpavementforspecialservicesparkinginsomesectionsofthestreet(seepage44).

C-7. Eleventh Street

InordertosupporttheoperationsofI-277,EleventhStreetwillberetainedasone-wayeastbound,fromChurchStreettoCaldwellStreet.

C-8. Twelfth Street

SimilartoEleventhStreet,TwelfthfunctionsasanimportantdistributorforI-277trafficintoCenterCity.TwelfthStreetwillberetainedasone-waywestbound,fromTenthStreettoGra-hamStreet.ProposedmodificationstoI-277(page38)willaffectTwelfthStreet.

D. New Streets

ThefollowingarenewstreetsproposedforCenterCity(Page46).Thesenewstreetswillcreatebetterconnectivityforvehicles,pedestriansandbicycles.

D-1.NewandModifiedStreetsneartheCharlotteGatewayStationand Third Ward Park

• New Street: Fourth Street to MLK Blvd. (as extended) Anewtwo-lane,two-waynorth-southstreetisproposed,betweenandparallelingtheNorfolk-SouthernrailroadtracksandGrahamStreet.ThisnewstreetwillestablishabetterblockpatternsouthofFourthStreetandwestofGrahamStreet,sup-portingdevelopmentassociatedwiththeCharlotteGatewayStation,anewGreyhoundBusStationandpotentialbaseballstadium.


50

• Third Street: New Street to Graham StreetAnewtwo-lane,one-wayeastboundThirdStreetconnectorwillbemadebetweentheNewStreet(above)andGrahamStreet.ThiswillsupporteliminationoftheconnectorwithFourthStreet,slowtrafficandsupportdevelopmentoftheblockpat-ternaspartoftheGatewayStation.

• MLK Blvd.: Graham Street to Cedar StreetAtwo-lane,two-wayextensionofMLKBlvd.betweenGrahamStreetandCedarStreet,undertheNorfolk-Southernrailroadtracks,willprovideanadditionalconnectionfromtheThirdWardneighbor-hoodwestoftherailroadtracksintoCen-terCity.Thisconnectionwillprovideanadditionalalternativeintoandoutofthecityforbothpedestrians,bicyclistsandvehicles.ItwouldbeaccomplishedmostappropriatelyandeconomicallyaspartofthetrackreconstructionforAmtrak,NorthCorridorcommuterrailandtheCharlotteGatewayStation.

D-2. Euclid Street Connection across I-277

Anewtwo-way,two-laneconnectionofEuclidStreettoAlexanderStreet,DavidsonStreetorsomeotherpointisproposedtospanI-277betweenStonewallStreetinCenterCityandMoreheadStreetinDilworth.Thisconnectionwillprovideimprovedvehicularandpedestriancon-nectionsacrosstheI-277freewaybetweenCenterCityandtheDilworthneighborhood,andwillsupporttheSecondWardMaster

Plandevelopment.ItwillalsosupportredevelopmentactivitiesintheEuclid/Moreheadarea.

D. Proposed New Streets

• A feasibility study was completed for an overpass over I-277 from Second Ward to Dilworth, Davidson to Euclid Alexander Street.



D-3. New Second Ward Streets

Severalnewtwo-lane,two-waystreetswereproposedaspartoftheSecondWardMasterPlanfortheareaboundedbyThirdStreet,DavidsonStreet,StonewallStreetandI-277.ThesestreetswillbeconstructedasimplementationoftheBrooklynVillagePlaninSecondWardproceeds.

D-4. Fifth Street Extension: McDowell Street to Kings Boulevard

ThisextensionwillprovideanadditionaleastboundrouteoutofCenterCitytoKingsDriveandtheElizabethneighborhood.Pedes-trianandbicycleconnectionsareproposedwithintheright-of-wayonthesouthsideoftheramp,asaconnectorbetweentheLittleSugarCreekGreenwayandMcDowellStreet.TheseimprovementswillalsoprovideenhancedpedestrianconnectivitybetweenCenterCityandCentralPiedmontCommunityCollege.

D-5. Myers Street Extension: Sixth Street to Seventh Street (COMPLETED)

Atwo-lane,two-wayextensionofMyersStreet,betweenSixthandSeventhStreets,willsupportongoingFirstWarddevelopmentbyprovidingenhancedvehicularandpedestrianconnectivity.

D-6. Tenth Street: Tryon Street to Brevard Street

RedevelopmentoftheareaonNorthTryonnowoccupiedinpartbyMecklenburgCounty’sHalMarshallGovernmentServicesCen-terhasbeenunderdiscussionforsometime.Asthisredevelop-mentanddevelopmentofvacantlandinthisareaproceeds,TenthStreetwillbeconnectedfromTryonStreettoLRT.Thesegmentof10thStreetfromLRTtoBrevardStreetisacommitteddeveloperimprovementassociatedwithdevelopmentoftheUNCCUptowncampus.Thiswillprovideenhancedconnectivitytosupportfur-therredevelopment.Itwillalsoimprovepedestrianconnectivity

betweenresidentialFirstWardandtheTryonSignaturePedestrianStreet,aswellaspedestrianaccesstothefutureNinthStreetLRTStation.PhiferStreetcurrentlyexistsbetweenTryonandCollegeStreetstothesouthofthisproposedalignmentofTenthStreet.PhifershouldberemovedwhenTenthisdevelopedinthisblock.

D-7. New Streets in South Cedar Street area

ThestreetnetworkintheareasouthoftheThirdWardresidentialareaandwestoftheNorfolk-SouthernRailwayembankmentissomewhatfragmented.Recentprivatedevelopmentactivitiesintheareahavepresentedopportunitiestoreconnectportionsofthenetworktoenhanceagridsystem.ElliotStreetandMcNinchStreetneedtobeconnectedacrosstheoldP&Nrailcorridor,whichisbeingconvertedtoagreenwaytrail.TheseconnectionswillcreateagridsouthofFirstStreet.Elliott,McNinchandHillStreetseastofCedarandnorthofWestMoreheadneedtobeupgradedandconnectedtoprovideagridnetwork.Similarly,McNinch,Clarkson,Cedar,Eldridge,DunbarandElliottStreetssouthofWestMore-headwillprovideagridnetworktosupportredevelopmentofthatarea.TheseimprovementswillprovidecirculationalternativesandrelievetrafficonCedarStreetandMoreheadStreet.

E. Conversion Of Travel Lanes And Excess Pavement

SeveralCenterCitystreetshaveeithermoretravellanesthanareneededand/orexcesspavementwidthfortheanticipatedfuturetrafficvolumes.ThispresentsanopportunitytoreusethoselanesforpurposesmoreinkeepingwiththegoalsofthisCenterCityTransportationPlan.

Onsomestreets,travellaneswillbereducedinordertoprovideincreasedsidewalkwidthsthatmeetthePedestrianStreetStan-dards.Onothers,on-streetparkingwillbeaddedforthegreaterconvenienceofshort-termvisitorstoCenterCity,ortoprovidebicyclelanesorcycletracks.

• The segment of 10th Street from LRT to Brevard Street is a committed developer improvement associated with development of the UNCC Uptown campus and will be built in 2012.

• A two-lane, two-way extension of Myers Street,was built between Sixth and Seventh Streets, to support ongoing First Ward development by providing enhanced vehicular and pedestrian connectivity.


52

E-1. Reuse for On-Street Parking and/or Bicycle Lanes

Atravellaneoneachofthefollowingstreetswillbereusedforavarietyofpurposes,includingon-streetparking,valetparking,busstops,loadingzones,and/orbicyclelanesorcycletracks.

• CollegeStreet,fromStonewallStreettoFifthStreet

• DavidsonStreet,fromStonewallStreettoThirdStreet

•

• MLKBlvd.,fromCollegeStreettoMcDowellStreet

• McDowellStreet,fromSeventhStreettoTenthStreet

• BrevardStreet,fromStonewallStreettoThirdStreet

• PoplarStreet,fromFifthStreettoMLKBlvd.

E-2. Re-Use of Pavement for Additional Sidewalk Space

Onthefollowingstreets,atravellaneorexistingon-streetparkingwillbeeliminatedandadditionalsidewalkspaceaddedtomorecloselymeetthePedestrianSidewalkStandards:

• SixthStreet,fromtheLightRailTransitlinetoChurchStreet

• ThirdStreet,fromChurchStreettoCol-legeStreet

• FourthStreet,fromCollegeStreettoPoplarStreet

• BrevardStreet,fromStonewallStreettoThirdStreet

F. Turn Lane And Intersection Modifications

Thereareanumberofright-turnandleft-turnlanesthroughoutCenterCitythatareunnecessaryfortheestimatedvolumeofturn-ingtraffic.Thesecanresultinhigherspeedturningmovementsthanaredesirabletomeetthe25-mileperhourgoalforCenterCity.Theyalsocancauseconflictswithpedestriancrossingsatintersections.Atsomeintersections,thegeometricconfiguration

E. Conversion of Travel Lanes

• Tenth Street/Church Street intersection - conceptual design completed to eliminate mandatory right turn from 10th to Church Street



preventsacontinuityoftrafficflowthatwouldbedesirable.

Modificationsofturnlanesorintersectionconfigurationswillbemadeatthefollowingintersectionstoresolvetheseconditions(Page48):

• TenthStreetatChurchStreet(concep-tualdesigncompleted)

• SixthStreetatGrahamStreet

• TradeStreetatJohnson&WalesWay(designcompleted)

• FourthStreetatJohnson&WalesWay(designcompleted)

• FourthStreetatChurchStreet

• FourthStreetattheentrancetotheGrantThorntonBuildingparkinggarage

• FourthStreetatDavidsonStreet

• ThirdStreetatChurchStreet

• ThirdStreetatCollegeStreet

G. Rail Grade Crossing Closures And Modifications

TheNorthCorridorrailprogramwillsupporttheCATSNorthCorridorCommuterRaillineandtheAMTRAKInter-CityrailservicesmanagedbyNCDOT.BothserviceswillusetheexistingNorfolk-SouthernRailwayembankmentthatrunsbetweenandparalleltoGrahamandCedarwithinCenterCity.NorthofI-277,theNCDOTAMTRAKlinewillusetheCSXright-of-waywhichparallelsandisapproximatelytwoblocksnorthofTwelfthStreet.Developmentoftheexpandedrailservicesonthesetworights-of-waywillhavethefollowingimpactsonexistingat-gradestreetcrossings.

• NinthStreet–At-gradecrossingclosedin2010;apedestrian/bicyclebridgeoverpassforconnectivitytotheNCMusicFactoryvenues,JohnsonStreetandtheElmwood-PinewoodCemeteryisdesirable

• SmithStreet–Closeat-gradecrossing(closed)

• ChurchStreet–Closeat-gradecrossing(closed)

• BrevardStreet–Provide“Quad-gate”enhancements

E. Reduction of Pavement Width


54

• DavidsonStreet–Provide“Quad-gate”enhancements

AsanadditionalbenefittothequalityoflifeinCenterCityandtheareanorthofI-277,theseseveralmodificationswillenablethecreationofa“quietzone”withinwhichtheuseoftrainwhistleswillnotberequiredastrainsapproachthecrossings.

CanCenterCityStreetsAccommodateFutureTrafficVolumes?

PreparationoftheCenter City Transporta-tion Planincludedadetailedanalysistodeterminewhetherthefuturevehicularcir-culationsystemcouldaccommodatetrafficwiththeproposedchanges.

The basic conclusion is that, yes, the Center City street network will be able to accommodate projected traffic volumes in the future, with the street modifications proposed in this plan.

Themethodologyusedinthisanalysis,andthefindingsandconclusions,aredescribedinAppendix A (page91).Amongtheassumptionsusedarethese:

• Inthefuture,theproportionofemploy-eeswhoworkinCenterCityandcom-mutebydrivingalonewillbesignifi-cantlylowerthanitistoday.ThischangewilloccurprimarilyasaresultofmajorimprovementsinpublictransportationtoandwithinCenterCity,andincreasesinthenumberofemployeeswhobothliveandworkinCenterCity.

• In the future, more drivers will use the freeway loop and the internal circulator routetoapproachtheirdestinationinCenterCity,ratherthantravellengthysegmentsofCenterCitystreets.Inotherwords,theywillfollowthelooporcirculatorroutetothepointclosesttotheirparkingdestinationbeforeenter-ingthestreetgridsystem.

F.OperationalModifications



• Most drivers will tend to avoid traveling from one side of Cen-ter City to the other,giventheplannedpedestrianorientationoftheCenterCitycoreandtheTradeStreetandTryonStreetaxes.Inotherwords,proposedimprovementsthatmakeCenterCitystreetsmorepedestrian-friendlywilltendtodiscouragefaster-movingthroughtraffic.

Theanalysisnotedthatwhiletheoverallstreetnetworkshouldperformwell,theremaybelocalizedcongestionpointsthatoccurandwillneedtobeaddressed.Atthesametime,theCenterCitystreetgridenablesdriverstoreadilymakerouteadjustmentsontheirown.

Street Enhancement Standards Map: Takentogether,theserecommendationsformodificationstothepatternofvehicularcirculationarenumerous.TheyarebroughttogetherintheCenterCityStreetEnhancementStandardsMapasdiscussedin“PartFive:Implementation.”ThePedestrianStreetDesignStandards(page75)providethedesignrequirementsforthepedestrianspaceclassifica-tionsindicatedonthisMap.PlanRecommendations:VehicularCirculation

6. Conduct a comprehensive study of the I-77/I-277 Loop tomakethefreewayloopmoreeffectiveindistributingCenterCitytraffic–aprerequisitetoassuringsmoothtrafficflowwithinCenterCity.

7. Convert selected one-way streets to two-way streets toimprovevehicularcirculationwithinCenterCity.Nineconversionsareproposed.Mostnotably,CaldwellandBrevardwouldbemadetwo-waystreetstoaccommodatethetheconversionofBrevardtoa“SignaturePedestrianStreet”withuniquedevelopmentopportu-nitiesbetweentheArenaandtheBrookshireFreeway.

8. Retain selected one-way streets, includingtheprimarycom-muterstreetsinandoutofCenterCityduringpeakmorningandafternoonhours.

9. Construct new streets or street segments toimprovecon-nectivityandmeetspecialneeds.ThesenewormodifiedstreetsincludethoseinthevicinityofGatewayStationandThirdWardPark,anoverpassoverI-277fromSecondWardtoDilworth(David-sontoAlexanderStreetfeasibilitystudyhasbeendone),streetextensionsinFirstWardandneighborhoodresidentialstreetsinafuture,redevelopingBrooklynVillageinSecondWard.

10. Convert travel lanes on streets with excess capacity touseforincreasedsidewalkwidths,on-streetparking,orbicyclelanes.Thesestreetsegmentsareidentifiedonpage47.

11. Modify turn lanes and intersections where turn lanes are unnecessary fortheestimatedvolumeofturningtrafficorwheresafetyorpedestriancrossingissuesareaconcern.Eightintersec-tionconfigurationsareidentifiedonpage47.

12. Modify or close rail grade crossingswheremadenecessarybyexpandedrailservicetoCenterCity.Fivecrossingsareidentifiedonpage48.

Parking

Until the transit system is expanded . . . Center City will continue to need a considerable amount of parking. In the interim, public and private attention should focus on shared parking and on designing facilities with regard for aesthetics and pedestrians as well as air

quality standards. At the same time, policies should be put in place to minimize the future need for spaces.

– Center City 2010 Vision Plan


56

GuidingPrinciples

Parkingstructuresandtheaccesssystemmustbedesignedandmanagedtosupport:

• Developmentofemploymentandvisitoractivities;

• Pedestrian-orientedstreets;

• Efficientuseofinvestment;and

• Developmentobjectivesfortransportationandtransit.

TheexpandingCATStransitsystemshouldsubstantiallyincreasethenumberofemployeescommutingtoCenterCitybytransitinthefuture,butthemajorityofemployeeswillcontinuetodrivetowork.Inaddition,out-of-townandoccasionalvisitorstoCenterCitywhodrivecanbeexpectedtoincreasegiventhegrowthinvenuesandactivities.Theseemployeesandvisitorswillcontinuetorequireparkingfacilities.Furthermore,lendinginstitutionstypicallyrequiredeveloperstodemonstrateanadequatesupplyofparkingtosupporttheirdevelopments,evenwhentransitserviceisavailable.

TokeepCenterCityattractiveforofficedevelopment,andtomaintainitspositionastheregion’semploymentcenter,itwillbenecessarytoprovidethecorrectamountofparkingneededtosupportnewdevelopment.TheCenter City Transportation Planparkingpolicieshavebeendevelopedwiththegoalofprovidingthecorrect,butnotexcessive,amountofparkingneededtomeetthesegoalswhilebalancingparkingsupplywithincreaseduseoftransitandothermodes.

EstimatingFutureParkingNeeds

Theneedtoaccommodate employmentistheprimarydeterminantoftheoff-street,non-residentialparkingsupplyinCenterCity.

36,000 is the current number of off-street parking spaces usedonweekdaysbyCenterCityemployees.Thisestimateiscalculatedasfollows:

Existingemployees 55,000

Minusemployeesthatwalktowork -500

EmployeescommutingtoCenterCity =54,500

Minustransitusers(7.5%) -4,088

Employeeswhowilldrivetoworkdaily =50,413

Minusdailyabsenteerate(10%) -5,041

TotalEmployeeswhowilldrivetoworkdaily =45,371

Minusaveragevehicleoccupancy(1.1) -4,125

TotalParkingSpaceUsagein2003 =41,247

Minusparkingspacesoutsideloop(0.3%) -1,207TotalParkingSpacesinsideloop =40,010

TotalWeekdayParkingSpaceUsage(85%) =36,000Foroperationalefficiency,parkingdecksandlotsgenerallyaccom-modateamaximumof85percentoftheirtotalcapacity.Thus,accommodating36,000occupiedparkingspacesrequiresapproxi-mately41,400spaces–whichislessthantheestimatedcurrenttotalsupplyof46,000off-streetparkingspacesavailablefordailycommutersinCenterCity.

Howwillthatnumberchangeinthefuture?Inthenext25years–bythetimethenewrapidtransitsystemiscomplete–anadditional40,000employeesareexpectedinCenterCity,bringingthetotalworkforceto95,000employees,accordingtogrowthprojections(page28).Bythattimeagreaterpercentageofcommuterswillbeusingthenewtransitsystem,butthemajorityofCenterCityemployeeswillstilldrivetoworkandwillneedparking.



