FY 2016 Small Starts Land Use and Economic Development Report

CityLYNX Gold Line Phase 2 FY 2016 Small Starts Land Use and Economic Development Report

September 2014 Phase Two Small Starts Project Map

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Kenilwort ment Av B E Jo Euclid a S K xt t Hawthorne Ln Cle er Av er S E Av ! ! Camden Rd P e Elizabeth and Hawthorne Hawthorne and 5th ar M k Av t h South Bv Myrtl V ! e r Av no n Av N Caswell Rd Legend CityLYNX Gold Line LYNX Rapid Transit Major Highway ¨¦§485 Phase One Blue Line Streets Map Mecklenburg Vicinity Opens in 2015 Opened in 2007 County Railroad ¨¦§85 O Phase Two Blue Line Extension Streams Opens in 2017 §77 Future Extensions ¨¦ ¤£74 Parks 00.50.25 07.30.14 ! Stop Blue Line Station Building Footprints Miles Data Source: City of Charlotte, CATS CityLYNX Gold Line Phase Two Project Map.pdf Project Two Phase Line Gold CityLYNX Charlotte Area Transit System CityLYNX GOLD LINE Phase Two Streetcar Project

FY 2016 Small Starts Land Use and Economic Development Report

Contents

Existing Land Use ...... 1

Existing Station Area Development ...... 1 1. Corridor and Station Area Population, Housing Units and Employment ...... 1 2. Listing and Description of High Trip Generators ...... 3

Existing Area Development Character ...... 18 3. Existing Land Use and Pedestrian Environment in Corridor and Station Areas ...... 18 4. Station Area Maps ...... 18 5. Station Area Photographs ...... 18 West Segment ...... 18 Central Segment ...... 22 Phase One Segment ...... 26 East Segment ...... 30

Existing Station Area Pedestrian Facilities ...... 34 6. Station Area Maps Identifying Pedestrian Facilitiates...... 34 7. Documentation of Achievement of Curb Ramp Plans and Milestones ...... 36

Existing Corridor and Station Area Parking Supply ...... 37 8. Existing Parking Spaces Per Square Footage ...... 37 9. Existing Parking Spaces Per Employee ...... 38 10. Land Area Within One Half Mile Devoted to Parking ...... 38 11. Average Daily Parking Cost ...... 38

Existing Affordable Housing ...... 39 12. Total Legally Binding Affordability Restricted Housing Units ...... 39 13. Total Housing Units of All Types and Total Restricted Housing Units by County ...... 39 14. Certiﬁ cation Attesting to Accuracy of Numbers Provided ...... 40

i Economic Development I: Transit Supportive Plans and Policies ...... 41

A. Transit Supportive Corridor Policies ...... 41

Plans and Policies to Increase Corridor and Station Area Development ...... 41 15. Adopted City, County and Regional Plans and Policies and Private Plans and Initiatives ...... 41 16. Examples of Transit Supportive Policies ...... 43

Plans and Policies to Enhance Transit-Friendly Character of Development ...... 50 17. Elements of Adopted Plans and Policies that Promote Transit-Friendly Character ..... 50 18. Policies to Promote Mixed-Use Projects ...... 51 19. Policies to Promote Housing and Transit Oriented Retail ...... 51 20. Policies that Allow/Promote Vertical Zoning ...... 53 21. Facade Improvement Programs ...... 53 22. Funds to Support Transit Oriented Plans ...... 53 23. Private Sector Plans and Initiatives Consistent with the Public Plans and Policies ..... 54

Plans to Develop Pedestrian Facilities and Enhance Disabled Access ...... 54 24. Requirements and Policies for Sidewalks and Other Pedestrian Facility Plans ...... 54 25. Capital Improvement Programs to Enhance Pedestrian-Friendly Design ...... 55 26. Curb Ramp Transition Plans and Milestones ...... 55 27. Street Design Guidelines Addressing Pedestrian and Transit Oriented Street Design . 56

Parking Policies ...... 57 28. Policies to Reduce Parking Requirements or Cap Parking ...... 57 29. Policies Establishing Maximum Allowable Parking for New Development ...... 58 30. Shared Parking Allowances ...... 58 31. Mandatory Minimum Cost for Parking in Transit Areas ...... 58 32. Parking Taxes ...... 58

B. Supportive Zoning Regulations Near Transit Stations ...... 59

Zoning Ordinances that Support Increased Development Density in Transit Station Areas ... 59 33. Ordinances and Maps Describing Existing Zoning (Allowable Uses and Densities) ... 59 34. Ordinance Changes to Allow Development with Transit Supportive Densities ...... 60 35. Transit Overlay Zoning ...... 61 36. Zoning Incentives for Increased Development in Station Areas ...... 62

Zoning Ordinances that Enhance Transit Oriented Character of Station Area/Pedestrian ..... 62 37. Zoning Regulations that Allow Mixed-Use Development ...... 62 38. Zoning Regulations Addressing Placement of Building Footprints, etc...... 63 39. Architectural Design Guidelines/Mechanisms for Implementation/Enforcement ...... 64

Zoning Allowances for Reduced Parking ...... 65 40. Residential and Commercial Parking Requirements ...... 65 41. Zoning Ordinances Providing Reduced Parking Requirements ...... 65

ii C. Tools to Implement Transit Supportive Policies ...... 66

Outreach to Government Agencies and the Community ...... 66 42. Promotion and Outreach Activities ...... 66 43. Inter-Local Agreements, Resolutions or Letters of Endorsement ...... 67 44. Actions of Other Groups in Support of Transit Oriented Development Policies ...... 68 45. Public Outreach Materials and Brochures ...... 68

Regulatory and Financial Incentives to Promote Transit Supportive Development ...... 69 46. Regulatory Incentives for Development Near Transit ...... 69 47. Zoning Requirements for Trafﬁ c Mitigation ...... 69 48. Programs that Promote or Provide Incentives for Transit Oriented Development ...... 69 49. Other Economic Development and Revitalization Strategies ...... 70

Efforts to Engage the Development Community ...... 71 50. Outreach Targeted at the Development Community ...... 71 51. Transit Oriented Market Studies ...... 71 52. Joint Development Programs and Proposals ...... 74 53. Letters of Endorsement or Other Indicators of Support ...... 74

Public Involvement in Corridor and Station Area Planning ...... 74 54. Description of Public Involvement Process ...... 74 55. Description of the Level of Participation by the Public and Community Groups ...... 75 56. Public Outreach Materials and Brochures ...... 75

Economic Development II: Performance and Impacts of Policies ...... 77

A. Performance of Transit-Supportive Plans and Policies ...... 77

Demonstrated Cases of Developments Affected by Transit Supportive Policies ...... 77 57. Documentation of Recent Projects Built Consistent with Transit Oriented Design ...... 77 58. Documentation of Projects that Incorporate a Mix of Uses or Increased Housing ...... 77

Station Area Development Proposals and Status ...... 85 59. Descriptions and Plans for New Development ...... 85

B. Potential Impact of Transit Investment on Regional Development ...... 88

Adaptability of Station Area Land for Development ...... 88 60. Description of Inventory of Land that is Vacant or Available for Redevelopment ...... 88 61. Projected Timeline for Development of Station Area Properties ...... 89 62. Amount of Development Allowed at Station Area Build-Out ...... 89

Corridor Economic Development ...... 90 63. Regional and Corridor Economic Conditions and Growth Projections ...... 90

iii Factors Impacting Growth and Demand Potential in the Gold Line Corridor ...... 91 Market Trends in the Gold Line Corridor ...... 95 Development Opportunities in the Gold Line Corridor ...... 98 64. Development of Market Trends in Existing Corridors and Station Areas ...... 106 65. Demonstrated Market Support for Higher-Density and TOD ...... 108 66. Locations of Major Employment Centers in the Region and Expected Growth ...... 110 67. Projected Population, Employment and Growth Rates Compared to Region ...... 111

Economic Development III: Tools to Maintain or Increase the Share of Affordable Housing in the Corridor ...... 113

Evaluation of Corridor-Speciﬁ c Affordable Housing Needs and Supply ...... 113 68. Needs Assessment of Demand of Affordable Housing and Compares to Supply ...... 113

Plans and Policies to Preserve and Increase Affordable Housing in Region and/or Corridor 114 69. Inclusionary Zoning or Housing Programs ...... 114 70. Density Bonuses or Reduction of Parking Requirements ...... 114 71. Employer Assisted Housing Policies ...... 117 72. Rent Controls or Condominium Conversion Controls ...... 117 73. Zoning to Promote Housing Diversity ...... 117 74. Tenant “Right of First Refusal” Laws ...... 117 75. Affordability Covenants ...... 117

Adopted Financing Tools andStrategies to Preserve and Increase Affordable Housing ...... 118 76. Funding for Targeted Property Acquisition, Rehab and Development ...... 118 77. Land Banking Programs ...... 118 78. Financial Assistance to Housing Owners/Tenants ...... 118 79. Local or Regional Affordable Housing Trust Funds for Affordable Housing ...... 120 80. Targeted Tax Increment Financing, Etc. for Revenue for Low-Income Housing ...... 121

Evidence of Developer Activity to Preserve and Increase Affordable Housing in Corridor ..... 121 81. Examples of Affordable Housing in New or Existing Developments ...... 121

Plans and Policies for Long-Term Affordability and Needs of Very Low Income ...... 123 82. Documentation of Evidence Legal Affordability Restrictions Will Be Continued ...... 123

Small Starts Land Use Template: Quantitative Data

Projected Population, Employment and Growth Rates in Corridor or Station Areas ...... 125 Metropolitan Area ...... 125 Central Business District ...... 125 Gold Line Corridor ...... 125 Total All Counties ...... 125 Total All Station Areas ...... 125 Legally Binding Affordability Restricted Housing Units ...... 125 Gold Line Segments ...... 126

List of Tables

Existing Land Use Table 1 Gold Line Corridor Summary Data (2010) ...... 2 Table 2 Land Area Devoted to Parking in Station Areas ...... 38

