CENTER CITY TRANSPORTATION PLAN
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
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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.
CENTER CITY TRANSPORTATION PLAN
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.
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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
CENTER CITY TRANSPORTATION PLAN
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:
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•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)
CENTER CITY TRANSPORTATION PLAN
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.
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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
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
CENTER CITY TRANSPORTATION 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.
CENTER CITY TRANSPORTATION PLAN
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).
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION 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
CENTER CITY TRANSPORTATION PLAN
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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
CENTER CITY TRANSPORTATION PLAN
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
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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
CENTER CITY TRANSPORTATION 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
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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
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
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).
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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
CENTER CITY TRANSPORTATION PLAN
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
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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.
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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.
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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
CENTER CITY TRANSPORTATION PLAN
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.
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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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
24
Transit
• Thegeneralperceptionwasthatbusesarecostlyandgenerallystopinpoorlocations.TheGoldRushispopular,butdoesnotserveCenterCityresidentialdistricts.
• Therewasalmostuniversalsupportforthenewrapidtransitsystem,althoughmanyintervieweeswerenotfamiliarwiththespecificsoftheCenterCityproposals.
• Therewassomeconcernthatthemulti-modalStationcouldbetoolarge,butitwasalsofeltthatitwouldbeapositivestimulusforthearea.ThetrafficrelationshiptoThirdWardandFourthWardresidentialareaswasaconcern.
TheseviewsofCenterCitystakeholders–togetherwithadoptedplansandpoliciesandwiththedevelopmentsunderconstructionornowbeingplanned–providethebackgroundforthisCenterCityTransportationPlananditsproposalsforagrowingandchangingCenterCity.
CENTER CITY TRANSPORTATION PLAN
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.
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• 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
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A.M. PEAK HOUR INBOUND TRAFFIC AT GATEWAYS
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15000
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35000
1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003
Vehi
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Inbound Traffic 2003 Hourly Capacity
CENTER CITY TRANSPORTATION PLAN
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)
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
34
Thisnewspaceinturnisestimatedtobecapableofsupportingapproximately900additionalemployeesduringthisperiod–oranaverageof36newretailemployeeseachyearbetween2000and2025.
TheoutlookforgrowthinCenterCityoverthenext25years,then,isfor22,400additionalresidents;12,800newhouseholds;and40,000additionalemployees(almostallintheofficesector).
CENTER CITY TRANSPORTATION PLAN
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.
CENTER CITY TRANSPORTATION PLAN
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.
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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
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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
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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
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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.
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• 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.
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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
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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
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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.
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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.
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• 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
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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.
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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
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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.
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• 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.
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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.
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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
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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
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• 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
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• 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
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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.
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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.
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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.
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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.
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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.
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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.
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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)
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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.
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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
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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
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Dynamicparkingguidancesystemsofferaneffectiveandrapidmeansoflocatingavailableparking.Permanentsignsofferonlyalimiteddegreeofeffectiveness.
Dynamicsystems,coordinatedbyacontrolcenter,tracktheavail-ableparkinginparkingdecksthroughtheuseofshareddatathatreportstrafficgoinginandoutofeachfacility.Thisreal-timeinformationisdisplayedelectronicallysothatthemotoristcandrivedirectlytoaparkingfacilitythatisconvenientlylocatedandhasavailableparking.
ExistingPedestrianWayfindingSystem
Existing NCDOT Dynamic Message Sign (message added)
TypicalSmallDynamicVehicularWayfindingSign[REPLACE]
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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,
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• 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
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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
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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.
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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.
Pedestrian Circulation
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.
Pedestrian Circulation
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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
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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.
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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.
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• 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.
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• 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.
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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
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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
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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.
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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
Paint with color to complement paving materials
Paint with color to complement paving materials
CENTER CITY TRANSPORTATION PLAN
83V. TRANSPORTATION PLAN• 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)
Manhole and Valve Covers Paint with color to complement paving materials
Paint with color to complement paving materials
Paint with color to complement paving materials
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.
Special design encouraged as part of consistent furnishings system.
Designs for integration with security elements encouraged where security
elements are used.
One Required per block faceInverted-U type preferred.
Special design encouraged as part of consistent furnishings system.
Designs for integration with security elements encouraged where security
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.
CENTER CITY TRANSPORTATION PLAN
84
STREET CLASS STANDARDS Signature and Linear Parks Primary Secondary Special Treatment(With Inadequate Pedestrian Width)
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
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
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
As 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.
CENTER CITY TRANSPORTATION PLAN
85V. TRANSPORTATION PLAN
STREET CLASS STANDARDS Signature and Linear Parks Primary Secondary Special Treatment(With Inadequate Pedestrian Width)
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
pedestrianway of 8 feet.
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
pedestrianway of 8 feet.
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
pedestrianway of 6 feet.
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
pedestrianway of 8 feet.
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
pedestrianway of 6 feet.
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
pedestrianway of 6 feet.
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
Prohibited – Including for valet parking
Prohibited – Including for valet parking
• NOTE: Design standards table will be updated by ordinance in 2012.
CENTER CITY TRANSPORTATION PLAN
86
STREET CLASS STANDARDS Signature and Linear Parks Primary Secondary Special Treatment(With Inadequate Pedestrian Width)
Vehicular Activities at Curb
Automobile Parking As provided on Street Enhancement Standards Map
As provided on Street Enhancement Standards Map
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 permitAs provided on Street Enhancement Guideline Map by “Special Parking “ designation and subject to special conditions as may be established
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
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.
Permitted subject to right-of-way encroachment permit and sited so
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.
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.
Awnings
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Banners / Art
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Flowerpots / Containers
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
News Stands/Boxes See standards in the “Street Furnishings” Section above.
See standards in the “Street Furnishings” Section above.
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
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
• NOTE: Design standards table will be updated by ordinance in 2012.
CENTER CITY TRANSPORTATION PLAN
87V. TRANSPORTATION PLAN
STREET CLASS STANDARDS Signature and Linear Parks Primary Secondary Special Treatment(With Inadequate Pedestrian Width)
Pedestrian Service WindowsEncouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Signage – Permanent Permitted subject to right-of-way
encroachment permit and sited so as to maintain minimum 8 foot wide
pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Signage – Temporary Permitted subject to right-of-way
encroachment permit and sited so as to maintain minimum 8 foot wide
pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Water Features
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 8 foot wide pedestrianway
Encouraged subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
Permitted subject to right-of-way encroachment permit and sited so
as to maintain minimum 6 foot wide pedestrianway
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.
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.
By special permit only. See Street Enhancement Standards Map for
Locations.
By special permit only. See Street Enhancement Standards Map for
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
• NOTE: Design standards table will be updated by ordinance in 2012.
CENTER CITY TRANSPORTATION PLAN
88• NOTE: Design standards table will be updated by ordinance in 2012.
CENTER CITY TRANSPORTATION PLAN
89V. TRANSPORTATION PLAN
• 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
CENTER CITY TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
91V. TRANSPORTATION PLAN
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
CENTER CITY TRANSPORTATION PLAN
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.
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93V. TRANSPORTATION PLAN
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.
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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)
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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.
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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
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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.
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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.
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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.)
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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.
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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.
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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
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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.
CENTER CITY TRANSPORTATION PLAN
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.
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