58,000 is the approximate total number of off-street parking spacesneededtoaccommodate93,000*employeesworkinginCenterCity.

Forecastedfutureemployees 93,000

Minusdailyabsenteerate(10%) -9,300

ForecastedtotaldailyemployeesinCenterCity =83,700

Minusestimatedtransitusers(25%) -20,925

Forecastedemployeeswhowilldrivetoworkdaily =62,775

Minusparkingspacesoutsidetheloop(3%) -1,883

ForecastedemployeeswhowillparkinCenterCitydaily=60,892

Minusaveragevehicleoccupancy(1.2) -10,149

TotalParkingSpaceUsagein2003 =50,743

Plus15%additionalspacesneededforoperatingefficiency+7,612

ForecastedTotalOff-StreetSpacesneededfor93,000employees =58,355

Newofficebuildingswillbebuilttoaccommodatethegrowthinemployment.Theseofficesandothernewbuildingswilldisplacesurfaceparkinglots,soadditionalparkingdeckswillneedtobebuilt.Whilethenumber,sizeandlocationoffutureofficebuildingsishighlyspeculative,severalassumptionsweremadeinordertoderiveanestimatednumberofnewparkingdecksthatmightbeconstructedtosupportthefuture95,000CenterCityemployees.

Potentialparkingsitesweredeterminedbyidentifyingavailablelandeitheronsiteorwithincloseproximityofpotentialofficebuildingsites.Thenumberofparkingspacesbysitewasdeter-minedbyassumingvariousparkingdeckheightsandspacesperfloor,basedonfloorarearatioanddeckfootprintestimations.

Thenumberofparkingspacesbysitewasdeterminedbydividingtheareaofthesite(minusrequiredsetbacks)by450squarefeetpercar.Parkingstructuresizewasdeterminedbyusingthe450

squarefeetpercarratioanddeterminingthenumberoffloorsundergroundoraboveground.Above-groundfloorswerelimitedtoavoidhighriseclassification.Thisexercisesuggestedthatapossibletotalof7,500existingsurfaceparkinglotspaceswouldbedisplacedbynewdevelopmentoverthenext20to25years.

Using these assumptions, about 20,000 new parking deck spaces will be constructedinCenterCityoverthenext20to25yearstoaccommodatetheforecastedgrowthinemployees.

ForecastedTotalOff-StreetSpacesneededfor 93,000employees =58,355 Minusexistingoff-streetparkingspaces -47,000

Plusexistingoff-streetspacesestimated tobedisplaced +8,257Estimatednewparkingspacesneeded =19,612

*Notes:

• Theparkinganalyseswerebasedonanearlieremploymentforecastof93,000,andhavenotbeenrevisedtomatchmorerecentemploymentforecasts.

• Theparkinganalysisisbasedonthesupplyrelatedtoemploy-mentandhotels.Thisisalsotheparkingthatisprincipallyavailabletoservetheentertainmentandotherpredominantlyoff-hourneeds.Residentialdevelopmenttendstoprovideitsownexclusiveuseparkingand,therefore,isnotincludedintheanalysis.

• AstheCATStransitsystemplaniscompletedandservicebecomesavailableinallfivecorridors,commuteruseoftransitcouldbehigherthan25percent.Ifthatisthecase,theneedforadditionalCenterCityparkingspaceswoulddecreasepro-portionately.

• TheCharlotteWayfindingandParkingGuidanceSystemiscurrentlybeingimplementedwithrealtimeparkingsupplyinformationinCharlotte’sCBD. The system directs motorists from the Uptown freeway access system to accessible parking that is convenient to their destination.


58

ManagingFutureParking:APolicyApproach

Theanalysisofparkingspaceneedssuggeststhenumberofoff-streetparkingspaceswillincreasebynearly50percent–fromabout40,000spacestodayto58,000–inthenext20to25years.Privatefacilitieswillmeetmostofthatdemand,butfortheCenterCitytransportationsystemtofunctioneffectivelyasawhole,andtoassurethearea’scontinuedeconomicviability,itisimportantthattheUptownparkingsystembeaccessible,well-managedanduser-friendly.

Theabilitytofindconvenientparkingisbeingaccomplishedbyamanagementapproachthatresultsinacoordinatedparkingsup-ply,welcomingtothevisitor,thetourist,newbusinesses,employ-eesandthegeneralpublic.

Infact,thiscollaborativesystem–includingaparkingguidancesystemandacommonbrandingprogram–isamorecost-effectiveapproachformeetingparkingneedsthanwouldcompleterelianceonparkingdeckconstruction.

Itisnotnecessarytobuildaspaceforeachadditionalfutureemployee.Inpart,thisisbecausemoreemployeeswillliveUptownandwalktowork,andmorepeoplewillberidingtherapidtransitsystem.Butanotherkeyistoefficientlyuseexistingfacilitiesbycoordinatingavailableparkingdeckspacestomeetdemandasitshiftsduringtheday.Italsoworksonalonger-termbasis;forexample,ifonebuildinghasanover-supplyofspacesbecausemoreemployeesareusingtransit,thebuildingmanagementcanmakethesespacesavailableforthecollaborativesystemandgainnewusers.Acollaborativesystemisacost-effectivealternativetoconstruction.

Maximizingtheefficiencyoftheentirepublicandprivateparkingsystemincreasesthevalueoftheparkingassets,reducesdevelop-mentcosts,stabilizesusercosts,andsupportsefficientuseofthetransportationsystem,includingtransit.Fromthepublicpolicystandpoint,itisintheinterestofaneconomicallyviableCenter

Citytohaveparkingfacilitiesandaccesssystemsthataredesignedandmanagedtosupportpedestrian-orientedstreets,transitdevel-opmentobjectives,andefficientuseoffacilityinvestment.

Thetransportationobjectiveistousetheparkingsupplyasefficientlyaspossibleandtosupportitwithavehicularcirculationpatternandadirectionalsystemthatenablespeopletofindparkingasdirectlyaspossible.Thisistheaimofthepolicyapproachadoptedin2006andimplementedbeginningin2010–acollaborativepublic-privateapproach–formeetingthecurrentandfutureparkingneedsofemployeesandvisitorsinCenterCity.ItwastheselectedchoiceamongfourpossibleoptionsfortheCityofCharlotte.

• TheCitycanstandbyastheexistingfragmentedapproachcontinues;

• TheCitycanadoptparkingmaximumsorimposeaceilingonthenumberofspaces;

• TheCitycanbeginconstructingitsownparkingstructures;or

• TheCitycanfacilitateacollaborativeparkingsystem.

Thefollowingdescriptionsummarizesthecollaborativeparkingprogrambeingimplemented,andmakesrecommendationsabouttheCity’sroleinon-streetandoff-streetparkingsupply.

ManagingOff-StreetParking:ACollaborativeParkingSystem

Aspartofacomprehensiveandmultimodalwayfindingdesigncreatedduring2005–2007,pedestrianwayfindingsignswereinstalledin2007incoordinationwiththeLYNXBlueLine,lightrailtransitservingUptownandSouthCharlottethrough15LRTsta-tionsover11miles.ThePedestrianWayfindingsystemhasbeenfullyimplemented.Additionalsignagewillbeimplementedasnewvenuesopen.Anoverallrefreshofallsignsandmapsisprojectedforearlysummerof2012.

• Aspartofacomprehensiveandmultimodalwayfindingdesigncreatedduring2005–2007,pedestrianwayfindingsignswereinstalledin2007incoordination with the LYNX Blue Line, light rail transit serving Uptown and South Charlotte through 15 LRT stations over 11 miles. The Pedestrian Wayfindingsystemhasbeenfullyimplemented.Additionalsignagewillbeimplementedasnewvenuesopen.Anoverallrefreshofallsignsandmaps is projected for early summer of 2012.



TheCharlotteWayfindingandParkingGuidanceSystemiscur-rentlybeingimplementedwithrealtimeparkingsupplyinformationinCharlotte’sCBD.ThesystemdirectsmotoristsfromtheUptownfreewayaccesssystemtoaccessibleparkingthatisconvenienttotheirdestination.Fromtheparkingfacilities,aswellasthetransitstations,pedestrian-scaleddirectionalsignsandmapsidentifyroutestoandfrommajorpublicdestinationsinUptownandbacktotheparkingortransitfacilities.Finally,thesystemprovidesdirectionforthemotoristbacktotheroadwaynetworkthroughacomprehensivesetofegressdirectionalsigns.

Theprojectconveysthefeelingofaparking“system”,helpsvisitorsfindvenuesandparkingmoreeasily,andwillfacilitatebalancingtheparkingsupplywithgrowingtransitservicewhileprovidingcongestionmitigationandairqualitybenefits.ThefirstphaseoftheparkingguidancesystemincludesoverhalfofthestructuredparkingsupplyinUptown,over20,000spaces.

Futurephaseswillincludeadditionalparkingdecks.ThesystemismanagedbyCharlotteCenterCityPartnersinresponsetostakeholderrecommendationsina2006ParkingWorkshop.

ThisCenter City Transportation Planrecommendsapolicyapproachtoimprovingmanagementoftheoff-streetsystem.

It should be emphasized that the objective of “changes in management of the parking system” does not refer to changes inmanagementofspecificfacilities,butisaimedatunifyingthe parking system so that it looks, feels and is perceived as a system to users, rather than a fragmented series of parking opportunities.

PolicyRecommendation:

Create a “Collaborative Parking System” for the management of private and public parking facilities (Completed2010).

TheintentoftheParkingGuidanceSystem(PGS)istoorganizethepublicandprivateparkingassetsinCenterCitytoprovideparkingthatisperceivedbythevarioususersasaunifiedandcoordinatedsystem.Futureelementsofthesysteminclude:

• Commonbrandingandadvertising;

• Parkingguidanceor“wayfinding”system;

• Knownpricingscheme;

• Commonvalidationprocess;

• Possiblejointbillingorclearinghouse;

• Consistentspecializedparking(vanandcarpooling);

• Consistentenforcement;and

• Consistentdesignandqualitystandards.

TheSystemwillprovideopportunitiesforprivateownersandoperatorstomoreeffectivelymarkettheirparkingfacilitiesbasedonsupportedprovidedbythecollaborative.Marketingandbrand-ing,aswellasdynamicwayfindingsignsthatdirectpark-erstotheirfacilities,arekeycomponentsofthecollaborativesystem.


60

Benefitstoownersandoperatorsshouldincludehigherrevenuesfromincreasedutilization,thepotentialforsubsidiesbythecollaborativetoexpandoperatinghours(and,ultimately,generatenewrevenue),andfinancialandinfrastructuresupportfornewtechnologycosts.

AppendixBpresentsexamplesofcollaborativesystemsinsixothercities.

Manycitiesviewparkingasaneconomicdevelopmenttoolthatcanacceleratedevelopmentandgrowthofadowntownarea.Indeed,thereisagrowingmovementbycitiesacrosstheUnitedStatestoleveragetheirparkingresourcestosupporteconomicdevelopment.Generally,theseeffortsinvolvepublicandprivatepartnershipsand,hence,theterm“collaborative”parkingsystems.Thecommongoalofthesecollaborativesystemsistoensurethattherightamountofparkingisavailabletousers,thatallvisitorscanfindparking,andthatthepublicandprivatesectorsworktogetherfortheirmutualbenefit.

ProposedCityPolicyForTheOn-StreetParkingSupply

TheCityofCharlottemanagestheCenterCityon-streetparkingsystemthrough“Park-It!”Thisprogramiscontractedtoanout-sideoperatoreveryfewyearsthroughabidselectionprocess.Thesystemfunctionswellandgeneratessignificantnetrevenueafterexpenses.

On-streetparkingshouldalwaysbeorientedtothevisitororshort-termparker,andshouldprovideopportunitiesforeasyaccesstodestinations,andoffercustomer-friendlypaymentoptions.Theproposedlong-rangeimprovementstothestreetnetworkwillexpandthenetnumberofon-streetparkingspacessignificantly.TheStreet Enhancement Standards Map,(page81)encompassesthesitingofon-streetparkingthroughoutCenterCity.

Agreaternumberofon-streetparkingspacesnotonlyincreasesaccesstotheCenterCitybutalsocanresultinincreasedrevenuethatcouldhelpsupporttheproposedCollaborativeParkingSystemandotherparkingpoliciesdescribedinthissection.

Policy Recommendations:

Expand the on-street parking system program.

Implementcurblanemanagementtoachieveaconsistentapproachtocurblaneuses,andcommunicatecurblaneusesbytimeofday.

Expandingthesystemreferstoincreasingthenumberofspaceslocatedon-street,increasingthehoursofoperation,andoffer-ingcustomer-friendlypaymentmethods.Elementsofthispolicyinclude:

• Expandingthesupplyofon-streetparkingspaces,asreflectedintheStreetEnhancementStandardsMap;

• Expandingtheavailabilityandhoursofoperation,byreduc-ingtheuseoftime-restrictedspacesandconsideringeveningoperations;and

• Enhancingoperationswithsuchmeasuresasmulti-spacemeters,valetparking,paystations,andfinedropboxes.

ProposedCityPolicyfortheOff-StreetParkingSupply

Asparkingdemandincreasesoverthenext25years,therewillbemanyopportunitiesfortheCityofCharlottetopartnerwiththeprivatesectorinprovidingparkingsolutionsaspartofnewmixed-usedevelopmentprojects.Veryfewcommunitiesareconstructingstand-aloneparkingstructures.Therecommendedmodelisthedevelopmentofmixed-useprojectsthatserveneedsforsharedparking,transitaccessibilityandmultipletripdestinations.Thismodel–withtheCityasapartnerinjointlyaddressingparkingneeds–canresultinefficient,effectiveandsustainabledevelop-mentthathaspositiveimpactsondevelopmentasawholeinCharlotte.



Policy Recommendation:

Develop an Off-Street Parking Policy program or framework for City participation in the development of parking as a compo-nent of mixed-use projects.Elementsinclude:

• Financialparticipation,eitherdirectlyorthroughothercomponentsofthedevelopment;

• Buildingonestablishedsustainablemeasures;

• Managingquantity,throughinvolvementoftheCollaborativeParkingSystem;

• EstablishingsharedparkingcriteriathroughinvolvementoftheParkingGuidanceSystem

• Consideringoptionsfor“payment-in-lieuofbuildingnewparking;”

• Supportingthetransportationsystemthroughsiteandlocationcriteria;

• Managingaccessthroughestablishmentofcriteria;and

• Establishingandsupportingdesigncriteria.

TheelementsestablishaframeworkfortheCitytoparticipatefinanciallyinprojectsthatincludeparkingcomponentswhenthesecomponentsaredevelopingincoordinationwiththeoverallpark-ingpolicies.TheintentistobuildonsustainablemeasuresalreadyestablishedforeconomicdevelopmentactivitiesinCenterCityandprovideanadequateparkingsupplythatsupportstransitridership,economicdevelopmentandemploymentgrowth.

Anestimated5,000to7,000parkingspacesarevacantduringthepeakhourparkingdemandofthedayinCenterCity.Thisrepre-sentsbetween$80and$100millioninparkingconstructionthatisbeingunderutilized.Thispolicyisaimedatfacilitatinganadequateinvestmentinparkingbasedonmaximizingtheuseoftheparkingsupplywithoutoverbuilding.

Establishingsharedparkingcriteria,guidelinesoranordinance,willimprovetheabilitytoshareparkingresources.Inaddition,theremaybeopportunitiestocombinetheparkingneedsofmultipledevelopmentsinasinglefacilityaspartofalargerdevelopment

project,ratherthanconstructingparkingon“piece-meal”basisbyindividualdevelopers.

TheprimarytoolforimplementingthisapproachistheParkingGuidanceSystem.Itcanalsobesupportedby“payment-in-lieuofparking”whichrequiresthecreationofaparkingfundthatcancollectpaymentsandreinvestinfacilitiesthatwillservemultipleusersmoreeconomically.Aparkingfundallowsdevelopersorbusinessownerstomakeapaymenttoafundingentitythatwillprovidetheirparkingneedsaspartofalargerproject,ratherthanbuildingparkingthemselves.

Otherelementsofthepolicyareaimedatpromotingaccesstoandfromtheparkingfacilityinlinewiththegoalsofmanagingtheroadwaysystemcapacity.Finally,therewillbeopportunitiesthroughtheparkingpolicytosupportdesigncriteriathatpromoteunique,pedestrian-friendlyandaccessibleparkingfacilities.

ImplementCurbLaneManagement

Sincetheinventionandmassproductionoftheautomobile,peopleindenseurbanareashavejockeyedforpositionalongthecurb,whethertoparktheirvehicleortoloadpassengerorcommercialfreight.Businessownersinadowntownsettingwidelyconsiderthecurbsideparkingspacevitaltothesustainedhealthoftheirbusi-ness(yetmanybusinessesfailtoregulateemployeeuse,whichistheprimarydetrimenttoturnoverandavailabilityofparking).Studiesthroughouttheyearshaveproventhatthispieceofright-of-wayrealestateisextremelyvaluableforadjacentbusinesses,reinforcingthattheeffectiveregulationandmanagementofthisspacecanbeamajorfactorforeconomicdevelopmentincentralbusinessdistricts.

CenterCityCharlottehasexperiencedchangingneedsforaccesstocurblanespace.Additionally,somemotoristshaveexperiencedconfusionastoappropriateuseofthisspaceatdifferenttimesofday.TheCityofCharlotteandtheCharlotteDepartmentofTrans-portation(CDOT)haveidentifiedtheneedtoevaluate,define,manage,andefficientlyoperateitsmostvaluablestreetright-of-way–thecurblane.


62

Thefollowingelementswereidentifiedforstudy:

• AreviewofexistingcurbuseconditionswithintheCenterCity

• Identificationofbestpracticesfrompeercities

• DefinitionsforcurblanetypologiesforeachspecificcurbuseinCenterCity

• Guidanceandschematicrecommendationsforcommunicat-ingregulatorymessages

• Examplesofpracticalimplementationofrecommendations

• Anactionplanforimplementingthefullsetofrecommenda-tionsandstrategiesdefinedinthisreport

• Astudyin2011isexpectedtoresultinanimplementationplantoaddresstheserecommendations.