Economic Development I: Transit Supportive Plans and Policies Table 3 Parking Minimums/Maximums Under TOD Zoning ...... 57 Table 4 Parking Standards in Urban Zoning Districts ...... 57 Table 5 Projected Additional Development from Gold Line Phase Two, 2015-2035 ...... 72 Table 6 TIF Revenues for Expected Gold Line Scenario ...... 73 Table 7 New MSD Revenues from Phase One and Phase Two of the Expected Gold Line Scenario ...... 73

Economic Development II: Performance and Impacts of Land Use Policies Table 8 Recent Development in the Gold Line West Segment ...... 83 Table 9 Recent Development in the Gold Line Phase One Segment ...... 83 Table 10 Recent Development in the Gold Line East Segment ...... 84 Table 11 Transit Supportive Development and Redevelopment in the Gold Line Corridor .... 88 Table 12 New Development Projected by 2035 in the Gold Line Corridor ...... 89 Table 13 Existing Non-Residential and Residential Development in the Gold Line Corridor ...... 89 Table 14 Total Estimated Demand in the Gold Line Corridor, 2010-2035 ...... 95 Table 15 Development Opportunities in the West Station Areas ...... 98 Table 16 Development Opportunities in the Central Station Areas ...... 100 Table 17 Development Opportunities in the Phase One Station Areas ...... 102 Table 18 Development Opportunities in the East Station Areas ...... 104 Table 19 Current and Planned Residential Construction (2014-2015) in the Blue Line Corridor ...... 109 Table 20 Major Employment Centers and Projected Growth ...... 110

Economic Development III: Tools for Affordable Housing in the Corridor Table 21 Summary Projections of Met/Unmet Supply of Affordable Housing ...... 113 Table 22 Affordable Housing Developments ...... 121

List of Figures

Gold Line Corridor Map ...... inside front cover Center City Residential Projects Since 2000 ...... 12 West Segment Land Use, Employees and Residents ...... 19 Central Segment Land Use, Employees and Residents ...... 23 Phase One Segment Land Use, Employees and Residents ...... 27 East Segment Land Use, Employees and Residents ...... 31 Transit Station Area Principles ...... 44 West Segment Potential Development Scenario ...... 99 Central Segment Potential Development Scenario ...... 101 Phase One Segment Potential Development Scenario ...... 103 East Segment Potential Development Scenario ...... 105

List of Attachments (Submitted Separately)

1. Map of Center City Charlotte 2. Centers, Corridors and Wedges Growth Framework 3. City of Charlotte Transportation Action Plan 4. West End Land Use and Pedscape Plan 5. Center City Transportation Plan 6. Certiﬁ cation of Housing Data 7. General Development Policies 8. 2040 Metropolitan Transportation Plan 9. 2030 Transit Corridor System Plan 10. Urban Street Design Guidelines 11. Transit Station Area Principles 12. Joint Development Principles and Policy Guidelines 13. Uptown Streetscape Ordinance Design Standards 14. Transit Oriented Development Zoning. 15. Mixed Use Development District (MUDD) 16. Pedestrian Overlay District 17. Transit Supportive Overlay District 18. Uptown Mixed Use District (UMUD) 19. West End Sidewalk Network 20. Gold Line Corridor Public Involvement Plan 21. Sampling of Public Invovement Materials 22. Center City 2020 Vision Plan 23. Elizabeth Area Plan 24. Sunnyside Pedscape and Land Use Plan 25. Charlotte Streetcar Economic Development Study (BAE, 2009) 26. Charlotte CityLYNX Gold Line Project: Economic Development Update Study (BAE, 2013) 27. Estimated Development Potential Around CityLYNX Gold Line Phase 1 and Phase 2 Transit Stations (Noell Consulting Group, 2014) 28. Letters of Endorsement from Development Community continued next page

vii List of Attachments (continued)

29. Public Involvement Technical Memorandum 30. Second Ward Neighborhood Master Plan 31. Estimated Affordable Housing Needs Around the Existing and Planned Gold Line Stations (Noell Consulting Group, 2014) 32. City of Charlotte Affordable Housing Developments

viii Land Use and Economic Development

Existing Land Use, 1-40

Transit Supportive Plans and Policies, 41-76

Performance and Impacts of Land Use Policies, 77-112

Tools for Affordable Housing in the Corridor, 113-124

Quantitative Land Use Data, 125-127

EXISTING LAND USE

Information Requested Documentation Supporting Land Use Criterion

EXISTING 1 Corridor and Station Area Population, Housing Units and Employment CORRIDOR AND STATION AREA DEVELOPMENT

Charlotte CityLYNX Gold Line

The Gold Line is a planned 10-mile modern streetcar transit line that will travel through Center City (Charlotte’s central business district) and connect urban neighborhoods and business corridors to the northeast and west.

Phase One is under construction. In 2010, Charlotte received an Urban Circu- lator Grant from USDOT to design and construct the “Charlotte Streetcar Starter Project.” This link begins at the Charlotte Transportation Center in Uptown Char- lotte and extends 1.5 miles east to the Novant Health Presbyterian Medical Center on Hawthorne Lane. Phase One is scheduled to open for service in March, 2015.

Phase Two is the focus of this Small Starts project application. It would A map of the Gold Line Corridor extend the original starter project 2.5 miles for a total length of 4 miles. Phase is found on the Two will begin at the Charlotte Transportation Center (CTC) which is the primary inside cover transfer facility for the Charlotte Area Transit System bus service, existing LYNX light rail service, and the current terminus for the Gold Line Phase One project.

 It will extend west from the CTC, along Trade Street for approximately 2.0 miles and terminate at the Johnson C. Smith University campus.

 It will also extend northeast approximately 0.5 miles along Hawthorne Lane from the eastern terminus of Phase 1 at Novant Health Presbyterian Medical Center, to Sunnyside Avenue.

 It will also be making modiﬁ cations of the Phase One platforms to comply with the modern streetcar vehicles used in Phase Two.

Phase Two consists of three segments, identiﬁ ed below. Phase One is located on the Gold Line corridor between the Western and Central segments and the Eastern segment. Thus, while the Small Starts application focuses on the three new segments, data for the Phase One segment now under construction is included where appropriate to give a full picture of the emerging Gold Line corridor. In addition, there will be construction on this segment during Phase Two with the platform modiﬁ cations noted above.

 The Western Segment includes traditionally African-American neighborhoods and Johnson C. Smith University, a historically African-American university that has evolved as a leading private liberal arts college. This segment includes neighborhoods close to Uptown with the increasing rehabilitation of historic housing as well as new development in areas such as Wesley Heights. The Gold Line’s Western Segment travels toward Uptown Charlotte along Beatties Ford Road and West Trade Street to Interstate 77 and includes four stations: French Street, Johnson C. Smith University, Bruns Avenue and Wesley Heights Way

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 1 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING  The Central Segment is in the heart of Center City Charlotte. It begins inside the CORRIDOR AND I-277 inner loop at Gateway Center and Johnson & Wales University, passes the site STATION AREA DEVELOPMENT of the future Charlotte Gateway Station – that will provide connections to multiple other modes of transportation – and the Bank of America corporate headquarters, (continued) before reaching the Charlotte Transportation Center with links to bus and light rail service. Since the Wall Street Journal headlined “The Sky’s the Limit” for Uptown Charlotte fi fteen years ago, this central business district has experienced prolifi c growth in offi ce buildings, condo towers, public buildings, hotels and entertainment venues.

The streetcar line’s Central segment follows Trade Street – Uptown Charlotte’s major east-west spine – and includes stops at Irwin Avenue, Johnson and Wales University, Charlotte Gateway Station, Mint Street and Tryon Street (Uptown’s north-south spine) before reaching the Charlotte Transportation Center.

 The Phase One Segment is currently under construction on East Trade Street. When it opens in 2015 it will connect the Time Warner Cable Arena (home of the NBA Charlotte Hornets), the EpiCentre entertainment and retail complex, the main campus of Central Piedmont Community College and the central campus of the Novant Health Presbyterian Medical Center. The Charlotte-Mecklenburg Govern- ment Center is one block from the streetcar line, and the uptown campus of the University of North Carolina at Charlotte and the mixed-income residential neighborhood of First Ward are also served by the line.

This existing 1.5 mile segment includes stops at the Charlotte Transportation Center, Davidson Street, McDowell Street, Central Piedmont Community College, Elizabeth Avenue and Hawthorne Lane at Fifth Street.

 The Eastern Segment serves Elizabeth, an attractive and historic residential neighborhood with a unique neighborhood retail district. This half-mile segment includes stops along Hawthorne Lane at Eighth Street and Sunnyside Avenue. The Sunnyside neighborhood was part of Elizabeth until the two areas were divided by an expressway years ago, and Sunnyside today is enjoying the revitalization of its historic housing stock.

This is a summary Table 1 of the data; see pages 125-127 Gold Line Corridor Summary Data (2010) for additional data Segment Population Households Employment on the Gold Line Corridor Western Segment 4,143 1,319 1,082 Central Segment 7,107 3,863 61,266 Phase One Segment 4,459 1,681 20,492 Eastern Segment 2,665 1,427 5,213 TOTAL 18,374 8,290 88,053

Sources: Population and Households based on 2010 Census single family/mulit-family unit parcel breakdown. Employment based on InfoGroup 2010 industry category.

Page 2 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT EXISTING LAND USE

Information Requested Documentation Supporting Land Use Criterion

The Gold Line streetcar route traverses Center City Charlotte.

EXISTING 2 CORRIDOR AND Listing and Description of High Trip Generators STATION AREA DEVELOPMENT Center City (continued) The Gold Line connects through Charlotte’s Center City (also known as Uptown), which is the vibrant heart of the city and the economic engine of the six-county metropolitan region, with over 88,000 jobs in the City’s ofﬁ ce core and a burgeoning residential population estimated at 15,365 people in 2013.

See Attachment 1 Center City has eight stations on the Gold Line – Irwin Avenue, Johnson and Wales, for a map of the Charlotte Gateway Station, Mint Street, Tryon Street, CTC/Arena, Davidson Street and Center City McDowell Street. It is the largest trip generator on the line and continues to experience signiﬁ cant ofﬁ ce growth, increasing residential density and development of major cultural, sports and entertainment facilities. There are several major high trip generators in Center City, as described below.