Summary–AnIntegratedParkingProgram

Theparkingpolicy’sgreatestimpactisinconcertwiththeimple-mentationoftheParkingGuidanceSystem(PGS)beginningin2010forunifiedmanagementoftheexistingprivateoff-streetparkingfacilitiesinCenterCity.

ThesuccessfuloperationofPGSdependsontheintegrationoffourcomponents,illustratedanddescribedbelow:

Parking Guidance System (PGS) Components

• The PGS willbechargedwiththeday-to-dayoperationsoftheparkingsystem,includingtheparkingguidancesystem,marketing,promotion,brandingandrelatedactivities.PGSwillalsoberesponsibleformonitoringuseoftheparkingsupplyandrespondingtochangesindemandbymakingadjustmentsinmanagementorincoordinationofplanningfornewconstruction.

• Transitridershipwillalsobemonitoredsothatparkingdecisionscanrespondtoincreasesintransitridershipbyreducingtheneedforparkingexpansion.

• Atthesametime,operationalchanges,improvementsordeci-sionsonthe vehicular networkwouldalsobecommunicatedsothatparkingaccess,transit,parkingavailabilityandotheraspectsofauser-friendlysystemarenotoverlooked.

• Finally,thesecomponentsarebroughttobearonpublic/private supply policy andparkingstandards.Expansionofthepublicand/orprivateparkingsystemwouldbeinresponseeithertoplannedchangesorinsupportofproposedchangesinlandusedevelopmentandeconomicgrowthwithintheCenterCity.Decreasesorincreasesinparkingrequirementscouldbenegotiated,dependingonopportunitiestoserveneedswithtransitandthecapacityoftheroadwaynetwork.

Thenetbenefitwouldbeaparkingsystemintegratedwiththetransitsystemandtheroadwaynetwork,sothatresourcesaremaximized,costsarereduced,andeconomicdevelopmentisaggressivelysupported.

PlanRecommendations:Parking

13. Create a “Collaborative Parking System”for the manage-ment of private and public parking facilities (COMPLETED). TheintentistoorganizeandunifyprivateandpublicparkingassetsinCenterCitythroughanentitythatprovidessuchservicesasaparkingguidanceor“wayfinding”system.(Page54)

14. Expand the On-Street Parking system managed by the City,increasingthenumberofon-streetspaces,expandinghoursofoperation,andofferingpaymentoptions.(Page56)

15. Develop an Off-Street Parking Policy framework for City par-ticipation in the parking component of mixed-use projects. ThispolicywouldestablishconditionsforfinancialparticipationbytheCityinprovidingjointparkingsolutionsforappropriatemixedusedevelopment,andconsidersuchmeasuresas“payment-in-lieu”ofbuildingnewparking.(Page56)



Wayfinding

GuidingPrinciples

• Improveaccess,identificationandconnectivitytoCenterCity.

• EnhancetheimageofCenterCityCharlottebycreatingauser-friendlyfeelthatreducesmisdirectedtravelanddisorientationamongvisitors,arebothdriversandpedestrians

• Enabledriverstoselectparkingclosetotheirdestination.

• PromoteasenseofcommunityandhelpcreatetheperceptionofCenterCityasasafeandfriendlyenvironment.

What is “Wayfinding?”

Wayfindingisessentiallyasuccessionofdirectionalcluescompris-ing,primarily,visualelements.Itexistsinmanyscalesandenviron-ments.Itnavigatespeoplethroughacitystreetnetwork,hospitalcorridors,airportorparkinggarage,callsattentiontoastorefrontorprovidesinformationaboutanevent.Theterm“wayfinding”wasfirstusedbyKevinLynch,inhisseminal1960book,The Image of the City,wherehereferredtomaps,streetnumbers,directionalsignsandotherelementsas“way-finding”devices.

How Wayfinding Works

GoodwayfindingsystemshelpusersexperienceanenvironmentinapositivewayandfacilitatesgettingfrompointAtopointB.Whenexecutedsuccessfully,thesystemcanreassureusersandcreateawelcomingenvironment,aswellasanswerquestionsbeforeusersevenaskthem.

However,toomuchinformationcanbeasineffectiveastoolittle.Developingahierarchyofinformationisacriticalpartofway-finding.Theprimaryconsiderationistheuser’sperspective.Thespeed,visualenvironmentanddistancefromwhichtheinforma-tionwillbeviewedarekeyconsiderations.Inshort,“more”isnotnecessarilybetter;evenawell-designedprogramcangetlostinvisualclutter.

Theeffectivenessofawayfindingsystemalsodependsontype-face,font,sizeandspacingbetweenlettersandwords.Forexam-ple,acombinationofuppercaseandlowercaselettersiseasiertoreadthanonlyuppercase.Colorcontrastisalsoessentialforoptimumreadability.Similarly,elementsofthesystemmustbewell-maintained.Astrategyandplanformaintenanceandupdatingisasimportanttosuccessastheoriginaldesign.

Wayfinding Objectives in Center City

InCenterCityCharlotte,vehicularandpedestrianwayfindingsys-temsareproposedthatwillworktogethertodirectmotoristsintoCentercityandtothemosteasilyaccessibleparking,andorientpedestriansaroundthecity’score.

Thesystemprovidesinformationtoassistvisitors,employees,resi-dentsandotherstofindtheirwaytodesireddestinationsinCenterCityandbacktotransportationorparking.Signagedirectspedes-trianstoareasthatareparticularlyremotefromcentralareas.Furthermore,thewayfindingsystemwill:

• Providesnavigationalaidsthatconsiderfirsttimeandinfre-quentvisitors,

• Isaccessibletovisitorswithimpairmentsandconsiderateofseniors,

• Isconsistentinpresentationandlanguage,

• Iscompliantwithcityandstatetrafficandsafetyregulations,and

• Canberealisticallyimplemented,maintainedandmanaged.

Afamilyofsignsservesbothvehicularandpedestriannavigation,andprovidescleardirectionstoandfromtheI-277/I-77freewayloopandmajorCenterCitystreets.The“logicofconcentricdes-tinations”willbeestablishedforthesystem,startingwiththeregionalhighwaynetwork,toaCenterCityparkingloop,thentoparking,thentospecificdestinations.


64

Auniqueidentityor“brand”wasdevelopedforthesystem.ThedesignvernaculariseasytorecognizeandinkeepingwithCenterCitystreetscapedesignstandards.ItclearlycommunicatesapositiveimageofCharlotte.

VehicularWayfinding

EmployeeswhoworkinCenterCity,whotravelinandoutdaily,arefamiliarwiththeareaandmanyhaveregularparkingspaces.Ontheotherhand,manyocca-sionalandfirst-timevisitorstoCenterCitycanbecomedisorientedwithoutsomelevelofpositiveguidanceeithertotheirdestina-tionortoanearbyparkingarea.

• TheVehicular Wayfinding SystemhelpspeopleapproachingCenterCityfromtheregionalhighwaynetworknavigatetheCenterCitygridsystemandone-waystreetstofindtheirmostconvenientpark-ingspot.

Thesystemimprovescirculationbyelimi-natingvisualclutter,providingusefulandclearinformation,andincorporatingacon-sistentandrecognizabledesigntheme.ThisvehicularsystemiscoordinatedvisuallywiththePedestrian Wayfinding SystemtohelpmarketCenterCity,evokeasenseofpride,helpcreateadistinctidentityandimprovethestreetscape.

Thevehicularandpedestrianwayfindingsystemsarefullycoordinated,bothfunc-tionallyandgraphically,toimplementthebasicintentoftheCenter City Transporta-

tion Plan:thecreationofapedestrian-friendlycore,theideathateverymotoristandeverytransituserbecomesapedestrian,andtheefforttofacilitatea“parkonce”approachtoCenterCitycircu-lation.

How the Vehicular System Works

ToguidetrafficfromsurroundinghighwaysandstreetstoCenterCityparkingdestinations,theVehicularWayfindingSystemhasidentifiedfourparkingloopsthatpresentlyserveandwillcontinuetoservethemajorityofexistingandanticipatedfutureCenter

Acommodating the Motorist — Parking Access Loops



Cityparkinggarages.TheloopsarebasedonthestreetsystemandfreewayloopmodificationsenvisionedintheCenterCityTransportationPlan.

Four Parking Loops

1. South Tryon–northboundCollege,westboundFourth,southboundChurch

2. East Trade–westboundFourth,north-boundCollegeandeastboundFifth

3. North Tryon–southboundChurch,east-boundFifth,andnorthboundCollege

4. West Trade–eastboundFifth,south-boundChurch,andwestboundFourth

SignageonthesefourloopsdirectsvisitorstowithinoneblockofalargemajorityofexistingparkinggaragesinCenterCity,andwithintwoblocksofvirtuallyallanticipatedfutureparkinggaragelocations.Thefourloopscanalsointerlock,sincetheydirectmotoriststocommonstreets(Church,Fifth,CollegeandFourth)withinoneblockoftheSquare.

Thevehicularwayfindingsystemactuallyconsistsoftwocoordinatedsub-systems:

1. A wayfinding sign systemthatusesbothstaticanddynamicmessagingtoprovidedirectionstoandfromtheregionalhigh-waynetworkandCenterCity;and

2. Adynamic,real-time parking information system,aswellasstaticidentificationsigns,todirectmotoriststoparkingfacili-tieswithavailablespacesinCenterCity.

TypicalwayfindingsystemsarelimitedtostaticsignsbutCenterCity’ssystemrequiresahigherleveloftechnology,inadditionto

lowtechnologyitemssuchasstaticsignsorbanners.Asystemofdynamicandstaticdirectionalsignsalongexpresswaysandthor-oughfaresapproachingCenterCity,aswellastheparkingloopstreetswithinCenterCity,willshowthewaytoexistingparkingfacilities(withtheflexibilitytoevolveasnewfacilitiesareadded).Thissystemprovidesdirectiontoindividualparticipatingparkingdecksand,bymeansofelectronicallycontrolleddisplays,guidesthemotoristtofacilitieswithavailableparkingspaces.

ExistingPedestrianWayfindingSystem


66

Dynamicparkingguidancesystemsofferaneffectiveandrapidmeansoflocatingavailableparking.Permanentsignsofferonlyalimiteddegreeofeffectiveness.

Dynamicsystems,coordinatedbyacontrolcenter,tracktheavail-ableparkinginparkingdecksthroughtheuseofshareddatathatreportstrafficgoinginandoutofeachfacility.Thisreal-timeinformationisdisplayedelectronicallysothatthemotoristcandrivedirectlytoaparkingfacilitythatisconvenientlylocatedandhasavailableparking.

ExistingPedestrianWayfindingSystem

Existing NCDOT Dynamic Message Sign (message added)

TypicalSmallDynamicVehicularWayfindingSign[REPLACE]



ThesystemforCentercityissimilartostandard“dynamicmes-sagingsystems”usedinothercities,exceptthemannerinwhichitisusedandthemessagesdisplayed.Acomputerinterfaceateachfacilityfeedsdatatoacentralsystematthecity’strafficsignaliza-tioncontrolroom,whereitiscompiledandsentouttothedynamicsignsaswellastoaparkingwebsite.The“wiring”forthetrafficsignalmanagementsystemalsosupportsthemessagesystem.StaticsigningwillalsohavearoleintheVehicularWayfindingSys-tem.

DesignandimplementationofthevehicularwayfindingsystemmustalsotakeintoconsiderationtheexistingdirectionalsignstoI-277,I-77,SR-74,etc.,thatalreadyexistincenterCity.Assistingmotoristsinleavingisasimportantandhelpingthementer.Allvehiculardirectionalsignsneedtobepartofthecoherentsystem.

PedestrianWayfinding

AsaresultoftheneedtoimplementtheWayfindingSysteminordertosupporttheSouthCorridorLightRailTransitline,thepedestrianwayfindingsystemprecededthevehicularsystem.Designconceptsforboththevehicularandpedestriansystemsweredevelopedasanintegratedsystem.Awayfindingprogramismosteffectivewhensupportedbythewholecommunityonmanylevels.Therefore,thefundamentalpremiseofthedesignwastousenomenclature,vernacular,mapsandgenerallogicforbothsystems.AsignificantdesignelementinthepedestriansystemistheuseofthefourParkingLoopsthatarecentraltothevehicularsystem.

Thepedestrianwayfindingsystemuseswayfindingmapsalongsignaturestreetsandwithinpopularvisitorareas,attransitcen-tersandstations,andnearmajorvenues.Pedestriandirectionalsignstopublictransportationandmajorvenuesarelocatedwithinafive-minutewalk.

PlanRecommendations:Wayfinding

16. Continue to expand the Pedestrian Wayfinding System,asdevelopedforthelightrailtransitline,andexpanditthroughoutCenterCitytoprovidekiosksanddirectionalsignsthatorientandinformpedestrians.(Page62)COMPLETED

17. Develop a Vehicular Wayfinding System,inconjunctionwiththeCollaborativeParkingSystem,todirectmotoristsintoCenterCity,guidevisitorsinnavigatingthestreetnetwork,andhelpalllocatethemostreadilyaccessibleparkingclosesttotheirdesti-nation.Thevehicularsystemwillutilizedynamicsignstoprovidereal-timeinformationonavailablespacesinparkingfacilities,andwillbecoordinatedwiththepedestrianwayfindingsystemthatwillorientpedestriansoncetheyhaveparkedtheircar.(Page59)COMPLETED

Transit

GuidingPrinciples

• Offerpeopleachoiceinmeetingtheirmobilityneeds.

• Enhancethearea’squalityoflifebyattractingnewemploy-mentandhousingoptionsandmixed-usedevelopmenttothetransitcorridors.

• Reducedependenceontheautomobileandeasefutureairpollution.

The2030 Transit System Planchartsthecoursefordevelopingrapidtransitserviceinfivecorridors,aswellasmakingspecificimprovementsinCenterCityCharlotte.ItisinCenterCitythatthefivecorridorsconvergeandthenradiateouttotherestofthesystem.TheCenterCityimprovementswillenabletheseindividualcorridorstofunctionasanintegratedsystem.

TheseimprovementswillalsoprovideservicesfortheUptownareaandconnectivitywithsurroundingneighbor-hoods;specifically,


68

• Two major transit nodes –theCharlotteTransportationCenterandthemulti-modalCharlotteGatewayStation–aredesignedtocomplementeachothereventhoughtheyarelocatedseveralblocksapart.

• A north corridor spinewilladdcommuterrailandinter-cityrailservicestotheexistingNorfolk-SouthernRailwayembankmentthatrunsbetweenandparalleltoGrahamandCedarStreets.

• A north-south transit spinewillprovidelightrailtransitservicealongthetrolleyandformerrailroadcorridorbetweenBrevardandCollegeStreets.

• Aneweast-westStreetcarcorridorwillhaveapedestrian/tran-sitwayfromI-85alongBeattiesFordRoadandTradeStreetthatconnectsJohnsonC.SmithUniversityonthewest,withPresbyterianHospitalontheeastandextendingtotheEast-landMallarea.AnongoingdesignphaseofStreetcar’sfirstsegmentwillresultina1.5milesegmentbetweenCharlotte’sTransportationCenterandPresbyterianHospital.

• Other circulation services,includingaCenterCityGoldRushCirculator,willconnectCenterCitycommercial,education,andentertainmentdistrictswitheachotherandwithareasjustoutsidetheI-277/I-77expresswayloop.

MajorTransitNodes

The Charlotte Transportation CenteristhebustransferhubfortheCharlotteAreaTransitSystem.Inadditiontolocalbusservice,thecenteralsoprovidesaccesstotheSouthCorridorLightRailTransit(LRT)station.TheLRTpassengerplatformsenableriderswhowishtotransferbetweenrailandbusmodestodosoalongEastTradeStreetadjacenttothenorthsideoftheTransportationCenter.LRTriderscanalsobecomepedestriansonTradeStreet,ofcourse,orhavedirectaccesstothemainentranceoftheArena.TheTransportationCenterwillalsoservetheStreetcarroute,aswellasfutureserviceontheSoutheastandWestcorridors.ThedetailsoftheseservicesarebeingstudiedbyCATS.

The Charlotte Gateway Stationisaplannedmulti-modalcenterthatisexpectedtospuradditionaldevelopmentintheWestTradecorridor.TheGatewayStationistheterminusontheNorthCom-muterRailTransitCorridor.ItisalsobeingdesignedtoconnectCATSpassengerswithAMTRAK,HighSpeedRailandGreyhoundinter-cityrailandbusservices.Pedestrianswillbeabletotransferbetweencommuterrailandbusservicesandtotheinter-cityrailandbusservices.Automobiledrop-offandtaxioperationswillbeseparatedfromtheothermodesforpedestriansafetyreasons.

CATS Transit System Plan



CATSexpectstoprovidebusbaysintheGatewayStation,andbuseswillcirculateinbothdirectionsthroughthestation.CATSisstudyingtheuseof“dynamicbusallocation”toservethetwonodes,assigningbusesonaflexiblebasiswhichwouldreducetheneedtoincreasethecapacityoftheCharlotteTransportationCenter.ExpressbusservicesservingeastandsouthCharlottewillbesupportedbybothtransportationcenters.

North-SouthandEast-WestTransit

A North-South Transit Spineiscreatedbylightrailtransit(LRT)servicealongtheSouthandNortheastCorridors.TheSouthCor-ridorentersCenterCityattheWestinHotelandterminatesattheCharlotteTransportationCenter;fromthatpoint,theNortheastCorridorbeginswiththeSeventhStreetStation.ThislatterstationopenedwhentheSouthCorridorbeganoperationsin2007.

Eventually,aNinthStreetStationwillbeaddedastheNortheastCorridorisconstructedandextendspastBrookshireFreeway.Thepedestrian,bicycleandurbandesignelementsnowincludedintheSouthCorridorwillbeextendedthroughtheCenterCityincon-junctionwiththeNortheastLRTimplementation.

A North Corridor SpinealongtheexistingNorfolk-SouthernRail-way(N-S)embankmentthatrunsbetweenandparalleltoGrahamandCedarStreetswillsupporttheNorthCorridorCommuterRailprogramofCATSandtheAMTRAKandHighSpeedRailInter-CityrailservicessupportedbyNCDOT.BothserviceswillutilizetheCharlotteGatewayStation.ModificationstotheassociatedN-SandCSXrailfacilitiesincludeclosingtheat-gradecrossingsatNinth,SmithandChurchStreets,andtheinstallationof“quad-gate”crossingfacilitiesontheat-gradecrossingatBrevardandDavid-sonStreets.WhiletheChurch,BrevardandDavidsoncrossingsarenorthoftheI-277Loop,theclosingandmodificationswillaffecttrafficoperationsinCenterCity.

Theseseveralmodifications,takentogether,willalsoenablethecreationofa“quietzone”thatmanyCenterCityresidentsseeasabenefit.ThestudiesrelatedtotheseoverallrailmodificationsarealsoincorporatingconsiderationandpreliminarydesignoftheextensionofMLKBlvd.westwardtoCedarStreetandapedestrian/bicycleoverpassatNinthStreet.

An East-West Transit CorridoronTradeStreetwillconsistofseveralelements:(1)busrapidtransit(BRT)servicesalongtheSoutheastandWestcorridorswilluseTradeStreet(andpotentiallyFourthorFifthStreets)asatransitway;(2)through-routingBRTorLRTservicesonthesetwocorridorswouldprovideconnectionsbetweentheCharlotteTransportationCenterandCharlotteGate-wayStation;(3)CATSlocalrouteswouldoperatealongthetransitway;and(4)theproposedCenterCityStreetcar,describedbelow,wouldprovideamobilityoptionsuitableforshorttripsorthecasualpedestrian.

Infact,thepedestrianambienceofTradeStreetwillbemarkedlyimprovedbyplannedstreetscapeimprovementscomparabletothosenowinplaceonTryonStreet.ThenewTradeStreetamenitieswillincludeshadedandprotectedpassengerwaitingareas,transitinformationandwayfinding,andstreetfurnitureandlandscape.

CATS Center City Transit Plan


70

CirculationServices

Streetcar ServiceisanotherformoftransitcirculationbeingplannedforCenterCity.StreetcarservicewouldrunalongTradeStreetandeventuallyconnectWestandEastCharlotte.AdditionalrouteswillprovidelinkagebetweenCenterCityandnearbyneighborhoods.

TheprimarystreetcarservicewillbeginalongTradeStreetextend-ingeastwardalongElizabethAvenue(EastTrade)toPresbyterianHospital.AfuturephasewillextendfromPresbyterianHospitalalongHawthorneLaneandCentralAvenuetoPlaza-MidwoodandEastlandMall.

TheexpansionofstreetcaroperationswestwardalongTradeStreetandBeattiesFordRoadisalsobeingplannedforthesecondphase.ExtensionstoJohnsonC.SmithUniversityandnorthtotheproposedBeattiesFordRoadtransithubwouldconnecttheSev-ersville,Biddleville,andUniversityParkneighborhoodstoCenterCityCharlotte.

The 2030 Transit System PlanalsocontainedarecommendationfordevelopmentofastreetcarloopthatwouldfollowaroutealongorneartoNinth,Davidson,SecondandPoplarStreets.AsfurtherstudyofthisconceptwasundertakeninthePreliminaryEngineer-ingphase,itwasdeterminedthattheloopwasnotlargeenoughtoeffectivelyaugmentpedestrianaccesstotheTryonandTradecor-ridors.Asthestudyproceededitwasdeterminedthata“spider-web”networkofroutesthatfocusedonTradeStreetandextendedthroughCenterCityresidentialareasintoneighborhoodsimmedi-atelyoutsidetheI-277LoopwouldprovideamoreeffectiveservicethanastreetcarwithinCenterCity.Thisconceptwillberefinedasthestreetcarstudiesproceed.

CATS Bus OperationswithinCenterCitywillneedtobereviewedinlightoftheanticipatedgrowthinbusvolumesandaslocalandexpressservicesareexpanded.CATSisalreadystudyingthe“dynamicscheduling”ofbusesandplanningtoincreasethecapac-

ityoftheexistingbaysattheCharlotteTransportationCenter.

Amorecomprehensivereviewshouldidentifyopportunitiesforthemulti-modalCharlotteGatewayStationtoserveasanadditionalprimarydestinationforroutesinCenterCity.Furthermore,thereviewshouldidentifyandclarifythefuturecapitalimprovementsthatwillbeneededtoaccommodateincreasingbusvolumesattheTransportationCenterandGatewayStation.

The Center City Transportation Plan’strafficanalysesshowthatthenetworkhascapacitytoaccommodatesignificanttransitserviceintheeast-westFourth,TradeandFifthStreetcorridor.Dependingontheroutesandtechnologyfinallyselected,theserecommenda-tionsmayhavetoberevisitedandrevisedaftercompletionoftheCharlotteAreaTransitSystem’stransitcorridorstudies.

Gold Rush,afreeshuttlebusserviceusingvehiclesdesignedwithatrolleyappearance,hasbeeninoperationinCenterCityforseveralyears.DuringthestakeholderinterviewsandotherCCTPpubliccontacts,considerablesupportforandinterestinthecontinuationoftheGoldRushservicewasvoiced.Itisanticipatedthatthisservicewillcontinueuntilthestreetcarandothertransitservicescomeintooperation.In2011CATShasimplementedmodificationstotheGoldRushservicetoextendservicetobothJohnsonC.SmithUniversityandPresbyterianHospital.SincethestreetcarandothertransitservicesarenotplannedintheTryonStreetcorridor,andtheGoldRushroutealongTryonisquitepopular,somevariationofthatroutemaymeritlongertermoperation.

PlanRecommendations:Transit

18. Capitalize on the synergies created by the new Charlotte Gateway Stationwhichservesasamulti-modaltransitcenter,apedestrianfocalpoint,andageneratorofredevelopmentonWestTradeStreet.

19. Complete the North Corridor commuter rail and AMTRAK spinealongwiththeassociatedclosingoftheat-gradecrossingsatNinth,SmithandChurchStreets,modificationsoftheat-gradecrossingsatBrevardandDavidsonStreets,extensionofMLKBlvd.andconstructionofapedestrian/bicycleoverpassatNinthStreet.



20. Complete the north-south transit spine byextendingtheSouthLRTCorri-dor(anditsrelatedpedestrianandbicycleamenities)throughCenterCitytobecometheNortheastLRTCorridor.

21. Establish an east-west transit wayalongTradeStreetthata)includespedes-trian-friendlystreetscapeimprovements;b)carriesBusRapidTransitservicesfromtheWestandSoutheastCorridors;c)con-nectsWestandEastCharlotteviastreetcarservice;d)provideslocalbusstops;ande)linksthetwomajortransitnotes–theCharlotteGatewayStationandtheChar-lotteTransportationCenter

22. Introduce east-west streetcar ser-vice,firstinCenterCityalongtheTradeStreettransitwayand,later,connectingwithneighborhoodsinEastandWestCharlotte;aCenterCityStreetcarshouldalsocirculatewithinCenterCity,connect-ingresidentialareasandkeyCenterCitydestinations.


Think of Center City as a series of walkable communities . . .create comfortable and interesting environments at the human scale

– Center City Vision Plan

GuidingPrinciples

• PedestriansarethemostimportanttravelersinCenterCity.

• EveryonewhocomestoCenterCityisapedestrianforsomeportionoftheirtrip.

• Withitshigh-density,highemploymentbase,CenterCityhasthepotentialformorepedestriantripsthananyotherlocationintheregion.



72

Theimportanceofapedestrian-friendlycoretotheCenterCitytransportationsystemcannotbeover-emphasized.Thecompletepedestrianenvironment–referredtohereasthepedestrianrealm–shouldbeapleasant,positiveexperiencetoencourageUptownemployees,residentsandvisitorstorelyonsidewalkswheneverpossibleoncetheyhavereachedtheCenterCityparkingdeckoftransitstation.

Theimportanceofthepedestrianrealmandanetworkofpedes-trianstreetsasthebasisforbuildingasuccessfulcitycenterisunderscoredbyurbandesigners.Anattractivesystemofpedes-trianconnectionswillencouragepedestrianmovementthroughthecentralcoreandattract“adiverseandconcentratedmixofusesandfostereconomicinteractionamongtheseuses.”IntheUrbanLandInstitute’sCreating a Vibrant City Center(2004),CyPaumierstressesthat“asuccessfulcentralareashouldhavemorethanonepedestrian-oriented“spine”ormajorstreet;Neededisasystemofpedestrianconnectorslinkingmajoractiv-ityanchorstothespineandtooneanother.”Charlotte’s 2020 Vision Planfurtheremphasizes“street-levelretaildevelopmentthatenhancesthepedestrianexperience.”

Class 1: Tryon Street provides the model for SIGNATURE Pedestrian Streets

Class 2: West Trade Street in the Gateway Village Area provides an exampleofthe16’setbackasdefinedforthePRIMARYPedestrianStreet

Class3: College Street north of Fifth Street provides as example of the14’setbackasdefinedfortheSECONDARYPedestrianStreet



Class 4: The South side of Trade Street is designated as a Visual Corridor as represented by the block between Caldwell and David-son Streets with the setback of the Federal Reserve Bank

Special Treatment: The south face of Seventh Street west of Tryon Street, with Saint Peters Episcopal Church abutting the sidewalk, provides an example of a block face where expansion of the side-walk width is probably not possible in the long term.

DefiningthePedestrianRealm

ThisCenter City Transportation Plandefinesanetworkofpedes-trianspaceswhichlinkthe“spine”streetsandconnectactivitycentersandtheexpandingtransitsystem.Specifically,thisplanusesprofessionallydefinedandlocallyadoptedpreceptstocon-structahierarchy of pedestrian streets.Theprimarydeterminantofeachclassofstreetisthewidthofthepedestrianspace.TheproposedCenterCitypedestriansystemincludesahierarchyoffourclassesofpedestrianstreets(illustratedbyaccompanyingphotographs),andavarietyofoff-streetpedestrian-ways:

Overview of the Pedestrian System

On-Street Pedestrian Circulation

Class 1: Signature Pedestrian Streets(Page70)thestreetsthatformthespineofthesystemandsupportmajoractivitycor-ridors.Thebasiccharacteristicisapedestrianrealmthatis22feetormoreinwidth.TryonStreetwasusedasthemodelorbenchmarkforClass1.(Refertopage88formoredetail.)

Class 2: Primary Pedestrian Streets(Page71)connectsub-areas,activitycentersandtransitstationsortransitstopstotheSignaturestreets.Thebasiccharacteristicisapedestrianrealmthatis16feetinwidth.(Refertopage89)

Class 3: Secondary Pedestrian Streets (Page71)areallotherstreets(exceptforthe“specialconditions”definedbelow)whichservethesub-areasofCenterCityandprovidepedestrianlink-agetothePrimaryandSignaturestreets.Thebasiccharacter-isticisapedestrianrealmthatis14feetinwidth.(Refertopage74.)

Class 4: Linear Parks(Page71)isasub-categoryofPedestrianStreets,withapedestrianrealmgreaterthan22feetinwidth,thatappliestoonlythreespecificlocationsthatwereestab-lishedbyearlieractions.(Refertopage74)

Special Treatment Conditions(Page72)provideforenhance-mentsonClasses1,2,and3streetswheretheminimumwidthofthepedestrianrealmcannotbeachieved,asdescribedonpage74.


74

Off-Street Pedestrian Circulation

Complementingtheon-streetsystemareimportantoff-streetopportunitiesforpedestrians,includingmulti-purposetrailsthataccommodatebicyclistsaswellaspedestrians,urban open spacessuchasparksandplazas,andenclosed pedestrianways,suchasOverstreetMallandLattaArcade.(Refertopage83formoredetail.)

However,inmovingaheadtodevelopaplanforfuturepedestriancirculation,thisplannowestablishesUptownStreetscapeStan-dardsthatfurtherdefinethestreetfurnishingandlandscapeele-mentsthatareapplicabletothepedestrianrealmineachpedes-trianstreetclass.

ThecompositeofthesestandardsisillustratedbythePedestrianStreetStandardsTablewhichidentifiesthespecificclassificationforeachblockfaceinthepedestrianstreetsystem.First,however,thepedestrianstreetclassesaredescribedinmoredetail.

ProposedPedestrianCirculationSystem

Therecommendedpedestriancirculationsystemincludestwocomponents.Thefirst,andmostextensive,involvesthe“pedes-trianrealm”withinthestreetrights-of-way.Developmentofthiscomponentbuildsdirectlyupontheprecedinganalyses.Thesec-ond,the“off-street”component,utilizesthetransitroutes,openspacesandgreenwaysinCenterCitytoprovideimportantpedes-trianlinkages.Bothcomponentsareillustratedonthe Pedestrian Circulation Map (Page67).

Pedestrian Circulation in Street Rights-of-Way

Theproposedsystemwasdevelopedthroughaseriesofwork-shopsinvolvingCityofCharlottestaff,theHNTBconsultingteamandpublicstakeholders.Preliminaryanalysisbythestaffandconsultantshadexaminedtheexistingsystem(page25)andled

tothehierarchyofpedestrianstreetssummarizedabove(page67).

Thesupportinganalysisandapreliminarypedestrianstreethier-archywerepresentedataStakeholdersWorkshop.Participantspreparedaseriesofmapsexpressingtheirinterestsinenhancingthepedestrianrealm.Theparticipantsclearlysupportedtherec-ognitionofwalkingasthekeymodeoftravelinCenterCityandtheneedtogreatlyenhancethequalityofthepedestrianrealm.

Inasecondworkshopofstaffandconsultants,theapplicationofthehierarchyofpedestrianstreetswasfurtherrefined.Afterreviewbythe Center City Transportation Plan SteeringCommitteeandotherseniorstaff,thesystemwasfurtherrefinedandisrepre-sentedonpage66,PedestrianCirculation.Eachofthepedestrianstreetclassificationsisdescribedinmoredetail.

Thebasiccharacteristicoftherecommendedhierarchyofpedes-trianstreetsisthewidthoftheoverallpedestrianrealm–thedis-tancefromthebackofthecurbtothebuildingline.Thisdimensionalsoservestodefinethe“buildingsetback”standardforeachclassofstreet.

Inthefollowingmaterials,thepurposesandapplicationsofthehierarchyarefurtherdescribedbytext,crosssectionandplangraphics,andphotographicexamples.Inthecrosssectionsandplangraphics,thepedestrianrealmisfurtherarticulatedtodefineuseoractivityzones.ThecharacteristicsofthepedestrianareaandthezonesarefurtherdefinedinthePedestrianStreetStan-dardsTable(Page75).Thefunctionofeachactivityzoneisdefinedasfollows:

• Vehicle Zone:Whilenotapartofthe“pedestrianrealm”,theactivityofthestreetpavementlaneadjacenttothecurbhasadirectbearingontheactivityonthesidewalkandisdefinedintheCenterCityStreetEnhancementGuidelineMap.Wherethecurbsidelaneisusedforparking,valetparking,loadingzonesandothernon-trafficactivities,itprovidesanadditionalbufferbetweentrafficandthepedestrian.

• Amenity Zone:Thiszoneislocatedimmediatelybehindthecurbandisanareathataccom-modatesavarietyofstreetfur-nishings,landscapingandsignage.Servicetothecurblanealsooccursinthiszone.Theamenityzonealsoprovidesabufferbetweenthepedestrianzoneandmovingtraffic.



• Pedestrian Zone:Thiszonesupportstheuninterruptedcircu-lationofpedestrians.

• Pedestrian or Sidewalk Active Use Zone:Incaseswherethewidthisadequate,azoneadjacenttothebuildingsetbacklinecanaccommodateavarietyofsidewalkrelateduses.Themostcommonuseofthiszoneisforoutdoordiningassociatedwiththestreetfrontageofrestaurants.

• Optional Outdoor Active Use Zone: Inordertoprovideeitheradditionaloutdooractivity(dining,etc.)orsidewalk-relatedactivitywherethewidthofthepedestrianrealmwillnotaccom-modatesuchuse,theareaimmediatelyadjacenttotheside-walkmaybeusedforsuchactivities.

Class 1: Signature Pedestrian Street

ThepedestrianstreetsystemidentifiesthreeSignaturePedestrianStreets.ThesestreetsbuildupontheexperiencewithTryonStreetwhichisbroadlyrecognizedasthemostsignificantstatementofCenterCity’sprimaryaddressandits“image;”or,inthetermsofthe2010 Vision Plan,a“Memorable”element.

ThethreeSignaturePedestrianStreetsaredepictedgraphicallyonthePedestrianCirculationMapasayellowstreetflankedbydeepgreenbands.

Tryon StreetiswellestablishedasCharlotte’sprimarybusinessaddressand,morerecently,astheregion’sculturalandentertain-mentaddress.TryonisthemodelfortheSignaturePedestrianStreetconcept.TryonStreet’spre-eminenceshouldberetainedandbuiltuponasthemostsignificantofCenterCity’s“signature”streets.

• ThestreetscapedesignthatnowextendsfromStonewallStreettoNinthStreetwillbeextendednorthwardundertheI-277/BrookshireunderpasstoTwelfthStreet,andsouthwardacrosstheI-227/BelkoverpasstoMoreheadStreet.

• Theexistingsectionwillbeupgradedtoreplacetheolderconcretesquarepaversthatstillexistinafewareaswiththe

herringboneconcretebrickpaverpattern,toremovedrivewaysasredevelopmentopportunitiespermit,andtoremovedrop-offlocations,suchastheoneattheMintMuseumofCraft+Design.

Trade StreetisdesignatedasthesecondSignaturePedestrianStreetinCenterCity.Thisdesignationrecognizesthestreet’shis-toricalimportanceastheperpendiculartraderoutetoTryonthatformed“TheSquare”–theintersectionaroundwhichCharlottewasfoundedandgrew.WhiledevelopmenthasnotmatchedthatofTryon,recentplanninginitiativesanddevelopmenttrendssupportthedesignationasaSignaturestreet.Furthermore,whentheTryonStreetstreetscapewasconstructed,itincludedthesamequalityofimprovementforthe100blocksofEastandWestTradeStreet.

• AstreetscapedesignforthelengthofTradeStreet–fromI-77onthewesttoKingsDrive,acrossI-277,ontheeast–waspre-paredaspartofthedesignworkfortheCenterCityStreetcarbytheCATS.Aspartofthatproject,CATSpreparedanurbandesignplancalledtheTradeStreetVisionPlanforahighqual-itypedestrianstreetonTradeStreet.