 Employment Trip Generators

Charlotte is the nation’s largest banking center outside New York City. The Bank of America – one of America’s largest ﬁ nancial institutions – is headquartered Uptown. Other major employers include Duke Energy, Wells Fargo, Bell South, and the main government ofﬁ ces for the City of Charlotte and Mecklenburg County.

About 41% of the total ofﬁ ce space in Mecklenburg County is located in Center City, a share that is among the highest of mid-sized cities in the nation. The CBD’s 88,394 employees represent 7.3% of the total metropolitan area employment.

Chiquita Brands International, Inc. is among the most notable recent relocations to Center City. The Wake Forest University MBA program is now here, and North- eastern University, a Boston-based research university, established its ﬁ rst regional

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 3 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING campus in Uptown Charlotte; these two additions join four other institutions of CORRIDOR AND higher learning on the Gold Line route. STATION AREA DEVELOPMENT The economic vitality of Center City is reﬂ ected in the new DUKE ENERGY CEN- (continued) TER on South Tryon Street near the Charlotte Convention Center and the NFL Bank of America Stadium. The 48-story tower, completed in 2010, has 1.5 million square feet of ofﬁ ce and retail space.

The new Duke Energy ofﬁ ce tower anchors a mixed use campus that features the LEVINE CENTER FOR THE ARTS, with several major new cultural facilties also completed in 2010: the Knight Theater, the Betchler Museum of Modern Art, the Mint Museum of Art and the Harvey B. Gantt Center for African American Arts. The campus also includes future plans for a 46-story condominum tower and street level retail.

Elsewhere in Center City, ONE BANK OF AMERICA CENTER – Bank of America’s new 30-story ofﬁ ce tower completed in 2010 – includes 700,000 square feet of of- ﬁ ce space and is linked to the 17-story, 150-room Ritz-Carlton Hotel, completed in 2009. Both One Bank of America Center and the Ritz-Carlton have achieved the U.S. Green Building Council’s Leadership in Energy and Environmental Design (LEED) Gold standard for new construction.

440 SOUTH CHURCH STREET is another LEED-certiﬁ ed downtown ofﬁ ce building that is part of a master-planned, full city block development, designed to integrate with the overall redevelopment of the Third Ward neighborhood. The entire development provides amenities and services to the tenants of 440 South Church, including four full-service restaurants, two coffee shops, sundries and a full-service hotel.

The 48-story Duke Energy headquarters (left), and the 6060-story t BBank k of f AAmerica i corporate t headquarters (right).

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Charlotte’s central business district is expected to grow 61 percent in the next 20 years, adding 54,000 more jobs by 2035 when total employment could reach 142,000.

With employment growth prospects for Center City remaining strong, more high-rise ofﬁ ce towers are on their way. 300 SOUTH TRYON STREET (left) will break ground in late 2014 on a 25-story ofﬁ ce tower with 634,000 square feet. The location at Tryon and Third places it near the Levine Center for the Arts and the newly-opened Romare Bearden Park and BB&T Ballpark.

Portman Holdings announced plans in 2013 for a 15-story, 350,000 square foot ofﬁ ce building – yet to be named – at South College and Stonewall streets.

Crescent Communities is planning TRYON PLACE, a 27-story ofﬁ ce tower across from Duke Energy that includes green space, street-level retail, and a tree-lined “front porch” that features “shady seating areas and spaces for musi- cians and food vendors.” The same developer also plans a mixed-use project on a second site nearby, with 600 apartments, a 450-room hotel, and 70,000 square feet of retail, including a grocery store.

The outlook for Center City calls for continued strong growth. Center City’s ofﬁ ce vacancy rate is 8.1% and declining – one of the lowest of peer cities in the country – which has resulted in other ofﬁ ce projects at various stages of planning. Furthermore, employment projections for the CBD (page 125) an- ticipate 54,327 additional jobs in Center City in just the next 20 years, increas- 300 South Tryon (proposed) ing the current total of 88,394 to 142,721 jobs by 2035.

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 5 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING  Institutional Trip Generators CORRIDOR AND STATION AREA Center City contains several local, state, and federal agencies that attract residents DEVELOPMENT to the area. In addition to City and County government offi ces, there are Federal (continued) courts and offi ces in the Charles R. Jonas Federal Building and U.S. District Court- house. The Federal Reserve Bank Branch that serves fi nancial institutions in North and South Carolina is located Uptown, as well. The Mecklenburg County Court- house was completed in 2007 and a new Federal Courthouse is in the proposal stage.

In 2011, the University of North Carolina at Charlotte (UNC Charlotte) completed a 150,000 square foot academic and ofﬁ ce tower in the First Ward neighborhood. The building houses UNC Charlotte’s Center City operations, which include the Architecture and Administration departments, and masters programs in Information Technology, Health and Human Services, Engineering, and Arts and Sciences.

The culinary university Johnson and Wales opened in Center City in the fall of 2004 with 1,200 students, exceeding expectations of a ﬁ rst year class of 885. Today, more than 2,500 students from 43 states and 26 countries are enrolled in the College of Business, College of Culinary Arts and The Hospitality College, with enrollment expected to reach 3,000 students. The school’s Cedar Hall dormitories and City View Towers are on-campus apartments that house 1,300 students Uptown.

Mecklenburg The Central Post Ofﬁ ce and multi-faceted main branch of the Charlotte Mecklen- County burg Public Library are among other public facilities that draw patrons Uptown. Courthouse The new Children’s Service Center and Metro School are also located here.

Johnson & Wales University administration building (left), and the University of North Carolina at Charlotte’s Center City building (right) that opened in 2011.

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Information Requested Documentation Supporting Land Use Criterion

EXISTING CORRIDOR AND STATION AREA DEVELOPMENT (continued)

EpiCentre

 Entertainment Trip Generators

Center City is a major entertainment destination for the region, with an NFL football stadium, an NBA basketball arena, a new AAA minor league baseball stadium, major cultural facilities and a growing restaurant and nightlife scene.

The largest of all entertainment facilities is the 72,000-seat Bank of America Stadium, home to the National Football League’s Carolina Panthers and other special events, including bowl games at the collegiate level.

EpiCentre, a $100 million redevelopment on the site of the City’s former convention center (replaced by a newer facility), is an entertainment destination that opened in 2008 with movie theaters, a bowling alley, restaurants, night clubs and shops. In addition, a new 20-story hotel will begin construction at the site in January, 2015; the $70 million project will feature two Marriott brand hotels. The City contributed sidewalks and streetscape improvements in the original construction, as well as the platform that connects EpiCentre with the Blue Line light rail transit station. The project is strategically located in the heart of Uptown and across from Time Warner Cable Arena.

The Time Warner Cable Arena, completed in 2005, is home to Charlotte’s NBA franchise team – the Charlotte Hornets – and host to many special events. It also serves as home ice to the Charlotte Checkers American Hockey League team. The 20,500- seat arena also has 8,000 square feet of retail and restaurants on site. The arena sits alongside the Blue Line light rail alignment and directly across from the Charlotte Transportation Center, the Charlotte Area Transit System’s hub transfer station.

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 7 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING CORRIDOR AND STATION AREA DEVELOPMENT (continued)

Time Warner Cable Arena, with the Blue Line Light Rail. Both the Arena and EpiCentre are also directly served by the Gold Line stop at the Charlotte Transportation Center.

BB&T Ballpark opened in the spring of 2014 and is the new home of the Charlotte Knights AAA baseball team in the International Leage (afﬁ liated with the Chicago White Sox). It is already attracting new apartments, restaurants and shops to Third Ward’s ballpark neighborhood.

One of the city’s new crown jewels – Romare Bearden Park – opened adjacent to the ballpark in 2013. This 5.4 acre open space in the heart of Uptown is named after Romare Bearden, an internationally renowned artist who was born nearby in 1912. It features two gardens, a courtyard of moveable tables and chairs, a large open green area and a play area.

Romare Bearden Park, new open space in Uptown’s Third Ward.

The Levine Center for the Arts (page 4) not only includes an ofﬁ ce/retail tower and a proposed condo tower, but also three major museums and a theater. This dynamic development, that opened in 2010, transformed nearly two city blocks, bringing together natural space, culture and innovative urban architecture to enhance the vi- brancy of the city and to offer progressive new venues for art and live performances. Centerpieces of the project include:

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Information Requested Documentation Supporting Land Use Criterion

EXISTING CORRIDOR AND STATION AREA DEVELOPMENT (continued)

Uptown’s new BB&T Ballpark, home to the AAA Charlotte Knights, draws 10,000 fans for each of 72 games.

 The Bechtler Museum of Modern Art, a four story structure designed by Swiss architect Mario Botta, exhibits a strong sculptural quality that connects to the dynamic art inside it. The Bechtler collection reﬂ ects most of the important art movements and schools from the mid-20th century in various media. Only a handful of the artworks in the Bechtler collection have been on public view in the United States.

 The Harvey B. Gantt Center for African American Arts and Culture hosts exhibitions, performances and innovative educational programs on African-American culture. The Gantt Center’s permanent collection includes the Hewitt Bechtler Museum of Modern Art Collection of African American Art, consisting of works by renowned African-American artists.

 The Mint Museum houses the internationally renowned Mint Museum of Craft + Design and outstanding collec- tions of American, contemporary and European art. The ﬁ ve-story building was designed by Machado and Silvetti Associates of Boston.

 The 1,200-seat Knight Theater hosts a variety of events but is especially suited for dance productions. The state- of-the-art facility includes digital and light systems and a large exterior LED screen that displays highlights from shows, public artworks and other imagery to pedestrians Mint Museum and patrons.

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EXISTING Imaginon is a unique collaborative venture of the Children’s Theatre and the Public CORRIDOR AND Library that draws visitors Uptown for its original approach to education, learning and STATION AREA the arts for children. It has performance facilities for educational drama experiences DEVELOPMENT (including 550-seat and 250-seat theaters), an early childhood education center, a teen (continued) center and a story-telling venue. A large, multi-story public space contains interactive exhibits and serves as a public gathering and reception area.

The former Carolina Theatre building was purchased from the City by the Foundation for the Carolinas in 2012 for one dollar. The organization will renovate the theatre as a non-proﬁ t center and develop an ofﬁ ce tower in front of the building on Tryon Street. Bank of America has donated $5 million to help jump start the project.

The Mecklenburg County Aquatic Center (MCAC) is a world class Natatorium that includes a 50-meter competition pool, 25-yard therapeutic pool, and ﬁ tness center. The MCAC offers swim lessons, triathlon training, water polo, hosts masters and youth swim teams and junior through elite swim and triathlon competitions.

Other major cultural facilities in Uptown include:

 North Carolina Blumenthal Performing Arts Center (including the 2,100-seat Belk Theater and 4,400-seat Booth Playhouse) is home to the Charlotte Symphony, Opera Carolina and several other arts organizations;  Spirit Square Center for the Arts and Education, includes the 730-seat McGlo- hon Theatre and the 190-seat Duke Energy Theatre;

 Levine Museum of the New South, houses the nation’s most comprehensive interpreta- tion of post-Civil War Southern history;

 Discovery Place Science Museum completed a $31.6 million renovation in 2010 that resulted in a transformed and re-imagined museum with all new interactive exhibits;

 North Tryon Visual Arts Center is a working artists’ residency program and gallery of contemporary art, supporting artists region- ally, nationally and internationally.

Blumenthal  Charlotte Ballet Company hash opened a new facility of dance studio space and com- Performing Arts munity classrooms overlooking North Tryon Street. Center Two new retail centers – the Metropolitan, located in Midtown (three blocks from the Gold Line streetcar), and EpiCentre in Uptown – have marked a resurgence of Center City retail in recent years. Together, these centers – that include national retailers such as Target, Staples, Marshalls and Trader Joe’s – add more than 765,000 square feet of retail for a total of over 2.1 million square feet of retail development in Center City.

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EXISTING  Tourism Trip Generators CORRIDOR AND STATION AREA Center City is the hospitality and entertainment center for the region with more than DEVELOPMENT 11 million visitors annually. Many attend conventions, others attend special multi-day (continued) events held in Center City during the year – including the CIAA basketball tournament, Race Week, Taste of Charlotte, several parades, the Q-City Charlotte BBQ Champion- ship and others – and local and regional visitors come for indoor and outdoor attractions, professional and amateur sporting events, festivals and museums, and restaurants and night life.

Seven new hotel projects were announced in 2013, totaling 700 rooms, and with the completed renovation of another 1,048 rooms, the total hotel room count of 20 hotels in Center City will be 5,273 by 2016.

The Democratic National Convention put a national spotlight on Charlotte in 2012 when the event brought 35,000 delegates, national and international media and key policy makers to Uptown.

In addition to the entertainment, sports and cultural venues (noted on pages 7-10) and the growing popularity of the Uptown restaurant scene, Center City contains two major trip generators associated with tourism not previously listed:

 The Charlotte Convention Center is the largest such facility between Washington, DC and Atlanta, with 850,000 square feet, including 280,000 square feet of exhibit space. About 800,000 people annually attend conventions, trade shows, assemblies, consumer shows and local events. The LYNX Blue Line runs through the Conven- tion Center and convention-goers can use the light rail to reach other Uptown destinations, connect to the Gold Line, go to the South End entertainment district or reach other destinations, such as UNC Charlotte.

 The NASCAR Hall of Fame complex opened in 2010 to honor the history and heritage of NASCAR racing, and has an annual attendance of about 176,000 visitors. The primary attraction is a 105,000 square foot museum, which includes interactive exhibits and artifacts, a Hall of Honor where fi ve people are inducted each year, a 275-seat theater for special events, a restaurant, retail space and a broadcast studio. The complex also includes a 400,000 square foot offi ce tower, which is home to NASCAR’s licensing offi ce and sports media operations, as well as a 102,000 square foot expansion to the convention center highlighted by a 5,000 person ballroom.

NASCAR Hall of Fame

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EXISTING  Residential Trip Generators CORRIDOR AND STATION AREA Center City is a thriving and diverse urban neighborhood with more than 15,000 resi- DEVELOPMENT dents and a mixture of high-rise condos, stately turn-of-the-century Victorian homes, (continued) apartments, town homes and houses for singles and growing families as well as a healthy mix of affordable and subsidized housing.

Population growth reﬂ ects national trends with members of Generation Y the fastest growing demographic in Center City. These 20 to 34 year olds prefer locations closer to the urban core with access to amenities and transit, regardless of the location of their jobs. Charlotte Center City Partners reports that this urban lifestyle is also attracting Boomers, aged 45 to 64, who have increased 82% in Center City over the past decade.

Until the 1990s, residential areas Uptown were limited mostly to pockets of Fourth Ward and First Ward. Fourth Ward had gentriﬁ ed in the 1970s through a public-private collaboration that restored and preserved older homes and today remains a desir- able residential neighborhood. First Ward was the site of a large public housing complex that was redeveloped in the 1990s with a Hope VI grant from HUD in a joint public-private effort; today, First Ward is a new community of mixed incomes and housing types within easy walking distance of Center City ofﬁ ces.

Since 2000, more than 4,500 housing units have been completed, mostly in First Ward, Third Ward and Fourth Ward – neighborhoods that each have their own character and that have under- gone extensive redevelopment in the past ten to twenty years. The Second Ward has been known primarily as a district of government offi ces and courthouses. Today, it also consists of condominium mid-rises, including the new Skye Condomini- ums/Hyatt Place Uptown. The Second Ward residential environment is on the verge of signifi cant diversifi cation with the proposed Second Ward/Brooklyn Village plan, which will create a new neighborhood with different types of housing, restaurants, shops, a state-of-the-art high school and a unique neighborhood park.

Another major change in the residential character of Center City is the proliferation of high-rise condominium projects in recent years. Before 2007, residential projects had been mid-rise buildings of ten stories or less. Since then, ﬁ ve high-rise condo towers of 20 or more stories have been completed: the Avenue (36 stories) in 2007; the Trademark (28 stories) in 2007; the Vue (50 stories) in 2010; the Catalyst (27 stories) in 2011; and Skye Condominiums (22 stories) in 2014. The Element Uptown (21 stories) is nearing completion, and construction is underway on the ﬁ rst of two Sky House towers (each 24 stories). At least two, and possibly three more, are planned.

Uptown has evolved from a retail center in the mid-20th century to an ofﬁ ce core in the late century to today’s mix of ofﬁ ce, entertainment and, now, robust residential areas in all four wards. The following are major residential projects in Center City during this transformative period since 2000.

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EXISTING CORRIDOR AND STATION AREA DEVELOPMENT (continued)

The Avenue (36 stories), left, and The Vue (50 stories) are two of the ﬁ ve high-rise condominium towers built Uptown since 2007. Three others are under construction, and at least two more are planned.

Center City Residential Projects Since 2000

First Ward

 First Ward Urban Village Apartments 200 units (proposed)  North College and Sixth Street\ 330 units (proposed)  Alpha Mill Phase 2 100 units (2014)  Enclave 85 units (2008)  Quarterside 202 units (2008)  Garden Row District 11 units (2007)  Court 6 80 units (2007)  Courtside 104 units (2007)  M Street Condos 67 units (2007)  The Corners 9 units (2003)  Alexander Court 18 units (2003)  Cityview Townes 24 units (2002)  Tenth Street Townhomes 15 units (2002)  Saussy Burbank Homes 33 units (2001)  Skyline Terrace 44 units (2001)  Tivoli 93 units (2001) continued next page

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Developers have vied to build projects in revitalized First Ward. These different types of projects face each other across Alexander Street, south of Eleventh Street.

EXISTING Second Ward CORRIDOR AND STATION AREA  Fountains Uptown 230 units (under construction) DEVELOPMENT  Tryon Place (Mixed Use) 600 units (proposed) (continued)  Skye Condominiums 67 units (2014)  The Tower 26 units (2007)  The Trust 8 units (2007)  Ratcliffe on The Green 57 units (2002)

Third Ward

 Element Uptown 352 units (under construction)  Gateway West Uptown Flats 280 units (under construction)  The Mint 177 units (under construction)  Woodﬁ eld Graham Apartments 230 units (proposed)  Levine Center Tower 300 units (proposed)  Twelve Charlotte 400 units (proposed)  Catalyst 462 units (2011)  Trademark 205 units (2007)  First Row 83 units (2007)  230 South Tryon 110 units (2006)  Cedar Hall (Johnson & Wales) 200 units (2003)  Sycamore Green 190 units (2002)  Gateway Place 436 units (2001)  Oak Park 38 units (2000)  Gateway Lofts 52 units (2000)

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Jefferson Square (left) and 715 North Church are two of the early condominium projects built in Center City’s Fourth Ward.

EXISTING Fourth Ward CORRIDOR AND STATION AREA  Skyhouse I 336 units (under construction) DEVELOPMENT  Contravest Gateway 250 units (proposed) (continued)  The Lofts at NC Music Factory 200 units (proposed)  Skyhouse II 336 units (proposed)  The Vue 411 units (2010)  The Avenue 386 units (2007)  City View Towers 145 units (2003)  626 North Graham 43 units (2003)  Fifth and Poplar 304 units (2002)  Silo Urban Lofts 32 units (2001)  715 North Church 89 units (2001)  Cotton Mills 183 units (2001)  Settlers Place 22 units (2000)  Jefferson Square 75 units (2000)  Frederick Place 29 units (2000)

The two largest residential projects in Center City are in Third Ward. The Catalyst, on Romare Bearden Park, has 462 units and Gateway Place, in the Gold Line corridor, has 436 units.

In sum, Center City has added 4,538 units in 38 residential projects built since 2000. Five projects currently under construction will add 1,375 units, and another 2,846 units have been proposed in post-recession plans that have been announced. If all announced projects are completed, the total number of residential units in Center City would nearly double by 2017.

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EXISTING  Transportation and Trip Generators CORRIDOR AND STATION AREA The Center City serves as the center of the region’s transportation system, with the DEVELOPMENT region’s ﬁ ve designated transit corridors converging at the Charlotte Transportation (continued) Center on East Trade Street, or the future Gateway multi-modal station on West Trade Street. As a result, more people will travel to and through Center City, increasing the importance of the area from a transportation perspective – and generating trips and attracting users to the Gold Line streetcar, which serves both hubs.