Brevard StreetisdesignatedasthethirdSignaturePedestrianStreetasaresultofthemajorchanges–andnewopportunities–occurringalongthatstreet.Aone-blocksegmentofBrevardwasclosedtoaccommodatethelargeArenasite.AsdiscussedintheVehicularCirculationsection,there-routingoftrafficaroundtheArenaprovidedanopportunitytochangethetransportationemphasisonCaldwellandBrevardStreets.

AtleastthreefactorssupportBrevardStreet’sdesignationasaSignaturePedestrianStreet:theArenaitselfisamajoractivitycenter;thelightrailtransitstationswillattractdevelopmenttothecorridor;andmuchofthelandalongBrevarditselfispartofaredevelopmentplanthatincludestheUNCCUptowncampus.

• The northsegmentofBrevard,fromtheArenatoEleventhStreet(exceptfortheblockfacesadjacenttoFirstWardSchool)isconceivedtobea“mainstreet”forthemixed-usedevelopmentthathasbeenproposedindevelopmentplansforthearea.


76

• Thesouth segmentofBrevard,fromtheArenatoStonewallStreet,willsupportsimilardevelopmentofvacantpropertiesonbothsidesofthestreet.Itwouldalsoprovidealinkagebetweenthreemajoractivitycenters–theArena,theConventionCenterandtheNASCARHallofFame.

Class 2: Primary Pedestrian Street

ThePrimaryPedestrianStreetsareintendedtoprovideanenhancedwidthandqualityofpedestrianrealmtosupportpedes-triancirculationtotheSignaturePedestrianStreets,transitandotherdestinations.

ThisclassofstreetisdepictedonthePedestrian Circulation Map(Page67)asagraystreetflankedbylightgreenbands.Thedes-ignationofaprimarypedestrianstreetnetworkisbasedonthefollowingconcepts.

• Provide enhanced east-west pedestrian connectivity betweentheestablishedTryonStreetspineandfuturecorridoractivitythatwilldevelopalongtheLRTlineandBrevardStreet,aswellasaroundtheArenaandCATSTransportationCenter.

• Provide enhanced north-south pedestrian connectivity tosupportthedevelopmentoftheTradeStreetcorridorbylinkingittodevelopmentopportunitiesonvacantlandandredevelop-mentsitestothenorthandsouth.Theselinkageswillalsosup-portthedevelopmentoftheCenterCityStreetcarand,poten-tially,othertransitroutesalongtheTradeStreetcorridorandtheproposedmulti-modalCharlotteGatewayStation.

Class 3: Secondary Pedestrian Street

The“SecondaryPedestrianStreet”designationisappliedto all CenterCitystreetsthatarenotdesignatedasSignaturestreets,partofthePrimarypedestrianstreetnetwork,oranestablishedresidentialstreetinoneofthefourwards.Allsuchstreetswillbe

enhancedtofunctionasSecondarypedestrianstreets.

TheseSecondarystreetsareshownonthePedestrian Circulation Map(Page67)asagraystreet.

Class 4: Linear Park

ThiscategoryiscomparabletooraspecialpartofSignaturePedestrianStreetsandthesamepedestrianstreetstandardsapply.Itappliesonlytothreespecificlocations,designatedinprioractionsoftheCity.

• East Trade Street Visual Corridorisanestablishedsetbackof50feetonthesouthsideofTradeStreet,fromCollegeStreeteasttoI-277.

• Third Ward Park Pedestrian Corridorisa28-footwidesetbackontheeastsideofMintStreet,fromTradeStreettoFourthStreet,tobedevelopedtoenhancepedestrianaccesstotheproposedThirdWardPark.Thesetback,whichwouldprovideanenhancedpedestriancorridortothepark,wasproposedintheThirdWardVisionPlanforPoplarStreet,butduetoalaterchangeintheparksite,ithasbeenshiftedtoMintStreet.AportionofthelinearparkhasbeenconstructedaspartoftheTrademarkdevelopment.

• Third Street Pedestrian Corridorisa25-footwidesetbackonthesouthsideofThirdStreetbetweenTryonStreetandChurchStreet.Theowner/developerofthatblockhasagreedtotheenhancedsetbackandpedestrianspacetoprovideapedestrianlinkbetweenTryonStreetandtheproposedThirdWardPark.

Special Treatment Conditions

Insomecases,itmaybeunlikelythatablockfacecanbeimprovedtoitsdesignatedclassification,ineithertheshortorlongterm,becauseofestablishedconditions.Insituationswherethedesiredsidewalkwidthcannotbeachieved,theaimwouldbetoenhancethepedestrianrealmatthatlocationthroughdesignfeaturesthatconveytheimportanceofthesidewalktopedestrianflowandprovidesomeadditionalmeasureofseparationbetweenthepedes-trianandstreettraffic.



Pedestrian Underpass

South Tryon Street/I-277 Bridge Urban Design Concept East Trade Street/I-277 Urban Design Concept

Fourth Street/I-277 Urban Design Concept


78

Asasecondtypeof“specialtreatment,”thepedestrianstreetclassificationhasnotbeenappliedtothestreetswithinthecoreareasoftheolder,establishedresidentialdistrictsintheThirdandFourthWards.ManyofthestreetsintheGardenDistrictoftheFirstWardwillalsocontinuetofunctionintheircurrentconfiguration.Thepedestrianrealminthoseareasisappropriatetothescaleofdevelopmentandthegenerallylowlevelofvehiculartrafficinthoseareas.

Special Concern: Overcoming the I-277 Loop Pedestrian Barrier

TheexpresswayloopisaclearboundaryencirclingCenterCityandgivingitadistinctidentity.ButitalsopresentsaphysicalbarrierbetweenCenterCityandsurroundingneighborhoods.IfthegoalforCenterCityisapedestrian-friendly,transit-orientedemploymentandentertainmentcenter,improvementsareneededtomakeitphysicallyandfunctionallyattractiveforpedestriansandbicyclists.

TheexpresswayloopisaclearboundaryencirclingCenterCityandgivingitadistinctidentity.ButitalsopresentsaphysicalbarrierbetweenCenterCityandsurroundingneighborhoods.IfthegoalforCenterCityisapedestrian-friendly,transit-orientedemploymentandentertainmentcenter,improvementsareneededtomakeitphysicallyandfunctionallyattractiveforpedestriansandbicyclists.

The 2010 and the 2020 Vision Plans givespecialemphasistoreducingthisbarrier:“Eachbridgeandoverpassshouldbeindividuallyassessedtodetermineaseriesofmeasurestoimprovetheirphysicalconditions,specificallytoattractpedestriantraffic.Theseeffortsmightincludewideningsidewalks,incorporatingpublicartprojectsandimprovingpedestrianlightingunderbridges.”The2010plansawgreatpossibilities:

“Ratherthanserveasaconcreteandasphaltentrancetothecity,thefreeway’soverpassescouldserveascanvassesforthecity’sfin-estart.Throughtheirstructure,pedestrianwalkways,landscapingandmurals,thesebridgesshouldmakeapositivestatementaboutCharlotte’scommitmenttoitsdowntownanditsarchitecture.”

West Trade Street/I-77 Urban Design Concept

Brevard Street/I-277 Urban Design Concept



DuringthepreparationofthisPlantheoverpassesandunder-passeswereexaminedtodeterminewherephysicalchangescouldbemadetocreatesafe,efficientandattractivepedestrianandbicyclecrossings.Theunderpassescanbestructurallymodifiedtoaccommodatewider,moreattractivepedestrianwalkways.

• Theheavily-traveledFourthStreetentrancecouldbemodifiedinawaythatalsoeliminatestheawkwardU-turnconnectiontoThirdStreet.ItappearspossiblethattheI-277bridgeabut-mentcouldbemodified,openingupenoughspacetoallowforconnectingtheexitrampunderthebridge.ThiswouldallowadirectconnectiontoThirdStreet,eliminatetheU-turnformotorists,andallowwiderpedestriancrossings.TheslopedabutmentsonthebridgeoverFourthStreet(andmostoftheI-277bridges)allowslessspacebuttherewouldstillbeampleroomforimprovedpedestrianwalkwaysattheselocationsaswell.

• SeveralCenterCitystreetscrossoverI-277onbridges.Thesidewalksonthesebridgescouldbewidenedonthebridgedeck,providedthattrafficvolumeswillallowadecreaseinthetravellanewidthorinthenumberoflanes.Ifnot,apedestrianside-walkcouldbebuiltasawidthextensionoftheexistingbridge.


80




82 • NOTE: Design standards table will be updated by ordinance in 2012.

STREET CLASS STANDARDS Signature and Linear Parks Primary Secondary Special Treatment(With Inadequate Pedestrian Width)

DESIGN STANDARDS OF THE PEDESTRIAN REALM

DIMENSIONALREQUIREMENTS

Overall Required Width – Back of Curb to Face of BuildingPlease refer to cross section provided above

Minimum of 22 feetLinear Parks Minimums as follows:

Trade Street = 50’Mint Street = 28’Third Street = 22’

Ninth Street – Median Park

Minimum of 16 feet Minimum of 14 feet Will vary; 6 feet minimum desired.

Amenity Zone Required Width (Landscape and street furniture) – Located at back of curb Minimum of 9.5 feet Minimum of 5.5 feet Minimum of 5.5 feet 1.5 foot

Pedestrian Zone Required Width Minimum of 10 feetMinimum 8 feet clear at all times

Minimum of 8 feetMinimum of 6’ clear at all times

Minimum of 8 feetMinimum of 6’ clear at all times Varies – pedestrian zone to remain clear

Pedestrian and/or Sidewalk Active Zone Required Width – Located between Amenity Zone and building face or right-of-way line

Maximum of 4 feet at 22 feet width. Any width beyond 22 feet may be used for

sidewalk activities

Maximum of 2 feet at 16 feet width; maximum increases 0.5 feet for each

1.0’ increase in overall widthNone None

AMENITY ZONE REQUIREMENTS

Landscape Plantings

Street Trees – Requirements and SpacingNotes: 1. Standards for spacing may vary from Tree Ordinance requirements for specific site plans approved by City Council and for specific site conditions; 2. See Exhibit 2, “Street Tree Types”, for maps of tree species required in each block face).

- Tryon St. = 30’ feet (27’ feet to 33’ adjustment for site conditions)- Others = Per Tree Ordinance

- Linear Parks = By specific plan

Per Tree Ordinance Per Tree OrdinanceRequired where total width exceeds 10

feet.Per Tree Ordinance

- Trees in wells with curbs Required.Permanent groundcover required in wells. Removable planter containers for seasonal

plantings strongly encouraged.

Optional for amenity zone at minimum of 9.5 feet

If used, Permanent groundcover required in wells. Removable planter

containers for seasonal plantings strongly encouraged.

No. No.

- Trees in wells with grates Optional depending on specific pedestrian circulation conditions Required Required Required where width exceeds 10’

Planter beds with curbs Required No No No

Flowerpots / ContainersEncouraged, especially where existing

underground utility lines and utility vaults restrict in-ground plantings. Irrigation is

required.

Optional; encouraged where existing underground utility lines and utility vaults restrict in-ground plantings.

Irrigation is required.

Optional; encouraged where existing underground utility lines and utility vaults restrict in-ground plantings.

Irrigation is required.

Optional where width exceeds 10’; encouraged where existing underground

utility lines and utility vaults restrict in-ground plantings. Irrigation is required.

Grass in Planter StripProhibited on Tryon Street.

Optional on others based on level of activity and design review.

Permitted where predominant use is residential, and elsewhere based on level of activity and design review.

Permitted where predominant use is residential, and elsewhere based on level of activity and design review.

Prohibited

Irrigation and Underdrain Systems Required Required Required Required where width permits street trees and other street furniture

UtilitiesUtility Chase to Support Irrigation, Electrical and Other Streetscape

Amenities Required Required Required Required if width permits planting

Utility Vaults and Vents

See also: City Code, Chapter 19: Streets, Sidewalks and Other Public Spaces; Article XII, Utility Right-of-way Use

No vaults are permitted within the minimum setback area. The covers of any that

are included in additional setback shall be finished with pavement to match the

adjoining sidewalk or with grates that have openings a maximum of ¼ inch wide.

No vaults are permitted within the minimum setback area. The covers of any that are included in additional

setback shall be finished with pavement to match the adjoining sidewalk or with grates that have

openings a maximum of ¼ inch wide.

No vaults are permitted within the minimum setback area. The covers of any that are included in additional

setback shall be finished with pavement to match the adjoining sidewalk or with grates that have

openings a maximum of ¼ inch wide.

No vaults are permitted.

Manhole and Valve Covers Paint with color to complement paving materials

Paint with color to complement paving materials




83V. TRANSPORTATION PLAN• NOTE: Design standards table will be updated by ordinance in 2012.


Manhole and Valve Covers Paint with color to complement paving materials




Slot DrainsPermitted and encouraged were required for sidewalk widening that might otherwise

result in inadequate curb height.

Permitted and encouraged were required for sidewalk widening that

might otherwise result in inadequate curb height.

Permitted and encouraged were required for sidewalk widening that

might otherwise result in inadequate curb height.

Permitted and encouraged were required for sidewalk widening that might otherwise

result in inadequate curb height.

Overhead, pole-mounted power lines, other cables and other fixtures Prohibited Prohibited Prohibited Prohibited

Lighting

General Ambient / Vehicular

Required On Tryon St. to match existing standardOn other signature streets, Shoe Box of

special consistent design throughout

Shoe Box standard as provided by Duke Power is Required.

Special fixtures my be used if selected as the standard for special

districts

Shoe Box standard as provided by Duke Power is Required

Shoe Box standard as provided by Duke Power is Required

PedestrianRequired

On Tryon St. to match existing standardOn other signature streets, consistent

design throughout

Deluxe Acorn as provided by Duke Power is Required.

Special fixtures my be used if selected as the standard for special

districts

OptionalWhere used, Deluxe Acorn is required

- Special fixtures my be used if selected as the standard for special

districts

Optional - Encouraged in conjunction with Bollards where on-street parking

is not provided. Where used, Deluxe Acorn is required -

Special fixtures my be used if selected as the standard for special districts

Electrical Service for Special Lighting Required at trees and in planter beds Required at trees and in planter beds Optional Optional

Electrical Service for Special Events Recommended. Service to be sized based on anticipated usage.

Optional – Recommended in blocks adjoining Signature Streets. Service

to be sized based on anticipated usage.

Optional – Recommended in blocks adjoining Signature Streets. Service

to be sized based on anticipated usage.

Optional – Recommended in blocks adjoining Signature Streets where width

will support other street furniture.

Signage and Signalization

Signal Poles and Arms

Required. On Tryon St. to match existing standard;

On other signature streets, consistent design throughout. Cable-hung and wood

poles prohibited)

Required(Cable-hung and wood poles

Prohibited)

Required(Cable-hung and wood poles

Prohibited)

Required(Cable-hung and wood poles Prohibited)

Regulatory Signs. As installed by the City. As installed by the City. As installed by the City. As installed by the City.

Pedestrian Wayfinding Signs As installed by the City. As installed by the City. As installed by the City. As installed by the City.

Vehicular Wayfinding and Parking Guidance Signs As installed by the City. As installed by the City. As installed by the City As installed by the City. May be used in

conjunction with bollards and light fixtures as additional space defining element

Parking Meters and Pay Stations To be installed at City’s option To be installed at City’s option To be installed at City’s option To be installed at City’s option

Street Furnishings

Benches

Required – three per block faceOn Tryon St. to match existing standardOn other signature streets, consistent

design throughout

Required – two per block faceRequired – two per block face. Optional in block faces that are

predominantly residential No

Bicycle racks

Three Required per block face Inverted-U type preferred.

Special design encouraged as part of consistent furnishings system.

Designs for integration with security elements encouraged where security

elements are used.

Two Required per block faceInverted-U type preferred.



elements are used.

One Required per block faceInverted-U type preferred.



elements are used.

No

Bollards Optional; to be of consistent design throughout each Pedestrian Street. Optional Optional Optional – Encouraged where on-street

parking is not provided.


84


Newsracks

(See City Newsrack Ordinance for further details)

Must be located within the amenity zone and so as to not impede ADA circulation

standards.Placement at building wall is preferable

location where additional space outside the pedestrian realm exists and property owner

will permit.

Must be located within the amenity zone and so as to not impede ADA

circulation standards. Placement at building wall is

preferable location where additional space outside the pedestrian realm

exists and property owner will permit.

Must be located within the amenity zone and so as to not impede ADA

circulation standards. Placement at building wall is

preferable location where additional space outside the pedestrian realm

exists and property owner will permit.

Prohibited where ADA circulation standards are impeded.

Placement at building wall is permitted location where additional space outside the pedestrian realm exists and property

owner will permit.

Public Art Strongly encouraged Strongly encouraged Strongly encouraged Strongly encouraged

Public Telephones Optional. Where used, design and color are to be consistent with other elements

Optional. Where used, design and color are to be consistent with other

elements

Optional. Where used, design and color are to be consistent with other

elements

Optional. Where used, design and color are to be consistent with other elements

Security Barrier Elements

Where desired or required, security barrier elements are to be designed into standard street furnishing elements to the greatest

extent possible and provide minimal obstruction to pedestrian circulation

Where desired or required, security barrier elements are to be designed

into standard street furnishing elements to the greatest extent possible and provide minimal

obstruction to pedestrian circulation


into standard street furnishing elements to the greatest extent possible and provide minimal

obstruction to pedestrian circulation


into standard street furnishing elements to the greatest extent possible and

provide minimal obstruction to pedestrian circulation

Transit stop signageAs determined by CATS.

Signage to be coordinated with other streetscape elements

As determined by CATS.Signage to be coordinated with other

streetscape elements





Transit shelters

PermittedOn Tryon St. to match existing standardOn other signature streets, consistent

design throughout

Permitted – Design and installation shall not impede pedestrian

circulation and must meet all ADA standards

Permitted – Design and installation shall not impede pedestrian

circulation and must meet all ADA standards

Permitted where space is available – Design and installation shall not impede pedestrian circulation and must meet all

ADA standards

Trash containers

Required – three per block faceOn Tryon St. to match existing standard.