The Charlotte Transportation Center (CTC) serves as the main transfer point for the Char- lotte Area Transit System (CATS) bus system. In the future, the center will enable transfers between light rail, streetcar, bus rapid transit and the local bus system.

The CTC is also located on the LYNX Blue Line that connects to South End and the LYNX Blue Line Extension (BLE), currently under construction. The BLE broke ground in 2013 and is scheduled to open in 2017. The 9.3 mile light rail extension to the existing Blue Line will add 11 stations connecting Uptown and South End to neighborhoods such as NoDa and University City, as well as the main campus of Charlotte Transportation Center, on the Gold Line Corridor UNC Charlotte.

The proposed Charlotte Gateway Station – which includes a Gold Line streetcar station – will be a multi-modal transit center on West Trade Street, supplementing the CTC as a connection for commuter rail, and local and express bus service, as well as the streetcar. The North Carolina DOT is leading the planning for the center, which may also include Amtrak and Greyhound service, as well as privately-developed ofﬁ ce, retail and residential near the station. The State has not yet identiﬁ ed all funds for the $150 million project, but is currently doing preliminary engineering.

Charlotte B-cycle is one of the largest urban bike sharing systems in the Southeast, with 200 blue bikes and 24 stations strategically placed throughout Uptown and surrounding neighborhoods from Johnson C. Smith University to Freedom Park. In 2013, 48,909 trips were made on B-cycles and ﬁ ve new B-stations will be added in 2014.

The section of Little Sugar Creek Greenway The greenway crosses the Gold Line near the CPCC station. that connects to Uptown provides connectiv-

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EXISTING ity between the Central Piedmont Community college main campus on the Gold Line CORRIDOR AND corridor, and the Metropolitan mixed use center, Carolinas Medical Center, Freedom STATION AREA DEVELOPMENT Park, Charlotte Nature Museum, Park Road Elementary School and Park Road Shop- ping Center. When complete, the greenway will encompass 19 miles of trails and land (continued) connectors stretching from north of Uptown through the urban section of Charlotte and on to the South Carolina state line.

Other Major Trip Generators in Station Areas

The Center City trip generators described in these pages are either in the Gold Line corridor or within walking distance. In addition, these are some of the largest generators in the Gold Line corridor that lie just outside Center City.

WESTERN SEGMENT

 Johnson C. Smith University (JCSU) is an independent, urban university occupying approximately 80 acres. It offers 22 ﬁ elds of study to more than 1,300 students who come from a variety of ethnic, socioeconomic and geographic backgrounds. The University emphasizes integrating the liberal arts with business, the sciences and technology in innovative, socially conscious ways.

PHASE ONE SEGMENT (Under Construction)

 The central campus of Central Piedmont Community College (CPCC) has several new buildings under construction. CPCC has an enrollment of over 16,000 students with the majority of them attending classes in the 26 buildings on the main campus, most of which line Elizabeth Avenue on the Gold Line corridor.

 Novant Health Presbyterian Medical Center is one of the largest hospitals in North Carolina with more than 600 beds, 200,000 square feet of new space that is recently completed or under construction, 7,000 employees and over 700 physicians on the Central Piedmont campus medical staff.

EASTERN SEGMENT

 CMC-Mercy Hospital is an adult acute care facility with 196 beds that provides a full range of services including emergency room care, surgery and rehabilitation.

 Kings College is a private career college that offers diplomas and associate degrees in ten major areas of study. About 135 of its 500 enrolled students live in the college’s on-campus housing.

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EXISTING 3 Description of character of existing land use mix and pedestrian STATION AREA environment in corridor and station areas DEVELOPMENT CHARACTER 4 Station area maps with uses and building footprints shown

5 Ground-level or aerial photographs of station areas Be

Western Rd atties Ford Note: aerial photographs are found on pages 91-94 French St French Street ! The Gold Line Phase Two alignment traverses Charlotte’s central business district, with its high rise ofﬁ ce towers and mixed use development, and connects with residential Mill Rd neighborhoods at the western and eastern end of the four-mile corridor. The land use character of the three new segments (and the Phase One segment under construction)

CampusSt is described in the following pages, accompanied by photographs, a land use map and a Dixon St zoning map for each segment.

Johnson C. Smith University Street Network and Pedestrian Environment !

W Trade St All parts of the corridor have signiﬁ cant pedestrian activity and a strong pedestrian network in place. In addition, most of the corridor beneﬁ ts from an extensive, intercon- Rozzell es Ferry Rd nected street network, including a grid pattern in Center City.

rtin St Ma Flint St State St The City’s Centers, Corridors and Wedges Growth Framework and its Transportation W 5 th Action Plan (Attachments 2 and 3) include examples of upgrades to the pedestrian sys- W S t T

r a d tem applicable to the Gold Line corridor:

Bruns AvenueS S Bruns Av !t N Bruns Av  widened sidewalks in Center City to 18-22 feet (where possible); and

St  modiﬁ ed building setbacks, sidewalks, parking and landscaping that encourage Flint pedestrian mobility in the Eastern Segment’s Elizabeth neighborhood (Elizabeth Mon Auten St tgomery St Area Plan) and the Western Segment’s West End District (West End Land Use and Pedscape Plan).

Wesley Heights Way

Duckworth Av ! Frazier Av y s W ght y Hei Wesle WESTERN SEGMENT

The Gold Line’s Western Segment is the northwestern .9-mile segment of the alignment. It encompasses the heart of the historic West End District, one of Charlotte’s ﬁ rst suburban-style neighborhoods. It is home to historic landmarks, commercial nodes, schools and universities, parks, churches and traditionally African-American residential areas close to Uptown.

Land Use and Community Design

Much of the Western Segment is in the West End Land Use and Pedscape Plan (Attachment 4). Key concepts of the vision for the West End include using land use policies and zoning tools to A large mural near Bruns Station depicts West implement the vision, protection of the area’s historic character, End landmarks and the streetcar and light rail. and better use of property.

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EXISTING STATION AREA DEVELOPMENT CHARACTER (continued)

Land Use in the Station Area Single Family 39% Multi-Family 9% Commercial 2% Ofﬁ ce 1% Institutional 18% Industrial 5% Vacant 26%

Employees or Biddle Hall and the campus of Johnson C. Smith University, on the Gold Line. Residents Within 1/2 Mile Radius of Station The West End plan focuses on the development of ﬁ ve districts from I-77 to I-85: Ur- Single Family 2,584 ban/Cultural Art District, University District, Historic District, Residential District and Multi-Family 1,559 Commercial/Civic District. The Gold Line’s Western Segment includes two of these Commercial 282 districts: Ofﬁ ce 140  The University District, of which Johnson C. Smith University is the main feature. Institutional 510 The Grand Theater building, also within this district, is currently vacant but has the Industrial 150 potential to become a place of destination.

 The Urban/Cultural District is dominated by vacant lots and other retail uses that are under-utilized and poised for redevelopment.

Homes in the Wesley Heights Historic District (left) and on Beatties Ford Road.

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Western Segment  Existing Land Use

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Western Segment  Existing Zoning

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EXISTING STATION AREA CENTRAL SEGMENT DEVELOPMENT CHARACTER The Gold Line Central Segment follows the 1.2 mile stretch of the proposed alignment (continued) along Trade Street from Irwin Avenue to the Charlotte Transportation Center. This area includes the central business district, Third and Fourth Wards, and part of First and Second Ward. The Central Segment passes through Charlotte’s highest-density area with ofﬁ ce towers, mixed use centers and Center City’s greatest concentration of multi- family residential, with new development generally of a transit supportive character.

The streetcar line enters Center City at the Gateway Village mixed use center, passes Johnson and Wales University, the future site of the multi-modal Charlotte Gateway Station, ofﬁ ce towers, hotels, the Bank of America Corporate Center and the EpiCentre entertainment complex before connecting to the streetcar’s Phase One Segment at the Charlotte Transportation Center’s bus hub and light rail service.

The streetcar’s route on Trade Sreet follows the main east-west spine of the central business district. Trade Street’s intersection with Tryon Street – called The Square – also sets the boundaries for the four historic wards of Center City:

 Third Ward includes institutional, multi-family residential and commercial land uses. The Bank of America Stadium, home to the National Football League’s Carolina Panthers, is located in Third Ward. Other notable land uses include Johnson and

Gateway Village, built in the early 2000s at the western entrance to Center City, is a mixed use center of ofﬁ ces, residences, restaurants and retail.

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EXISTING STATION AREA DEVELOPMENT CHARACTER (continued)

Land Use in the Station Area Single Family 4% Multi-Family 17% Commercial 13% Ofﬁ ce 17% Institutional 22% Industrial 4% Vacant 23%

Employees or Residents Within 1/2 Mile Radius of Station Single Family 179 Multi-Family 6,928 Commercial 8,357 Ofﬁ ce 51,942 Institutional 355 The Catalyst (right), one of the new condo towers overlooking the green space of Romare Industrial 612 Bearden Park (foreground).

Wales University, several mixed-use condominium developments such as Gateway Village, and several businesses and commercial venues. The 2014 opening of Romare Bearden Park and the BB&T Ballpark has spurred plans for additional high-rise residential projects in Third Ward.

 Fourth Ward is primarily residential with a mix of historic single family homes and newer mixed-use development. Land uses include a mix of multi-family and single family residential, with some neighborhood and convenience commercial, institutional and park uses. Fourth Ward has a pioneering tradition, ﬁ rst as a historic district in the 1970s, and then the early development of condominium towers in the early 2000s. Both neighborhoods thrive today.

West Trade Street sidewalk, on the Gold Line streetcar route near the planned Johnson and Wales Way station.