On other signature streets, consistent design throughout

Required – two per block face Required – two per block face Required where space is available

Water Features Encouraged Encouraged Encouraged where space is available Encouraged where space is available

Color of Street Furnishings Mall Green Mall Green Mall Green Mall Green

SURFACE TREATMENT REQUIREMENTS

Curbing Tryon Street: - Granite; Other Signature Streets per special design.

Concrete(Granite Optional) Concrete

(Granite Optional) Concrete (Granite Optional)

Banding

Tryon Street: - 2’ Wide Granite band at back of curb and along building edge of sidewalk;

2’ wide Granite around tree wells and planter beds.

Other Signature Streets per special design.

Optional Optional Optional

Pavement

Tryon Street: - Pre-cast concrete pavers to match Tryon Street blend.

Other Signature Streets - Pre-cast concrete pavers to match Tryon Street blend or other

based on special design.

Optional; Pre-cast concrete pavers encouraged except where brick

are the established material in an established residential district.

Optional; Pre-cast concrete pavers encouraged except where brick

are the established material in an established residential district.

Optional; Pre-cast concrete pavers encouraged except where brick are the established material in an established

residential district.

Special Treatments – Insets for art, plaques, etc. Strongly Encouraged Encouraged Encouraged Encouraged

• NOTE: Design standards table will be updated by ordinance in 2012.




ACTIVITIES

Street Closures

Closure for Events

Tryon – Strongly encouraged for temporary and special events

Brevard – Strongly encouraged for temporary and special events

Trade – Closure for temporary and special events dependent upon streetcar and transit

service to principal transit stations

Permitted to support activities on Signature Streets or for localized

special events.

Permitted to support activities on Signature Streets or for localized

special events.

Permitted to support activities on Signature Streets or for localized special

events.

Activities on Sidewalk

Closure for Events and Construction

Only where and as needed to support street closure for temporary and special events. Clear pedestrian circulation to meet ADA standards is to be maintained throughout

length of block on at least one side of street

Only where and as needed to support street closure for temporary and special events. Clear pedestrian

circulation to meet ADA standards is to be maintained throughout length of

block on at least one side of street

Only where and as needed to support street closure for temporary and special events. Clear pedestrian

circulation to meet ADA standards is to be maintained throughout length of

block on at least one side of street

Only where and as needed to support street closure for temporary and special events. Clear pedestrian circulation to

meet ADA standards is to be maintained throughout length of block on at least one

side of street

Sidewalk Cafes / Seating

1. Encouraged subject to maintenance of a minimum clear pedestrianway of 8 feet.

2. Strongly encouraged in connection with additional seating in additional setback

area, arcades, etc.

Strongly encouraged in connection with additional seating located in additional setback area, arcades,

etc., and subject to maintenance of a minimum clear pedestrianway of

6 feet.

Permitted only in connection with additional seating located in additional

setback area, arcades, etc., and subject to maintenance of a minimum

clear pedestrianway of 6 feet.

Permitted only in connection with additional seating located in additional

setback area, arcades, etc., and subject to maintenance of a minimum clear

pedestrianway of 6 feet.

Street Artists / BuskersPermitted and encouraged subject to management by CCCP and subject to maintenance of a minimum clear


Permitted and encouraged in connection with additional public

space located in additional setback area, arcades, etc., subject to

management by CCCP, and subject to maintenance of a minimum clear






Permitted only by special exception granted by CCCP.

Vender Carts and StandsPermitted and encouraged subject to management by CCCP and subject to maintenance of a minimum clear










Permitted only by special exception granted by CCCP.

Vehicular Activities Back of Curb

Driveways / Curb CutsNo new driveway crossings of sidewalks permitted; Modify existing with pedestrian

safety elements; Eliminate existing if and as redevelopment permits.

New driveway crossings of sidewalks are discouraged; Existing to be modified with pedestrian safety

elements

New driveway permitted; Pedestrian safety elements required; Existing to be modified with pedestrian safety

elements

New driveway permitted; Pedestrian safety elements required; Existing to be

modified with pedestrian safety elements

Driveways – Pedestrian Safety Elements

1. Sidewalk paving pattern and materials to cross driveway clearly defining pedestrian

right-of-way.2. Stop signs and stop bars to be provided

at inside edge of all exits.

1. Sidewalk paving pattern and materials to cross driveway clearly defining pedestrian right-of-way.2. Stop signs and stop bars to be provided at inside edge of all exits.

1. Sidewalk paving pattern and materials to cross driveway clearly defining pedestrian right-of-way.2. Stop signs and stop bars to be provided at inside edge of all exits.

1. Sidewalk paving patters and materials to cross driveway clearly defining pedestrian right-of-way. 2. Stop signs and stop bars to be provided at inside edge of all exits.

Inset Drop-off Lanes Prohibited – Including for valet parking

Prohibited – Including for valet parking





86


Vehicular Activities at Curb

Automobile Parking As provided on Street Enhancement Standards Map

As provided on Street Enhancement Standards Map



Transit Stops Permitted Permitted Permitted Permitted

Loading Zones Only where and as designated Only where and as designated Only where and as designated Only where and as designated

Valet Parking(See Section 19-3321 of the Parking Ordinance for further details)

Allowed by permitAs provided on Street Enhancement Guideline Map by “Special Parking “ designation and subject to special conditions as may be established



Allowed by permitPermitted only where amenity zone is at

least four feet wide and subject to special conditions as may be established.

Special Vehicle parking (motor scooters, etc.) As may be provided in dedicated parking spaces

As may be provided in dedicated parking spaces



Activities at Building Wall

ATM Machines

Permitted subject to right-of-way encroachment permit and sited so

as to maintain minimum 8 foot wide pedestrianway; Preferred to be associated with recessed entrance or other feature.


as to maintain minimum 6 foot wide pedestrianway; Shall be associated

with recessed entrance or other feature.

Permitted only where associated with recessed entrance or other feature that maintains clear pedestrianway

Permitted only where associated with recessed entrance or other feature that

maintains clear pedestrianway

Arcades

Building arcades are encouraged to support sidewalk activities and supplement pedestrian flow, but shall not be permitted

as a substitute for minimum setback standards set forth herein.

Building arcades are encouraged to support sidewalk activities and

supplement pedestrian flow, but shall not be permitted as a substitute for

minimum setback standards set forth herein.


supplement pedestrian flow, but shall not be permitted as a substitute for

minimum setback standards set forth herein.


supplement pedestrian flow, but shall not be permitted as a substitute for minimum

setback standards set forth herein.

Awnings

Encouraged subject to right-of-way encroachment permit and sited so

as to maintain minimum 8 foot wide pedestrianway







Banners / Art









Flowerpots / Containers









News Stands/Boxes See standards in the “Street Furnishings” Section above.

See standards in the “Street Furnishings” Section above.



Pedestrian Lighting Building lighting that supplements lighting of the pedestrian realm is encouraged

Building lighting that supplements lighting of the pedestrian realm is

encouraged

Building lighting that supplements lighting of the pedestrian realm is

encouraged

Building lighting that supplements lighting of the pedestrian realm is encouraged

Seasonal or Event Displays













Pedestrian Service WindowsEncouraged subject to right-of-way encroachment permit and sited so








Signage – Permanent Permitted subject to right-of-way

encroachment permit and sited so as to maintain minimum 8 foot wide

pedestrianway







Signage – Temporary Permitted subject to right-of-way

encroachment permit and sited so as to maintain minimum 8 foot wide

pedestrianway







Water Features









CROSSWALKS

Special Surface Markings and/or materials Required Required Optional at intersections of two Secondary Pedestrian Streets Dependent on classification of street

Pedestrian Countdown Signals Required at all signalized intersections Required at all signalized intersections

Required at all signalized intersections Required at all signalized intersections

Curb Extensions Encouraged where Permanent Parking condition is provided.

Encouraged where Permanent Parking condition is provided.



Mid-Block Crosswalks By special permit only. See Street Enhancement Standards Map for Locations.

By special permit only. See Street Enhancement Standards Map for

Locations.


Locations.


Locations.

INTERSECTIONS

Order of Precedence of Design Standards

Design standards of Signature Pedestrian Streets shall take precedence over other

classes of street treatment.

At Independence Square (The Square), the established design standard of Tryon Street

shall take precedence over the special design standards for Trade Street, subject

to a new design of The Square being undertaken to further define its significance.

At the intersection of Trade Street and Brevard, the special design of the street that is implemented first shall take precedence.

Design standards of Signature Pedestrian Streets shall take

precedence over other classes of street treatment.

Design standards of Signature Pedestrian Streets shall take

precedence over other classes of street treatment.

Design standards of Signature Pedestrian Streets shall take precedence over other

classes of street treatment.

Use of special pavement and other design features to further define the intersection Strongly encouraged Encouraged Permitted Permitted



88• NOTE: Design standards table will be updated by ordinance in 2012.



• Onthewhole,ahighqualityofurbandesigntreatmentsoftheseexpresswaycrossingsnotonlywouldimprovepedestrianconnectivitybutwouldfurtherdistinguishCenterCity.Theaccompanyingsketchconceptsfor“gateway”monumentationareexamplesofpossibleurbandesigntreatments.

PedestrianStreetDesignStandards

ThisCenter City Transportation PlanproposesdetailedstandardsforeachcategoryinthePedestrianStreethierarchy–Signature,Primary,Secondary,LinearParkandSpecialTreatmentConditions.Therecommendeddesignstandardsconsistoftwokeyparts:TheStreetEnhancementStandardsMapandtheStandardsTable.ThelegendandaportionoftheMapareprovidedonpage81.ThefullmapisavailableontheCityWebsiteatwww.charmeck.org,oraprintedformcanbeobtainedfromCDOT.

Thesestandardsapplytoavarietyofelementsthattogetherdefinewhatisdesirableforthepedestrianrealm.Thestandardsdiffer,ofcourse,accordingtothetypeofstreet.ASignaturestreet,whichhasthewidestpedestrianspace,mustmeetthehigh-eststandards.Thephotographs(pages68-69)illustratethisbasicintent.Anillustrativecross-sectionandplanforeachofthecatego-riesisalsoshownprovidesfurtherillustrationoftheintent.

Thestandardsarecomprehensive.Bywayofillustration,theyspecifythetypeofamenitiessuchasstreettrees,streetfurnish-ings(rangingfrombenchestodrinkingfountainstopublicart),andwayfindingsignage.Theyfurtherdefinesuchtreatmentsasthekindofcurbandthetypeofparking.Theyapplytoallsortsofsidewalkactivities,includingvendorsandcafes,andactivities“atthebuildingwall”suchasATMmachinesandbanners.

Whentakentogether,theserecommendationsforthecreationofahierarchyofpedestrianstreetsarenumerous,similartothescopeofrecommendedmodificationstothevehicularcirculationnetwork(page36).Both pedestrian and vehicular circulation, as well as on-street parking recommendations, are brought together in the composite Center City Street Enhancement Standards Map.

ThePedestrian Street Design Standards inthefollowingpages(75-81)providethedesignrequirementsforthepedestrianspaceclassificationsindicatedonthatmap.ThesestandardswillbeupdatedandproposedforadoptionthroughtheCityZoningOrdinancein2012.

Applying the Design Standards

TheEnhancementStandardsMapandtheStandardsTableworktogetherinthefollowingmannerandasillustratedonthisandthefollowingpage.First,theownerofalandparcellocatestheparcelonthemap.Second,inthenomenclaturelegendthepedestrianspaceclassificationfortheblockfaceinwhichtheparcelislocatedisidentified.Third,theclassificationisidentifiedintheappropri-atecolumnoftheStandardsTableandallofthestandardsinthatcolumnapplytothepedestrianrealmforthatfrontage.Intheexampleprovided,thesiteabutsaclass2,orPrimaryPedestrianStreet.Thus,thestandardsinthe“Primary”columnoftheTableareapplicable.Iftheparcelisacornersite,theprocessmustbeappliedonbothblockfacestodeterminetherespectivestandards.

Off-StreetPedestrianCirculation

Inadditiontopedestriancirculationalongstreets,thereareavarietyofoff-streetopportunitiesforpedestrianuse.These“off-street”pedestrianwaysarecategorizedinthefollowingway,andshownonthePedestrianCirculationMap(Page67).

Multi-Purpose Trailsaccommodatebicyclistsaswellaspedestri-ans.ThisCenterCityTransportationPlanidentifiestheselocationsforsuchtrailsinCenterCityCharlotte:

• TheSouth/NortheastCorridorTrolleyandLightRailTransitlinewillhavepedestrianandbicyclepathsflankingthecorridorasittraversesCenterCity.ThisfacilityisintendedtoprovidealevelofserviceandqualityapproachingthatwhichisintendedfortheSignaturePedestrianStreets.ThissystemcannotgothroughtheConventionCenter


90

withthetransitline;therefore,CollegeStreetandMLKBlvd.willhavetoserveasaconnectionaroundtheConventionCenter.Theproposalsforbothstreetswillresultinpedestrianenhancementsthatwillsupportthisfunction.

• IrwinCreekGreenwayalreadylinksFrazierPark,theIrwinAvenueSchool,theCounty’s“Ray’sSplashPlanet”andElmwood-PinewoodCemetery.ThetrailneedstobeextendedsouthwardtoWestMoreheadStreetandnorthwardtoprovidelinkagetothelandareanorthoftheCemeteryandtheGreenvilleNeighborhood.

• TheexistingtrailundertheNorfolk-SouthernrailembankmentatBankofAmericaStadiumcanextendintotheWesleyHeightsneighborhoodbyusingtheP&NRailroadright-of-way.ThistrailwillalsolinktheIrwinCreekGreenwaywithCenterCity.

• LittleSugarCreekGreenwaypenetratestheI-277LoopbetweenSeventhandTenthStreets.TherewillbetraillinkagestothegreenwayattheTenthStreet/I-277underpass,thenorthsideoftheSev-enthStreetbridgeandthesouthsideoftheFifthStreetextensiontoKingsDrive.RecentlycompletedimprovementstoStonewall/KenilworthalsoprovideenhancedbicycleandpedestrianaccesstothegreenwaythroughanoverlandconnectorextendingfromLittleSugarCreek,alongStonewallStreet,totheIrwinCreekGreenway.

• Theexistingresidentialwards–First,ThirdandFourth–willhaveassortedsmallpedestrianlinkages.

Bicycle Circulation



UrbanOpenSpacesthatprovidepedestrianandbicyclelinkageinclude:

• MarshallPark(possiblyreconfiguredasproposedintheSecondWardMasterPlan)

• TheGreen(onSouthTryonStreet)

• FourthWardPark

• SettlersCemeteryPark

• Elmwood/PinewoodCemetery

• BeardenPark

• TheI-277Cap(proposedintheSecondWardMasterPlan)

• Numeroussmallerparksandplazas

• EnclosedPedestrianwaysinclude:

• OverstreetMall

• LattaArcade

• IndependenceSquarepedestrianmall(linkingtheSquare,IveysandMarriott)

PlanRecommendations:Pedestrian

23. Adopt the Uptown Streetscape Standards(page75),includ-ingthecategoriesofpedestrianstreetsandthestandardsforeachstreet;specifically,codifythesestandardsthroughtheseactions:

23a. Apply the Hierarchy of Pedestrian Streets basedontheUptownStreetscapeStandards

23b. Update the Uptown Streetscape Design Guidelines toincor-poratethesestandardsfortheCenterCity.

24. Update the Street Standards Map(page81)whichidentifiesappropriatepedestrianandvehicularenhancementsandservestoregulatetheirimplementationatthetimeofprivateredevelopmentorpublicinfrastructureimprovements.

Bicycle Circulation

Bicycling is healthy, sustainable and convenient. It should be a preferred mode of transportation for getting around Center City. Differences between user abilities, comfort levels and trip purposes will require a range of on-street and off-street connections, end of tripfacilities,bikesharing,signageandwayfinding.

– Center City 2020 Vision Plan

GuidingPrinciples

• Bicyclistsshouldhaveefficientandsafeaccessto,fromandwithinCenterCity.

• Bicyclefacilitiesmustbecompatiblewiththestreetnetworkwhilesafelyaccommodatingridersofallskillslevelsnavigatingthetrafficconditions.

The Center City Transportation Plan subscribestothenotionof“completestreets.”Thisinclusiveviewofthetransportationenvi-ronmentgivesequalconsiderationtoallusers.Acompletestreetisonethatworksnotonlyformotoristsbutalsoforbicyclists,transitriders,andpedestrians(includingthosewithdisabilities).Anincompletestreetisonewheretherearegapsortoofewusablesidewalksandbikeways.Thinkingintermsofa“completestreet”leadstoaccommodatingbicyclesasaroutinepartofplanning,designandconstructionoftransportationfacilities.

TheCenterCity2020VisionPlanrecommendationsinclude“creat-ingatruecityofbikes”throughtransformativestrategiesthatareconsistentwiththeCenterCityTransportationPlan.

TheCityofCharlottealreadyhasanadoptedcity-wideCharlotte-Mecklenburg Bicycle Transportation Plan(1999)thatincludestheCenterCitystreetsystem.Therecommendationsofthatplan(afewofwhichhavebeenimplemented)havebeenrefinedtoconstitutethebicyclecirculationplanforthisCenterCityTransportation


92

Plan.TheplanaddressesgeneralaccesstotheUptownareaandsomespecificmeasures–bicyclelanes,signedbicycleroutes,off-streetroutes,andparking.AccessintoCenterCity

Forthemostpart,thecommutingcyclisttendstofavorsharingthestreetwithmotorvehiclesorusingbicyclelanesattheedgeofthepavement.ThechiefimpedimentstosafeandconvenientbicyclecommutingtotheCenterCityareassociatedwiththeI-277/I-77expresswayloop.Narrowstreetwidthsonapproachstreetsoutsidetheloop,constrainedwidthsintheunderpassesandoverpasses,andthevolumeandspeedofpeakhourtrafficonstreetsonbothsidesoftheloop,werekeyfactorsinselectingbicycleroutesdur-ingpreparationoftheCharlotte-Mecklenburg Bicycle Transporta-tion Plan.

ThefollowingaretheprimarymarkedbicycleroutesleadingintoCenterCity.ToprovidesafeandconvenientaccessintoCenterCityforcommutingcyclists,modificationstotheexpresswayunder-passesandoverpasses(asdescribedonpage37)willbenecessary.