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Central Segment  Existing Land Use

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tesvil

W 12t a S Bru 77 Hy ns A Bruns Avenue St v t Av I- h St ! S Ct N Bruns Av mmi t S W 12 tt N Su th St t a S pr Dalton Av v Wearn S n NC Music Fac o I-77 Hy s N n tory Bv h W o 277 Lid Frazier A J ¨¦§ dell St Wesley Heights Way W ! 5th St a R b W 9th S 0 Cat 1 in Av t i es St x t W E N Irw Bro 7 oks Ra 7 h ire Av - I Irwin Avenue t S t 10b Ra th St S i ar St Exi ! r ore St a Sm d N Popl N I-77 e N S Summit C m St W 11th St v a A N W 12 in N Pine St S Sycam n St N Grah W 9th St t rw o Johnson & Wales h St I s W 7th St S ! W 4th St W Ext S Clark t 10 W Hearn r S 11th St la t ¨¦§77 p h St W 8 W Pl t es th St N Po tb ro o t W 9 k S N Pine S n th St Dr o Greenlea s rk Charlotte Gateway Station la C S ! f Av St t St W 1st St h S Cedar St St Ellio ge W 6th St N Churc W 3rd St Colle Mint Street N E 9th St! ! St on W W Trade St E 8th St N Try E Hill St W 4 Mcninch St m St 7th th St ha S ra t W Hill St S G E 6th St Mo Tyron Street rris St W ! 3r ! rkson St d St revard St B S Cla W 1s Brev N

W Po t ard Ct S t E T st St M t S o h r Caldwell St r rc a N e u de St h e t Ch ! a S S d ar t S S St CTC/Arena t on W J S Popl oh E 4th St ! ids n av Be S Tryon St lk S College N D Fr W W Hill St ! C a Dunb rs o Penman n Davidson Street St B ar St v E ! E 5t nt Hi E Mi l S l St Stonewall St h St St E St J d o h n revar B B E 3r e ! S t l E S McDowell Street k J d St Lincoln S R o E Mo h ! a n d St B aldwell elk ifre R S C Legend W rehe E J a Bland t inn o hn B W a l St CityLYNX Gold Line Major Highwayd Single-Family Surface Parking el St elk Fr PhaseSt One - Opens in 2015 S Davidson St ow Streets Phase Two Multi-Family Vacant S Mcd ! Future Extensions O Railroad ! Stop Commercial Greenway Segment Zone 0500 1,000 LYNX Rapid Transit Office Feet Parks Blue Line - Opened in 2007 Public/Institutional Blue Line Extension- Streams Opens Spring 2017 Source: Charlotte Area Transit System, 06/27/14 Charlotte Mecklenburg Planning Deparment, ! Blue Line Station Building Footprints Industrial Mecklenburg County Tax Parcel CityLYNX Small Starts Central Zone Land Use.pdf Land Zone Central Starts Small CityLYNX

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Central Segment  Existing Zoning

C a a Johnson C. Smith University 1 R l ! t 1 la xi h E an ord Rd 7 St I-7 a S t es F R 1 Canton tti 1 W it I-77 Exit 11 N Ra ilton S x Brookshire F Bea E Pl 7 t 7 S Martin St I- Ham S Polk

W 12th St r tesville Av S Bru Av ta ns Av Bruns Avenue S it S I-77 Hy ! t v N Bruns A t S 77 W t N Summ § 12th t ¨¦ t r a St S p Dalton Av Wearn C S Av n 77 Hy NC Mu o I- s N sic Facto n h W ry o Liddell St Frazier Bv J Wesley Heights Way W ! 5 th a St R b W 0 9th St 1 Cates St t i rwin Av x I W E N Bro 7 oks Ra 7 a h ire Av - R I Irwin Avenue t S t 10b ar St e St S ! r 77 Exi a Smith St I- d N N e St St N Popl S Summit C am W 11th St v N W 12th St A ah Pine in N S Sycamor n St N Gr W 9th rw o Johnson & Wales I ks W 7th St S r ! a St W 4 W th St Ext S Cl W H 10th earn Pl r St 11t W 8th St St h W Popla St es N tb ro W 9th St o St N Pine St k n Dr o G s ree rk Charlotte Gateway Station la St nle C ! a S f St A W v 1st St S Cedar Elliot St W 6t N Church W 3rd St h Mint Street S N College St t t t E 9t ! ! S h S n h St W H t W Tr E 8th S N Tryo E 7t Mcninc W 4th St ill ade St St h S St t W S Graham E 6th St Hi Morris St ll St Tyron Street W ! d St 3rd St ! r eva Clarkson St S W 1st S Bre N Br v W a well St Pos rd Ct d M St E t T al t St o h r C r a N e de h e t ! S a S Churc t d t S 277 oplar S CTC/Arena n S ¨¦§ t W e St o S P Jo E 4th St ! hn B avids e S Tryon St D lk S Colleg N Fr W W ! C H a Dunb ill rs St o Penman St n Davidson Street St B ar St v E Hill St ! E 5 Mint E Ston S th S E J d St t o e h w n all S revar B E e ! S B 3rd S l E t McDowell Street k J L R o incol E Mor h t ! a n B elk n St E Ra S Caldwell St Legend W Bland St nifred St eh J oh Win e CityLYNX Gold Line Major Highway ad S Singlen Belk FamilyFr Business Davidson St S Phase One - Opens in 2015 t Manufactured Home Commercial Center Streets Phase Two S Mcdowell St ! Multi-Family Uptown Mixed Use Future Extensions O Railroad Urban Residential Business-Distribution ! Stop Greenway Mixed Use Residential Light Industrial Segment Zone 01,000500 LYNX Rapid Transit Research Heavy Industrial Feet Parks Blue Line - Opened in 2007 Institutional Mixed Use Blue Line Extension- Streams Opens Spring 2017 Office Transit Oriented 06/27/14 Source: Charlotte Area Transit System, ! Blue Line Station Building Footprints Business Park Charlotte Mecklenburg Planning Deparment CityLYNX Small Starts Central Zone Existing Zoning.pdf Existing Zone Central Starts Small CityLYNX

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 25 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING STATION AREA PHASE ONE SEGMENT DEVELOPMENT CHARACTER Phase One is the Gold Line segment already under construction, funded in 2010 by an (continued) Urban Circulator Grant and scheduled to open for service in March, 2015. As such, it is not part of this Phase Two Small Starts application – but because it is ﬂ anked at both ends by proposed extensions in Phase Two, information is being included here for the purpose of completeness. In fact there will be construction in this area during Phase Two, as Phase One platforms are modiﬁ ed to comply with modern streetcar vehicles.

The streetcar route follows Trade Street, leaving the Charlotte Transportation Center hub eastbound and passing the Time Warner Cable Arena, the Federal Reserve Bank, Law Enforcement Center, Old City Hall and Old County Courthouse, and an area legal of- ﬁ ces. On either side of Trade Street are the First Ward and Second Ward communities:

 First Ward mostly includes residential land uses. A large multi-family subsidized housing site was redeveloped in the 1990s and now includes single family homes as well, with a mix of income levels.

 Second Ward is dominated by government ofﬁ ces and services. The NASCAR Hall of Fame and the EpiCentre complex are also major destinations. Other land uses include high rise ofﬁ ce and commercial buildings, hotels and a growing number of residential condominiums.

The main classroom building at Central Piedmont Community College fronts on the Gold Line streetcar tracks.

Page 26 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT EXISTING LAND USE

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EXISTING STATION AREA DEVELOPMENT CHARACTER (continued)

Land Use in the Station Area Single Family 4% Multi-Family 10% Commercial 17% Ofﬁ ce 11% Institutional 33% Industrial 2% Vacant 23%

Employees or Residents Within 1/2 Mile Radius of Station Single Family 409 Multi-Family 4,050 Elizabeth Avenue, where tracks have been installed, looking from the Central Piedmont Commercial 4,278 campus toward the ofﬁ ce towers Uptown. Ofﬁ ce 8,920 Institutional 6,611 The streetcar then passes a short distance under I-277 and crosses the Little Sugar Creek Industrial 683 Greenway to reach the Central Piedmont Community College station. Here, Trade Street becomes Elizabeth Avenue.

Elizabeth Avenue has two major anchors – and trip generators – at either end. The CPCC central campus fronts on Elizabeth Avenue and also occupies several square blocks to the north, and the Novant Health Pres- byterian Medical Center also occupies several square blocks farther east, and adjoins the Carolinas Medi- cal Center-Mercy Hospital complex. There are 10 restaurants now in a two-block stretch of Elizabeth Avenue between CPCC and Novant Health; most are new and several have outdoor dining.

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 27 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

Phase One Segment  Existing Land Use

E ! 9 ! B Mint Street th e E 12th S lmo St nt St Av on W Tr St S Mint St N Try N College St t t W 4th a vard E 11th St de S aldwell St 277 Bre ¨¦§ N C St t E N E 6 th S B r McAden S W 3rd Tyron Street o t ! o ! k s St E E h 8th St 10th S i r e

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t E ! S St E 1 N Mcdowell M 0th St t d St Av N Myers E 7 on In Jacks xander S t d E h S e ! S Brevar St 3rd Ale p S McDowell Street t en v ll d l A St e ntra ! n Ce ldwe c e / E S Ca St I- Jo 27 h son 7 nyside Av n t R Sun B E S a e M g l n t k S David a S rt r R in N Lo D a L A u Morrow ings rm th o e N K ry Independe E John Belk Fr r D E nce B K r ¤£v74 in r g a J r R B k v l Belk F e hn Central Piedmont Community College B

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h C o J Dr o n Belk RaE s e St n n owell St g e Av e nc c e Baxte t Myrtl S Mcd E Joh Kin o S r S N Torr r t St C har Hawthorne and 5th e Av lotte Elizabeth and Hawthorne riol tow O ne ! Av t ! n L E e 5th St rn Fox S o h St wt e Ha

Cherry St

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n e cil Main St e ett to C rth R H Vail ng ardin Pearl Barn i Av E Park ilwo Arosa Morehead St Wy Lu Av D Lex g Pl Cli ther St ngton Av Baxter St illi ff L d Randolph Rd R l l A e m Main St w Berkeley Av v h s A e a h rst C rt P l o S ilw L n t in e Av S g K a l v n dwin