• TradeStreet/ElizabethAvenue

• WestFourthStreet

• WestFifthStreet

• EastTenthStreet

• McDowellStreet

• KenilworthAvenue

• MintStreet

• WestMoreheadStreet

• JohnsonStreet(tobeconnectedtoaproposedpedestrian/bicycleoverpasstoreplacetheclosedrailcrossingatNinthStreet)

• ProposedconnectionofDavidson(orAlexander)StreetoverI-277toEuclidAvenue

BicycleLanesandCycleTracks

Bicyclelanesandcycletracksareawidelyrecognizedroadtreat-mentthatprovideanexclusivespaceforcycliststorideonastreetwithothertraffic.Thelaneisidentifiedwithsignsandroadmark-ings,andseparatedfromtheothertravellanesbyawidepaintedstripe.InCenterCity,thesededicatedlaneswillbeusedprimarilytosupportpeakhourcirculationbycommutingcyclistsalongsomeofthebusierroutes:

• McDowell Street(bothdirections),fromStonewallStreettoTenthStreet

• Fourth Street(bothdirections),fromwestofI-77totheNor-folk-Southernrailembankment

• Fourth Street, westboundfromMcDowelltoPoplarStreettoGrahamStreet(thislaneisnotmarkedonthesouthsideoftheCharlotteTransportationCenterbecauseofbusoperations)

• Third Street,fromCollegetoMcDowell

• Mint Street, fromsouthofWestMoreheadStreettoFirstStreet

Inaddition,bicyclelaneshavealreadybeenaddedtoKenilworth Avenue,fromeastofI-277toMcDowellStreet.



SignedBicycleRoutes

AplannedsystemofsignedrouteswilllinkresidentialareasofCenterCityCharlotte.Thesewillbemarkedalongroutesonwhichvehiculartrafficis“calmed”andpedestrianandbicycletrafficissupported.

• Ninth Street, fromSmithStreettoMyersStreet

• MLK Blvd.,fromCedarStreettoMcDowellStreet

• Poplar Street,fromSecondtoNinthStreet

• Davidson Street,fromSecondtoNinthStreet

• Second and College Streets,servingthesegmentoftheSouthTransitCorridorpedestrianandbicyclepathinordertogoaroundtheConventionCenter.

Off-StreetRoutes

ThePedestriancomponentofthisCenterCityTransportationPlanidentifiedvarious“multi-purposetrails”thatarepartoftheoff-streetcirculationsysteminCenterCity(asdescribedonpage83).Mostofthesemulti-purposefacilitieswillalsosupportbicycletraffic.

• The South-Northeast Corridor transit line

• Irwin Creek Greenway

• Wesley Heightsneighborhood

• Little Sugar Creek Greenwayandassociatedconnections.

• AbicycleandpedestriantrailalongthesouthsideofFifthStreet,fromMcDowellStreettoKingsDrivenear Central Piedmont Community College

• ApedestrianandbicyclebridgereplacingtheNinthStreetgradecrossing,providingaccesstotheGreenvilleneighborhood.

BicycleParking

Theavailabilityofconvenientandsecurebicycleparkingisconsid-eredakeyfactorinencouragingbicycleuse.Thesemeasureshavealreadybeenimplemented:

• “InvertedU-style”rackshavebeeninstalledalongTryonStreet,ontheblocksofTradeStreetthatflankTryon,andonMLKBlvd.betweenTryonandCollegeStreet.Moderatefundingisavailabletocontinuethiseffort.

• TheCityofCharlotteZoningOrdinancewasamendedin2005torequireallfutureparkingstructurestoprovidebicycleracks.

• Bicycleparkingracksarealsoincludedasa“streetfurniture”elementinthePedestrianStreetDesignStandards(page75).

PlanRecommendations:BicycleCirculation

25. Implement bicycle circulation improvements and integrate bicycle system with the adopted Charlotte-Mecklenburg Bicycle Transportation Plan,asnotedinthissection(pages84-86).Thisincludes:

25a. Bicycle Lanes, Cycle Tracks, Signed Bicycle Routes,andOff-StreetRoutesshouldbedesignatedinaccordancewiththecity-widebicycleplan

25b. Improvements to expressway underpasses and overpassesthatimprovebicycleaccesstoCenterCityshouldbedoneincon-junctionwithvehicularandpedestrianimprovementsoutlinedinthisCenterCityTransportationPlan.

25c. Bicycle parking facilities willbeexpandedthroughtherecentlyamendedzoningcoderequirementfornewparkingstructures;throughthestreetfurnitureelementofthePedestrianStreetStandardsinthisdocument;andthroughprojectfundingasitbecomesavailable.


94


95VI. IMPLEMENTATION

VI. IMPLEMENTATION

ThereareseveralpolicyandfundingprogramsandtoolswhichcanbeusedtoimplementtherecommendationsoftheCenterCityTransportationPlan(CCTP).Thischapterdiscussesseveralimplementationtoolsthatmaybeusedtocarryouttheimprovements.

DedicatedImprovementPrograms

Threespecificprogramsarerecommendedtoprovidefundingsup-portforthekeyrecommendations.

• Capital Investment Plan (CIP) Line ItemAsaspecificlineitemintheCity’sCIP,a“GeneralAnnualCenterCityImprovementProgram”wouldprovideanongoingflowoffundsforavarietyofsmallerimprovements,suchasconversionoftime-restrictedparkingtofull-timeuse,pedestrianenhance-ments,complementaryimprovementsassociatedwithaprivateorpublicdevelopmentprojectorundergroundelectricalinstalla-tions.

• General Improvement Fund, Using Specific Funding SourcesAnannualprogramsimilartotheCIPLineItemcouldbefundedbyotherrevenuesources,suchasthespecialTaxingDistrictorOn-StreetParkingrevenuesasdiscussedelsewhere.

• CollaborativeParkingSystemandWayfindingSystemOnceimplemented,revenuesfromtheCollaborativeParkingSystemshouldbeusedtomaintainandexpandboththeparkingsystemandthewayfindingsystem.

EstablishedTransportationPlansandPrograms

ThereareavarietyofprogramsandactivitiesthroughwhichvariousmodificationsasproposedintheCCTScanbeimplemented.

2030 Long Range Transportation Plan (MecklenburgUnionMetropolitanPlanningOrganization)


96

ThisFederally-mandatedstatewideprogramdefinesandprioritizesproposedimprovementstomajorhighwaysandthoroughfares.ProjectsthatareassociatedwiththeStateHighwaySystemareprimarycandidatesforinclusionintheNorthCarolinaTransporta-tionImprovementProgram.Oncethenecessaryfeasibility,justifi-cationanddesignstudieshavebeenpreparedforimprovementstotheentireloop,andcostsaredefined,higherprioritydesignationsfortheseimprovementswillbesought.

2030TransitSystemPlan

The2030TransitSystemPlanwillplayamajorroleinimplement-ingtransportationimprovementsinCenterCity.Inadditiontoconstructionofspecifictransitprojects,thereareavarietyofnon-transitenhancementsthatwillbeimplementedtosupportthetransitsystem.Examplesinclude:

• ApedestrianwalkwayhasbeenconstructedalongthemajorityoftheLRTlinethatrunsbetweenBrevardandCollegeStreets,fromsouthofI-277toNinthStreet.TheexpansionofthislinetoaccommodatetheNECorridorLightRailProjectwillincludeconstructionofpedestrianwaysonbothsidesoftheline.

• Pedestrianstreetscapeswillbedevelopedonblockfacessur-roundingtheplannedCharlotteGatewayStationonWestTradeStreet.NewstreetswillbeconstructedsouthofFourthStreettosupporttheinter-citybusserviceandparkingcomponentsoftheCharlotteGatewayStation.

• Apedestrian/bicycleoverpassatNinthStreetwhenthenewNorthCorridorandNCDOTraillinesareconstructed.

• CATS’planninganddesignforthenewstreetcarsystemincludesstreetscapeforTradeStreetthatmeetsthe“Signa-turePedestrianStreet”standardrecommendedbyCCTP.

CapitalInvestmentPlan(CIP)

TheCityofCharlottemaintainsafive-yearcapitalimprovementsprogram–calledtheCapitalInvestmentPlan(CIP)–thatisupdatedannually.TheCCTSGeneralAnnualImprovementProgram(above)hasbeenproposedforinclusionintheCIP.Additionalspecificproj-ectscouldbefundedthroughtheCIP.

EconomicDevelopmentProgram

TheCity’seconomicdevelopmentprogramhelpsattractpotentialprivatedevelopmentactivitiesthataredeemedtobeimportanttoCharlotte’seconomicgrowth.Arecentexampleistheredevel-opmentoftheOldConventionCenter.TheCityofCharlottesup-portedthatprojectcalledEpiCentrebyfundingenhancementstothestreetoperationsandthepedestrianspaceontheblockfacessurroundingthesite.

CommitmentofSpecificIncomeSources

Cityprogramsproducerevenuethatcouldbeusedforimple-mentingspecificprogramsandprojects.TherearethreespecialdevelopmenttaxingdistrictsinCenterCity.TheCityofCharlottecontractswithCharlotteCenterCityPartnersforthemanagementofspecialprogramsinthedistricts.ThemaintenanceoftheTryonStreetMall(andotherstreets)andoperationoftheParkingCollab-orativearespecificprojectsinthisprogram.

Asnotedearlier(page51),theCity’son-streetparkingmanage-mentprogram–“ParkIt!”–producespositivenetrevenuethatgoesintotheGeneralFund.TheCCTPhasrecommendedincreas-ingthenumberofon-streetparkingspacesaswellasextendingoperatinghours.Theseactionswillincreasetotalrevenueand,hopefully,netrevenue.Sincethisrevenueisderivedspecificallyfromparking,itispossiblethatitcouldbedesignatedtoimple-menttheCurbLaneManagementStudyrecommendationsorotherspecificimprovementsproposedintheCCTP.


97VI. IMPLEMENTATION

PrivateandGovernmentalDevelopmentProjects

TheStreetEnhancementStandardsMap(page81),hasbecomeamajortoolinachievingtheimprovementsrecommendedinthisplan.DevelopersofCenterCityprojects(bothprivateandpublic)willberesponsibleformeetingthedesignstandardsand,insodoing,willplayaroleinimplementingtheCCTPrecommendations.

Infact,projectsareunderconstructionormovingthroughtheapprovalprocessthatareprovidingpedestrianandstreetscapeimprovementsthatmeetmostifnotallofthestandards.TheCharlotteArena,ImaginOnandMetroSchoolarethreepublicprojectsthathavemadepositivecontributiontoboththestreetnetworkandthepedestrianrealm.Othersignificantpublicprojectsthatareintheplanningstage–andwilladvancethegoalsoftheCCTS–includetheCharlotteGatewayStation,CenterCityStreetcar,andRomareBeardenandFirstWardParks.

AdditionalFundingSources

Thereisavarietyofotherfundingsourcesandprogramsthatcanbeusedfortheimplementationofspecificprojectsortocreategeneralfundingprograms.Thefollowingpotentialsourceshavebeenidentified.Someofthesehavebeenpursuedwithsuccess.Othersneedtobeexplored.

IntergovernmentalGrantsorFunding

TheCityofCharlottewillpursuetheuseofStateandFederalintergovernmentalgrantandfundingsourceswhereverpossible.Fundingwasusedfromtwosuchsources:(1)theCongestionMiti-gationandAirQuality(CMAQ)programandtheEnergyEfficiencyConservationBlockGrant(EECBG)fortheparkingandway-findingprograms,and(2)StatespecialeconomicdevelopmentfundsforthereconfigurationoftheI-277/CaldwellStreet/SouthBoulevardInterchange.Otherprogramswillbeinvestigatedandpursuedasidentified.CMAQfundingfromtheFederalgovernmentcomesthroughNCDOTandMUMPO.

SpecialTaxingDistricts

TheCityhasestablishedMunicipalServicesDistrictsinCenterCitytosupportavarietyofimprovementandpromotionalactivities.CharlotteCenterCityPartnersprovidesadministrationofmostoftheseprogramsunderaCitycontract.Therevenuesfromincreas-ingthelevyratecouldbeusedtofundspecificimprovementsortomakeimprovementsinconcertwithspecificdevelopmentprojects.

Self-Financing Bonds

NorthCarolinaallowstheuseof“Self-FinancingBonds”tochannelfuturetaxrevenuesfromspecificdevelopmentprojectstopublicimprovementsthatwillsupportthatproject.TheCityisexploringtheuseoftaxincrementfinancingbondsonprojectsinCenterCity.Enhancementstothestreetandpedestriansystem,develop-mentofparkingfacilities,constructionofparksandtheplacementofoverheadpowerlinesundergroundwouldallbevalidusesoftheincrementaltaxrevenues.

ParkingRevenue

TheCityofCharlotte’s“ParkIt!”on-streetparkingprogramgener-atessignificantrevenuethatcouldbeusedtoservicenewdebt.Theon-streetrevenuecanbemonetizedovera20to30yearperiodwhichwouldgeneratesignificantcapitalforusetoday,muchlikeanauthorityorutility.Thecapitalgeneratedbymonetiz-ingtherevenuestreamcouldbeusedtoimproveandsupporttheparkingsystemwiththedebtservicedbytherevenue.

TMAFunding

ATransportationManagementAssociation(TMA)isusuallyafederallycreatedandsupportedassociationthatisestablishedthroughapartnershipbetweenthepublicandprivatesectorinnon-attainmentairqualityandcongestionmanagementareas.TheTMAisusedto


98

developaprogramtomanageandimprovevariousaspectsofthetransportationsystem,includingparking.ATMAhasstringentguidelinesdevelopedbythefederalgovernmentbut,moreimportantly,isacommonmechanismwhichaffordstheabilitytoqualityforandobtainfederalfundingtosupporttheprogram.

Lease-Back

Theremaybeanopportunitytocreateaparkingentitythatcouldpurchaseandleasebackaportionoftheparkingsysteminanefforttounifytheoverallparkingsystem.Thefundingfortheacquisitiontypicallycomesfromathirdpartyinvestorsuchasarealestateinvestmenttrust(REIT),pensionfundorbankinginsti-tution.Theacquisitionpriceissetbytheabilityoftheexistingparkingrevenuetoservicethedebtorbythecreditstrengthoftheleasingentity.

AdoptedPolicies,CodesandOrdinances

TheZoningOrdinanceisakeyordinancethroughwhichthestreetscapeandpedestrianrecommendationscanbeimplementedbecausethestandardsaffectthecurblineandbuildingsetbacklines.Additionally,theUptownStreetscapeGuidelinesimplementthedetailedrecommendationsofthepedestrianstreethierarchy.

CenterCityStreetEnhancementStandardsMap

AspotentiallythemostsignificantproductofthisCenter City Transportation Plan,the“StreetEnhancementStandardsMap”(page81)wasadoptedasCitypolicyandservesasimilarpurposeastheMajorThoroughfarePlanandtheUrbanStreetDesignGuidelines.Themapprovidesthebasisforcodifyingtherec-ommendationsrelatedtopedestrianandvehicularcirculation,on-streetparkingandotherfunctionsthatoccurinthestreet

rights-of-wayandadjoiningpropertyfrontage.Itisa

singledocumentthatconciselystatesthefunction,operationsandstreetscapecharacterofeverystreetblockinCenterCity.

Oneimportantcharacteristicthatisnotdefinedbythemapisthegeometricbaselineforeachblock.Thereissuchawidevariationofexistingconditions–centerlines,curblines,buildingsetbacks,etc.–thatdefinitionofthegeometricbaselineforapplicationofthestandardsonthemapwillhavetobedeterminedonacase-by-casebasis.Themapdoesnotdefinerecommendedoperationalmodifi-cationssuchastheremovalofcurbsideturnlanesandhighspeedconnectorshoweverthoseimprovementsareadoptedpoliciesoftheCCTP.

TheStreetEnhancementStandardsMapdefinesthedetailofspecificstreetimprovementprojects,aswellastheimprovementstobeprovidedinconnectionwiththedevelopmentofpropertiesabuttingthestreet,whetherprivateorpublic.

ZoningCode

TherearetwozoningclassificationsthatcoverthemajorityofthepropertyinCenterCity–UptownMixedUseDistrict(UMUD)andUrbanResidentialDistrict(UR).Bothemphasizeamixtureofusesandcontainprovisions,suchasbuildingsetbacksandreferencestotheUptownStreetscapeGuidelines,thataffectthequalityofthepedestrianrealm.

Thetextdefiningthestandardsofthedistrictsalsocontainsrefer-encestomorerecentlyadoptedstudiesorregulations.Therefore,uponadoptionoftherecommendationsofthisCenter City Trans-portation Plan,thestreetandpedestrianspaceenhancementstandardswillbesupportedbythezoning.


99APPENDIX A

APPENDICES

Appendix A

Traffic Analysis of Vehicular Circulation

Improvements

PurposeandMethodology

TheCenterCitystreetnetwork’sabilitytoaccommodatetrafficinthefuturewasevaluatedbycomparingestimatesoftheamountoftrafficalongspecificcorridorsinCenterCitywiththeapproxi-matecapacityofthestreetscomprisingthosecorridors.

Itwasassumedthatfuturecommutertrafficvolumeswillbepro-portionaltotheamountofcommuter-occupiedparkingspacesinCenterCity.Inaddition,thepercentageofcommuterswhodrivetoworkinCenterCityinthefuturewillbelowerthanitistodayduetofutureenhancementsinpublictransportationserviceandotherfactors.

Toproducethesefuturetrafficestimates,thefollowingprocedurewasfollowed:

1. TheamountoffuturecommuterparkingspacesneededinCenterCitywasestimated.

2. Thelikelylocationofthesespaceswereidentified.

3. Aspreadsheetmodelwasdevelopedtoconverttheseesti-matesintopeak-hourtrafficwithinthevariouscorridors.

Theseestimateswerethencomparedwiththecapacitiesofthecorridorsatvariouslocations(referredtoas“cut-lines”)toyieldplanning-levelapproximationsoftheabilityoftheCenterCitystreetnetworktoaccommodatefuturetrafficvolumes.Thistech-niqueaffordedtheopportunitytoquicklyevaluatedifferentstreetnetworks,andcanalsobeadaptedtotestdifferentassumptionsaboutfutureparkingconditionsandtransitusage.