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d e s R Dartmouth Pl c Legend ey Pl en n l e Hen Que d CityLYNXB Goldu Line Pierc Major Highway Single-Family Surface Parking i ch v v a Bl o A n yth r Phasea One - Opense St in 2015 e Bv le Dilworth Rd P c n Scott Av Cir S Streets Hermita ge Ct Phase tTwo Multi-Family Vacant Future Extensions O Railroad ! Stop Commercial Greenway Segment Zone 0500 1,000 LYNX Rapid Transit Office Feet Parks Blue Line - Opened in 2007 Public/Institutional Blue Line Extension- Streams Opens Spring 2017 Source: Charlotte Area Transit System, 06/27/14 Charlotte Mecklenburg Planning Deparment, ! Blue Line Station Building Footprints Industrial Mecklenburg County Tax Parcel CityLYNX SmallStarts Phase One ZoneLand Use.pdf

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Phase One Segment  Existing Zoning

E ! 9 ! B Mint Street th St elm E 12th St ont Av llege St o Mint St W T C S N W 4t rade N Tryon St ard St E 11th S

h S N Caldwell St St t E 6th S N Brev E t B r McAden St W Tyron Street o 3rd St t ! o ! k s E 8th St E 10th St h i r e

F E 9th S r r E Trade St nt D S Tryon St t t O tts ! e Poi St gl t S CTC/Arena Sei Alexander S E 4th St ! N Davidson St N r ollege E F 5 th St e S C rs St r e i h ! s N My k Seigle Av t o o l S r Davidson Street B

t E ! dowel S E 10th s St N Mc M St St vard N Myer E 7th St In Jackson Av d Bre E 3r e ! S St p S Alexander St McDowell Street en v d d A St e ntral ! n Ce c e / E S Caldwell I- v Jo 27 h son St 7 n R Sunnyside A B E a e M g St l k S David a St rt r R in N Lon a L s D A u Morrow rm t o £74 h ¤ e N King ry Independe E J r D E nce B K r v o i hn n g a Belk F J r R B k v l e r hn Belk Fr Central Piedmont Community College B o

Roya n J ! A h E r m Av o o l Ct J ry Park E D Av E S a r

id R 3 Elizabeth A Louise t r onewall S lk d Dr Eucl e -4 B t h n

h C o r o v t J D ll St E n we n Belk Ra n e ence St le Av c r Mcdo Baxter t Myrt S E Joh o Tor S Kings r S N t v S 277 A t § Ch ¨¦ a Hawthorne and 5th e rl ottet Elizabeth and Hawthorne own ! Oriol e Av ! St E 5th St Fox St St wthorne Ln e c Ha erry n

d S Torre Gr l R Main een eci

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l t S e se Rom B d Cha any Rd R S

d e s R Dartmouth Pl c Legend l n n h Rd East ey P e l e Hen Que d CityLYNXB Goldu Line Pierce St Major Highway Single Family Business i ch v v a Blyt o A n r Phasea One - Opens in 2015 he Manufactured Home Commercial Center le Dilwort Bv P c n Scott Av Cir S Streets Hermitage Ct Phase tTwo Multi-Family Uptown Mixed Use Future Extensions O Railroad Urban Residential Business-Distribution ! Stop Greenway Mixed Use Residential Light Industrial Segment Zone 01,000500 LYNX Rapid Transit Research Heavy Industrial Feet Parks Blue Line - Opened in 2007 Institutional Mixed Use Blue Line Extension- Streams Opens Spring 2017 Office Transit Oriented 06/27/14 Source: Charlotte Area Transit System, ! Blue Line Station Building Footprints Business Park Charlotte Mecklenburg Planning Deparment CityLYNX Small Starts Phase One Zone Existing Zoning.pdf Existing Zone One Phase Starts Small CityLYNX

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 29 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING STATION AREA EASTERN SEGMENT DEVELOPMENT CHARACTER Phase One of the Gold Line terminates at Hawthorne and Fifth Avenue, in front of the (continued) Novant Health Presbyterian Medical Center. Phase Two’s Eastern Segment extends the streetcar line .5 miles along Hawthorne Lane to Sunnyside Avenue, with a stop at Hawthorne and Eighth Avenue.

Land Use and Community Design

This segment crosses the residential neighborhoods of Elizabeth and Sunnyside. At the turn of the twentieth century, the two were part of a larger Elizabeth neighborhood that was home to prominent Charlotteans of the day. In mid-century, the four-lane Indepen- dence Boulevard – now a limited access freeway – sliced through the neighborhood and isolated Sunnyside from the rest of Elizabeth. The proposed streetcar extension serves, at least symbolically, to re-unite the two.

The extension brings access to the city’s ﬁ rst public park, Independence Park, which opened in 1906. It was designed by John Nolen, one of America’s premier landscape architects and city planners of that period. Over the years, schools and other public uses have encroached on the grand park, but it remains in linear form as a neighborhood gem that could be attractive to more condominium development.

Independence Park opened in 1906 as Charlotte’s ﬁ rst public park and remains an important neighborhood green space.

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EXISTING STATION AREA DEVELOPMENT CHARACTER (continued)

Land Use in the Station Area Single Family 29% Multi-Family 10% Commercial 13% Ofﬁ ce 7% Institutional 9% Industrial 19% Vacant 13% The Pedestrian Overlay District encouraged redevelopment like these townhomes in Sunny- side (left). The condominiums (right) are along along Independence Park in Elizabeth.

Employees or Residents Within The Eastern Segment also has connectivity to Elizabeth’s Seventh Street entertainment 1/2 Mile Radius of district – one of the city’s restaurant hubs – and its unique retail shops. Station Single Family 886 The terminus of the Gold Line is Sunnyside Avenue, where two major apartment com- Multi-Family 1,779 plexes – Metro808 and Elizabeth Square – have joined an earlier, smaller condominium Commercial 2,759 project. One block farther ahead is Central Avenue and the revitalized Plaza-Midwood Ofﬁ ce 1,148 neighborhood. Institutional 264 Because Elizabeth was developed in the pre-automobile era, today’s Elizabeth and Sun- Industrial 1,042 nyside have fundamental elements that contibute to pedestrian scale and orientation, including an extensive network of streets, grand trees, short blocks, a mix of housing types, services, business and open space in a compact setting that promotes pedestrian mobility.

Single family homes and sidewalks on Sunnyside Avenue.

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 31 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

Eastern Segment  Existing Land Use

E 12th St

E 15th St E y 1 E 11th St Av 6 th S l St Belle igle t Terre Se Kilgo W Harril Av

as Av

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h s k Av v o son o Jack Nassau r Av La B th Ct Hall Av E Hamorton Pl ndis Av l Av ecan A Hea P Hamorton Pl E 5th St Centra Clement

t Av Sunnyside Av

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E 8th St Bay E Elizabeth A Av The Pl In St depen Shenando de Clement E 9th St nce Bv v v Lamar Av ah A C v E ien St hesterf Travis A Hawthorne and 5th 9 l E 4th th u ! St ield Av St ! Elizabeth and Hawthorne St J

ecan Av P Ba in y St er St lement Av Westover St v Baldw C Rd E Pl Clarice Av 3 tte N Caswell Hano rd S t Barne Laburnum

Bascom St d R Av l v l na St A e rne Av y A King m w o h s Lor a sbury Dr e Ra W W rst C Osb e P l S Kenmore Av dding yanoke Av ndolph Ridgewa Greenway Av ton V Av e a E 5 li r Ct v Rd il Av th St a A v Lu S a th C nia l olo C er St Pl Av B t rel axt S er e E 7th St St Phil Aull as t C h N Lau a C S v y ntilly Ln d a R A R s Cameron Av r l Cha en Dartmouth Pl e P ue r

Q v otg Hermita d fighte A e R Van Ness St v N D ir Legend t F e A n d c cle e CityLYNX Gold Line n Cir c Major Highway Single-Family Surface Parking Vail Av on Av Hermitage Ct e s ge Rd e d i r Phase One - Opens in 2015 ers Vio mlet R let v Dr C urel Av o StreetsS La r Phase Two Multi-Family Em Vacant

P Bra Future Extensions O Railroad ! Stop Commercial Greenway Segment Zone 01,000500 LYNX Rapid Transit Office Feet Parks Blue Line - Opened in 2007 Public/Institutional Blue Line Extension- Streams Opens Spring 2017 Source: Charlotte Area Transit System, 06/27/14 Charlotte Mecklenburg Planning Deparment, ! Blue Line Station Building Footprints Industrial Mecklenburg County Tax Parcel CityLYNX Small Starts Eastern Zone Land Use.pdf Land Zone Eastern Starts Small CityLYNX

Page 32 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT EXISTING LAND USE

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Eastern Segment  Existing Zoning

E 12th

S E 15th E t 1 E 11th 6th St e Av St S t o Wy ill Belle St Seigl Terre Av Harr Kilg

Van Every St t §277 Allen St E 10th ¨¦ v Thomas Av

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h s k Av o ckson Av Ja Nassau Bv ro B H Landis Av nt Av all Av E ath Ct Hamorton Pl Av tral He Pecan Ham en eme o E 5th St C rton Pl Cl v

nt A Sunnys ide Av Sunnyside Gor A eaumo B rm ! don St or y r Av D r McClint over St

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ock R West Ar d m ory Dr kland Av 74 a ¤£ Commonwe O Hawthorne and 8th Park Louise Av harlottetowne Av ! C alth Av Dr za

E 8 v Bay S E Indepe Elizabeth Av t h t A The Pla St t Sh ndence Bv enandoah Clemen E 9t Lamar Av h St St Av vis Av Ch ra E 9th St lien esterf E 4t T Hawthorne and 5th u h ! ield Av St ! Elizabeth and Hawthorne St J

can Av B Av Pe tover St a t Av s y St win ent Av We d Bald Clem ll R E Clarice 3 N Caswe Hanover S rd S t Barnette Pl scom St Labu a B rnum Av d v R l a St l Av n A e y Kingsbur m w h s wa Lor a e e Ran Weddi W rst C Osborne A y Dr P l S Kenmore Av yano Ridg Greenway dolph Rd ngton Av Vail Av k E 5th e Av lier C v Av a t Luth A v S C nia l St a olo C er St t Ba S Av xte e r S Phil Aull Pl s E 7th S t a on t ly Ln C h N Laurel Av C S ya d t a hantil R Av R C ns Dartmouth Pl Camer t ee Pl u Ness S Q v otger Hermitage R ghter d D A R Van v N Firefi Legend t v e A n A c cle e CityLYNX Gold Line n ir Majorc Highway Single Family Business C V t Rd Hermitage Ct e s e ail Av d i r Phase One - Opens in 2015 erson Violet v C rel Av Manufactured Home Commercial Center mle Dr o Streets S Lau m d r Phase Two E P Multi-Family Uptown Mixed Use Bra Future Extensions O Railroad Urban Residential Business-Distribution ! Stop Greenway Mixed Use Residential Light Industrial Segment Zone 01,000500 LYNX Rapid Transit Research Heavy Industrial Feet Parks Blue Line - Opened in 2007 Institutional Mixed Use Blue Line Extension- Streams Opens Spring 2017 Office Transit Oriented 06/27/14 Source: Charlotte Area Transit System, ! Blue Line Station Building Footprints Business Park Charlotte Mecklenburg Planning Deparment CityLYNX Small Starts Eastern Zone Existing Zoning.pdf Existing Zone Eastern Starts Small CityLYNX