100

TestingtheModelonExistingConditions

Beforeapplyingthemodeltoalternativefuturescenarios,itwasfirstappliedtoexistingconditionsinCenterCity.ThisevaluationwasperformedbycomparingthetrafficestimatesproducedbythemodeltotrafficcountsthathadbeenconductedbytheCityatthegatewaylocationsinthestreetnetwork.Theselocationswereevaluatedatanearlystageofthisproject,whichdeterminedthat,collectively,onlyabouttwo-thirdsoftheavailablecapacityisrequiredtoaccommodateexistingtrafficvolumesinthemorningpeakhour.

Thetrafficestimatesproducedbythemodelwereobservedtocloselyapproximatetheexistingvolumesattheselocations,andthemodelwasthereforejudgedtobesatisfactory.

ApplyingtheModeltoFutureConditions

Severalalternativefuturescenarioswereevaluated.Asnotedabove,thetotalpeak-hourtrafficvolumeineachscenariowasdefinedbyapplyingfactorstothenumberoffutureparkingspacesinCenterCity.ThisvalueinturnwasdeterminedbyestimatingthelocationofnewdevelopmentandredevelopmentwithinCenterCity,andadjustingtheparkingrequirementsdownwardtoaccountfortransitusers(andothercommuterswhoarenotautodrivers).Theresultingautovolumeswerethenassignedtothefollowingalternativestreetnetworks:

1. Existing network(nochanges)

2. Modificationstotheexistingnetwork,including:

• reductionincapacityofTradeStreettotwo(2)effectivelanes;

• conversionofportionsofCaldwellStreet,BrevardStreet,PoplarStreet,andMintStreettotwo-wayoperation;

• modificationoftheI-277/SouthBoulevardinterchange,includingeliminationoftheoff-rampeastofCaldwellStreet;and

• additionofanewMintStreetRamp

3. Additional modifications, beyondthoseidentifiedabove,toinclude:

• reductionincapacityofsegmentsofCollegeStreet,ChurchStreetandMLKBlvd.byonelane

• extensionofEuclidStreetoverI-277betweenMoreheadStreetandStonewallStreettoconnecttoDavidsonStreetasatwo-lane,two-waystreet.

Findings

Parking

1. Oncetheeffectsoffuturetransitusage(andothernon-autocommuting)areincluded,thenumberofparkingspacesrequiredbycommutersinthefutureisestimatedtogrowto50,700spaces,representinga27percentincrease(10,700additionaloccupiedspaces)overexistingconditions.Through-outthisanalysisitwasassumedthat75percentoffutureCenterCityemployeeswillbeautodrivers,25percentwillcom-muteeitherbypublictransportation,carorvanpool,walkorbicycle.Thisassumptionisconsistentwithresultsofthevari-oustransitcorridorstudiesthathavebeenconductedbytheCityoverthepastfewyears.

2. Mostofthe totalfutureparkingwillneedtobelocatedincentralandsouth-centralCenterCity.TheareaboundedbySeventhStreet,CaldwellStreet,I-277(Belk)andPoplar/MintStreetswillrequirealmost29,000parkingspaces,representingover55percentofthetotaloccupiedparkinginCenterCityinthefuture.Thus,ifcommutersarediscouragedfromtravers-ingthe“core”ofCenterCity,therewillbemoredemandintoCenterCityfromthesouththanfromtheotherdirections.(Cur-rently,about29percentofthemorningpeak-hourtrafficintoCenterCityenterstheareafromgatewaysonthesouth.)


101APPENDIX A

3. Mostoftheadditional parkingspaceswillneedtobelocatedinthreebroadareas;

• south-centralCenterCity(4,100additionaloccupiedspaces,a46percentincrease);

• WestTradeStreetcorridor(3,000additionaloccupiedspaces,177percentincrease);

• NorthTryonarea(2,600additionaloccupiedspaces,79percentincrease).

Constraints

1. Oneoftheobjectivesofthisstudyisthecreationofamorepedestrian-friendlycorewithinCenterCity,supportedbyenhancedtransitserviceandimprovedpedestrianfacilities.Thisareaisdefinedgenerallyasencompassingatwo-to-threeblockareaoneithersideofTryonandTradeStreets.Ifcom-mutertrafficistobeencouragedtodriveonlyintoCenterCityratherthantraversingthisarea,commutersmustapproachtheirCenterCitydestinationfromtheclosestpointontheperipheryofCenterCity,usingeithertheI-277/I-77freewaylooporasurfacestreetloop(referredtoastheCirculatorRouteinthisstudy)comprisedofGraham,Stonewall,McDowell,EleventhandTwelfthStreets,toreachthatpoint.

2. FirstWardandFourthWardconstraintraveltoandfromCen-terCityfromthenorthbecauseofthelackofthoroughfaresthroughtheseresidentialneighborhoods.InconjunctionwiththegoalofdiscouragingtravelthroughtheheartofCenterCity,itisundesirabletoattractvehiclesthroughtheseresi-dentialareas.ThegreaterthecongestionenteringCenterCityfromthesouth(andwestandeast),thegreaterthelikelihoodoftrafficenteringfromthenorth.

3. AnotherkeycorridorthatwillaffecttheoveralldistributionoftraffictoandfromCenterCityisonthewestside.ThisapproachtoCenterCityisservedbythefewestroadways(Trade,FourthandFifthStreets)andthefewestlanes,andthushasthelowestcapacityofallfourapproaches.Theincrease

inprojectedparkingimmediatelyeastoftheNorfolk-Southernrailroad,coupledwiththepotentialreductionincapacityonTradeStreet,willplaceaddedpressureonthisapproachrouteintoCenterCity.AsnotedabovewithrespecttoFirstandFourthWards,itwillbeimportanttoensurethatsufficientcapacityexistselsewheretominimizecongestiononapproachroutestoandfromthewest.

Conclusions:ProjectedNetworkPerformance

1. The Center City street network will be able to accommodate projected traffic volumes in the future, even with the street modifications tested in this analysis.Thepotentialmodificationsreducethecapacityofindividualstreets,andthustendtoincreasethevolume/capacity(v/c)ratiosintheaffectedcorridors.However,mostofthesechangesoccurwithinCenterCity(i.e.,insidetheperimeterdefinedbythegatewaylocations).Thus,theyhaverelativelylittleeffectontheperformanceofthestreetsatthegatewaylocations.Thecumulativev/cratioatthegatewaysinthefutureisprojectedtorangebetween0.85and1.0(theoreticalcapacityis1.0),dependingonthespecificnetworkandtheassumptionsthathavebeenmaderegardingvehicularrouting.Ingeneral,traf-ficvolumestendtodecreasewithincreasingdistancefromthefreewayloop,ascommutersenterparkingfacilities.

2. The potential street modifications will have a more significant effect within Center City as the capacity of individual corri-dors is reduced. Thisanalysishasshown,however,thattherewillbesufficientcapacitytoaccommodaterevisedtrafficpatternsthatmayresultfromsuchchanges,albeitinanumberofcasesatv/cratiosthatapproach1.0acrossentirecorridorsatspecific“cut-lines.”

3. If commuter traffic is to be discouraged through the cen-tral core of Center City, as well as through First Ward and Fourth Ward, it is essential that alternative routes be provided.


102

BoththeI-277/I-77freewayloopandthesurfacestreetlooparecriticalelementsthatwillhelpredistributecommutertrafficaroundCenterCity,andthereforeallowcommuterstoavoidtraversingthesesensitiveareas.

4. As peak-hour traffic volumes approach the capacity of the Center City network, it is likely that the percentage of com-muters who travel in the single peak hour will decrease. Theanalysisdoesnotreflectanysuchspreadingofthepeak.Totheextentthatthisdoesoccur,networkperformancewillexceedthelevelexpected.

Assumptions

Theseconclusionsrelyonafewkeyassumptions.Theyinclude:

1. In the future, the percentage of employees who work in Cen-ter City and commute by driving will be significantly lower than it is today. Thischangewilloccurprimarilyasaresultofmajorimprove-mentsinpublictransportationtoandwithinCenterCity,andincreasesinthenumberofemployeeswhobothliveandworkinCenterCity(andthereforewillnotneedtodrivetowork).

2. This analysis presumes that in the future most drivers will use the I-277/I-77 freeway loop and the internal Circulator Route to approach their ultimate destination in Center City. TheCirculatorRouteconsistsofGraham,Stonewall,McDowell,EleventhandTwelfthStreets.TheassumptionisthatdriverswillusethesealternativesratherthantraverselengthysegmentsofCenterCitystreets.Inparticular,mostdriverswilltendtoavoidtravelingfromonesideofCenterCitytotheother,giventheplannedpedestrianorientationoftheCenterCitycorewithanemphasisontheTradeandTryonStreetcorridors.

3. This analysis also presumes most drivers will changes their routes to avoid congestion in one corridor if another corridor is relatively less congested.Thisisparticularlylikelyinagridsystemwherealternativeroutesarereadilyavailable.Moreover,CharlottehasbothafreewayloopincloseproximitytoCenterCity,andasurfacestreetloop(the“CirculatorRoute”above)thatwillmakesuchrouteadjustmentsparticularlyattractive.

Theanalysisperformedinthisstudywasconductedatabroadcorridorlevelusingplanningapproximations.Ithasdeterminedthatsufficientcapacitywillexistwithintheoverallstreetnet-worktoaccommodatefutureemployment,usingtheassumptionsdescribedabove,butitdoesnotrepresentadetailedanalysisofindividualroadwaysorintersections.Inparticular,moredetailedanalysesofboththesurfaceloopandoftheinterfacebetweenthesurfacestreetsandthefreewayloopwillberequiredinordertoensurethatlocalizedcongestiondoesnotoccur.


103APPENDIX B

Appendix B

Examples of Collaborative Parking Systems

Thepublicandprivateparkingsystemisoneofthemostcriticalcom-ponentsofasuccessfulandvibrantdowntowneconomy.Infact,manycitiesviewparkingasaneconomicdevelopmenttoolthatcanacceler-atedevelopmentandgrowthofadowntown.Parkingistheonlyserviceacityprovidesthatoftencompeteswiththeprivatesector;however,theapproachoftheCenterCityTransportationPlanistopartnerratherthancompetewitheachothertothebenefitofbothpartiesandthelocaleconomy–hence,theterm“collaborative”parkingsystems.

ThefollowingexamplesrepresentagrowingmovementbycitiesacrosstheUnitedStatestoleveragetheirparkingresourcestosupporteco-nomicdevelopment.Theircommongoalistoensurethattherightamountofparkingisavailabletousers,thatallvisitorscanfindpark-ing,andthatboththeprivateandpublicsectorsworktogetherfortheirmutualbenefit.

CityofSt.Paul,Minnesota

St.Paulimplementedavariablemessagesign(VMS)systemin1997–thefirstofitskindinthenation–primarilytodirecttouristsandvisi-torsattendingspecialeventsinthedowntown.Thegoalistocreateavisitor-friendlydowntownintermsofaccesstoparking.

TheVMSsystemusesboth“staticmessagesigning”(fixedsigns)andsignboardsdisplayingreal-timeparkingavailabilityineachofthepar-ticipatingparkingfacilities.TheVMSusesacommondesignschemeandiseasilyrecognizedasparkingguidance.Thesignageispurposelydesignedto“inform”ratherthan“direct”visitorstoavailableparking,leavingthedecisionofwheretoparktothedriver.

TheprogramwasfundedbyaCongestionManagementandAirQuality(CMAQ)grantappliedforbytheCityofSt.Paul,theFederalHighwayAdministrationandMinnesotaDepartmentofTransportation.Initially,thereweresevengaragesandthreesurfacelots(bothpublicandprivate)inthesystem.Theprivate


104

parkingownersandoperatorsparticipatedthroughcontractualagreementswhichidentifiedtheroleandexpectationsofboththepublicandprivateparticipants.

St.Paul’ssystemincludesthreecomponents:(1)parkingequipmentforspacecountingandaccesscontrol;(2)acomputerizedcentralcommunicationssystem;and(3)electronicandstaticsigns.Thisprogramisconsideredsuccessful,althoughthetechnologyisnowoutdated.TheCityofSt.Paulismovingtowardsafullreplacementandexpansionofthesystem.

City of San Jose, California

SanJosehasmadeitaprioritytoenablevisitorsfindavailableparkingmorereadily.TheCityofSanJosehasdesignedaparkingguidancesystemtodirectvisitorstospecialevents,sportsvenuesandconventioncenterevents.Thesystemincorporatesbothstaticanddynamic(real-time)signingthatdisplayscurrentparkingavail-abilitybythosefacilitiesparticipatingintheprogram.

Informationisprovidedtotheparkerthroughdynamicmessagesigning,internetwebpages,andanautomatedphonesystem.PhaseIoftheinstallationisestimatedtocostabout$2.8millionandwillincludeportablemessagesignsandaparkingguidancesystemof42dynamicand117staticmessagesigns.Elevenpublicand15privateparkingfacilitieswillinitiallyparticipateinthepro-gram.Theprogramwasdesignedwithfullexpansioncapability.

SanJoseviewsthissystemasproactivesupportforthecity’scon-tinuedeconomicdevelopment.Inpractice,thesystemaidsvisitorsandpeopleunfamiliarwiththedowntownanddisplaysinformationforthetraveleraboutthelocationandamountofparkingavailable.Insodoing,itreducestraveltimeforthemotorist,reducesconges-tionandairpollution,andincreasesgaragerevenue.

CityofMilwaukee,Wisconsin

Milwaukee,whichiscomparableinpopulationtoCharlotte,hasbeenstrivingtoimproveitsdowntownparkingsystemthroughits“ParkOnce”program.Theprogram’sobjectiveistoeffectivelymarketthedowntownandtoconserveresources,reduceconges-tionandultimatelypromoteeconomicdevelopment.

“ParkOnce”enablesmotoriststoparkonceinaconvenient,easilylocatedparkingspaceandthenusealternativemeansoftrans-portation,ifnecessary,tovisitthedistinctsectionsofdowntown.Thesealternativetransportationmodesincludetrolleys,walking,bikeroutes,countrytransit,andashuttleserviceconnectingthelakefrontwiththehistoricdistrict,arena,conventioncenter,busi-nesses,andcultural,entertainmentandshoppingareas.

Milwaukee’sstrategyistoincludebothpublicandprivateparkingbyworkingoutagreementsontherespectiverolesofpublicandprivateownersandoperators.The“ParkOnce”programbenefitstheownersthroughbrandingandjointmarketing,establishingcoordinatedpricingstrategies,incorporatingaparkingtax,andadoptingcommondesignstandardsfornewfacilities.TheCityalsohasaparkingfundforpayment-in-lieuofparkingcontributionsfornewdevelopment.

TheCityofMilwaukeerecentlyappliedforandreceiveda$1.5mil-lionCMAQgrantfortheplanning,designandimplementationofthefirstphaseofaparkingguidancesystem(PGS).

Thissystemwillincludewayfindingforspecialeventparkingalongtheinterstatelinkthatrunsdirectlythroughaportionofthedown-towntothelakefront.Thislinkprovidesaccesstomuchoftheparkingandattractionslocatedinthedowntown.

ThePGSwillincludedynamicdisplayslocatedalongtheinter-changeexitsthatdirectparkerstofacilitieswithavailableparkingandawayfromcongestedareasorfromareaswhereparkingisnotavailable.Theinitialobjectiveistousetheparkingguidancesystemtoinformtheestimatedonemillionvisitorstothecity’slakefronteachsummer.


105APPENDIX B

Cleveland,Ohio(UniversityCircle,Inc.)

UniversityCircleIncorporated(UCI)isanon-profitorganizationestablishedtonurturethegrowthofUniversityCircle,Cleveland’scultural,educationalandmedicalcenter.Morethan45non-profitinstitutionsaremembersofUCIandshareinterestsaboutsafety,transportation,parkingandtheCircleenvironment.

TheUCIparkingsystemincludes11,000parkingspacesin13garagesand54surfacelots,andservesover1.2millionvisitorsayearinadditionto14,000residentsandemployees.UCImanagesparkingforspecialevents,parkingsecurity,maintenanceofparkingstructuresandsurfacelots,enforcementofparkingregulations,snowplowing,signmaintenance,landscaping,andhorseback-mountedcourtesygreeters.

CityofKalamazoo,Michigan

Kalamazooisoneofthetrueinnovatorsofparkingsystemmanagement.Theywerefirstcitytoestablishacollaborativeparkingsystem,“CentralCityParking,”andbrandit.Theiroriginalobjectivewastosupportandpromoteeconomicdevelopmentdowntown.

CentralCityParkingismanagedbyDowntownKalamazoo,Inc.,agroupsimilartoCharlotteCenterCityPartners.CentralCityParkingisresponsibleformaintenanceandmanagementofallcityon-streetandoff-streetparking,plusnumerousprivateparkingfacilities.

CityofDallas,Texas

TheCentralDallasAssociation(CDA)isanentitycreatedbyprivateandpublicpartnershipsastheTransportationManagementAssociation(TMA).Thisisafederaldesignationwithspecificrequirementsandresponsibilitiesinairqualitynon-attainmentareas.TheTMAmanagesthetransportationresourcesinthedowntowncoreofDallas.

TheCDAcreatedabrand,“Pegasus,”whichmanagesaccessforsomedowntownparkingfacilitieswithsmartcardtechnologythatisintegratedintothetollroadpaymentandaccesssystem.Therearesixdowntownpublicandprivateparkingstructuresparticipatingintheprogram.Paymentforparkingishandledthroughthesamebackofficeclearinghouseusedforthetollroadsmartcardpaymentsystem,sothatnocashisneededforparkersusingthoseintegratedfacilities.

Likeallotherexamplescitedhere,theimpetusbehindthissystemwastocreateamoreuser-friendlyparkingsystemtoencouragevisitorstothedowntown,increaserevenuesforpartici-patingfacilities,andmaximizeexistingassetsbeforeinvestinginexpansion.Alloftheseobjectivessupporttheendresult,economicdevelopment.

Documents

CENTER CITY TRANSPORTATION PLAN · 10/26/2011 · City, everyone becomes a pedestrian once they arrive Uptown. That concept is fundamental to this plan. Those who commute by car