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 33 CityLYNX Gold Line Phase 2 (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXISTING 6 Station Area Maps identifying pedestrian facilities and access STATION AREA provisions for persons with disabilities PEDESTRIAN FACILITIES, including access WESTERN SEGMENT for persons with In the station areas extending from Johnson C. Smith University through Wesley Heights disabilities everyone from college students to the elderly can be seen walking along the sidewalks. While sidewalks are continuous in this area, the dimensions – and amenities such as planting strips and street trees – are inconsistent and need improvement in many locations (see Attachment 19). Six to eight foot sidewalks are most appropriate in areas with a signiﬁ cant amount of pedestrian activity. The existing sidewalk is ﬁ ve to six feet with or without planting strips. Wider sidewalks and planting strips have been installed in locations where redevelopment has occurred.

The West End Land Use and Pedscape Plan (Attachment 4) resulted in several improvements near intersections and mid-block crossings near Gold Line stations, designed to make them less intimidating to pedestrians. In addition, crosswalks are marked and crossing distances are manageable at French Street and Beatties Ford Road.

CENTRAL SEGMENT and PHASE ONE SEGMENT

The Central Segment, and the Phase One Segment already under construction, span the heart of Center City. Sidewalks are provided on virtually all streets located within a half-mile walk of the station areas in Uptown Charlotte. Curb ramps are typically provided at intersections to allow access for pedestrians with disabilities.

Tryon and Trade Street (the Gold Line corridor) are especially active pedestrian streets, but all Center City streets within a few blocks of these two spines see a steady ﬂ ow of pedestrian trafﬁ c. In the adjoin- ing Phase One segment, Elizabeth Avenue is a busy pedestrian street.

Center City streets feature wide sidewalks, trees, street furniture, and pedestrian-friendly amenities.

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CENTER CITY TRANSPORTATION PLAN: GUIDING CONCEPTS

 Everyone is a pedestrian.

 Major destinations will be a ﬁ ve minute walk from a transit station.

 Key pedestrian streets support a direct walk from transit.

 Key pedestrian streets link neighborhoods and open space.

 New ofﬁ ce building locations should reinforce the concept of a walkable Uptown.

EXISTING These segments (within the I-277 Loop) are covered by the Center City Transportation STATION AREA Plan (see Attachment 5). The plan is the City’s blueprint for setting strategy, policy and PEDESTRIAN implementation goals that will allow the City to grow dynamically and support a variety FACILITIES, including access of transportation modes. for persons with disabilities The concept that “Everyone becomes a pedestrian once they arrive Uptown” is fundamental to the Center City plan and underscores the primary theme of making Uptown (continued) more pedestrian-friendly. The plan was developed primarily from the Center City 2010 Vision Plan, other Uptown area plans, development trends, a series of stakeholder and public workshops and a detailed analysis of existing conditions in Uptown.

EASTERN SEGMENT

As part of the transportation recommendations in the Elizabeth Area Plan (see Attach- ment 22), street cross-sections, development standards and pedestrian crossings of Haw- thorne Lane will be coordinated with the planned alignment of the streetcar, as shown in the Hawthorne Lane cross-section on the next page. This will include fewer travel lanes, bicycle lanes and additional pedestrian crossings.

Pedscape plans deﬁ ne the vision and land use policy for corridors and show how this vision will be achieved – ﬁ rst, by providing standards for private sector investment in new development and, second, by making recommendations for public sector improvements designed to make that area more pedestrian-friendly.

The Sunnyside Pedscape and Land Use Plan’s overall vision is to preserve the existing residential core of the western half of the area and create a well-designed mix of residential and ofﬁ ce land uses for the eastern half of the area. In addition, the area will contain new pedestrian amenities and help support existing and future transit initiatives.

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 35 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

Hawthorne Lane (East Fifth Street to East Eighth Street)

The Hawthorne Lane cross-section in the Eastern Segment shows fewer travel lanes, to accommodate the streetcar, but incorporates bicycle lanes, on-street parking (varies) and additional pedestrian crossings.

EXISTING 7 Documentation of achievement of curb ramp transition plans and mile- STATION AREA stones required under CFR 35.150(d)(2) PEDESTRIAN FACILITIES, including access Charlotte’s Department of Transportation (CDOT) has a three-part program for the re- for persons with view and upgrading of curb ramps: disabilities  The City reviews and replaces existing curb ramps to meet the most current standards (continued) on an ongoing basis as part of its regular resurfacing program.

 The City also takes calls and complaints from citizens on ADA/access issues. These are addressed on an individual basis from separate funding if other programs or funds do not apply.

 The City has an ongoing program with the Advocacy Council for People with Dis- abilities. The CDOT Staff meets monthly with the group’s Accessibility Commit- tee. The group identiﬁ es ramps for replacement, and funds are used from the City’s annual resurfacing program to replace ramps not otherwise budgeted.

Charlotte’s efforts on behalf of the disabled community have resulted in a number of awards, including:

(continued next page)

Page 36 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT EXISTING LAND USE

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EXISTING  2014 Sustain Charlotte STATION AREA Community Sustainability Award for Transportation PEDESTRIAN FACILITIES,  2011 Walk Friendly Community including access Bronze Level Designation for persons with disabilities  2010 EPA Building Healthy Communities for Active Aging Achievement Award (highest level) (continued)  2010 USDOT Transportation Planning Excellence Award Honorable Mention for the Urban Street Design Guidelines  2009 National Award for Smart Growth Achievement Policies and Regulations Category for the Urban Street Design Guidelines  2008 USDOT Transportation Planning Excellence Award Transportation Action Plan  2007 National Institute for Transportation Engineers Best Project Award for the Transportation Action Plan  2004 National ITE & Partnership for a Walkable America Pedestrian Project Award for Pedestrian Policy  2004 National ITE & Partnership for a Walkable America Pedestrian Project Award for the Elderly & Mobility Impaired  2003 American Foundation for the Blind Award Most Livable Community in America

EXISTING 8 Existing parking spaces per square footage of commercial development CORRIDOR AND and/or per dwelling unit STATION AREA PARKING SUPPLY The number of parking spaces per square foot of commercial development, or per dwelling unit, varies greatly by the market conditions of different sections of the line. Char- lotte’s zoning ordinance typically requires between 1 space per 300 square feet and 1 space per 600 square feet for most commercial uses. For residential uses, the ordinance has required between 1 and 2 spaces per unit. However, much of Uptown is zoned Uptown Mixed Use District (UMUD), which has very minimal parking requirements for ofﬁ ce and commercial uses over 20,000 square feet and for hotels. The comprehensive Charlotte Center City Curb Lane Management Study (2011) recog- nized that “clearly, transit use is growing in presence and priority in Uptown.” In focusing on parking recommendations the study pointed out that the proliferation of high-rise residential towers is creating greater demand and “transit encouragement policies should focus on these needs to reduce personal vehicle dependency.” While the residential population of Center City has grown since 2000, the number of on-street parking spaces for residents and guests has remained relatively constant. The study recommends the City keep tight limits on parking options, speciﬁ cally:

 Adopt a policy that will ensure residents of new residential towers will not be eligible for residential on-street parking in any of the Center City wards.  Charge a consistent annual fee for residential permits in all Wards and increase the permit cost.

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EXISTING 9 CORRIDOR AND Parking spaces per employee in the CBD and/or other major employment STATION AREA PARKING SUPPLY According to the Charlotte Department of Transportation’s 2012 Parking Data Survey, (continued) there are 46,308 parking spaces Uptown – with 37,811 of those spaces being in Uptown decks. This is an average of .52 spaces per employee.

The amount of acreage devoted to parking in the central business district – currently 63.4 acres – is expected to decrease as development continues. The Charlotte Zoning Ordinance prohibits new surface parking lots as a principal use.

10 Land area within one-half mile of station devoted to parking

The land area devoted to parking within one-half mile of the proposed stations varies by station and is listed below, by segment.

Table 2

Land Area Devoted to Parking in Station Areas

Land Area Devoted to Percent of Land Area in Station Areas Gold Line Segment Parking in Station Areas Devoted to Parking (%) Western 0.0 acres 0.0% Central 36.0 acres 6.5% Phase One 37.5 acres 6.7% Eastern 0.6 acres 0.2% Source: Charlotte Area Transit System, 2014

With the exception of Uptown, almost all parking within the station areas is on-site parking associated with business or residential development. As redevelopment occurs, the land area devoted to parking is expected to decrease as more urban zoning districts with lesser parking requirements are expected to be used.

11 Average daily parking cost in the CBD and/or other areas Average daily parking costs for surface lots and garages serving the CBD are $11 per day, according to CDOT’s 2012 Parking Data Survey. The maximum daily rate is $16, and the maximum special events rate is $35.

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EXISTING 12 Total number of legally binding affordability restricted housing units AFFORDABLE within a one half-mile radius of all station areas HOUSING There are a total of 1,678 legally binding assisted housing units within one-half mile of Gold Line streetcar stations.

Legally binding affordability restricted housing units are ﬁ nanced with the inclusion of federally funded Housing Choice Vouchers (Section 8 and Public Housing), Low- Income Housing Tax Credits awarded by the State of North Carolina, or the City of Charlotte’s Housing Trust Fund.

The United States Department of Treasury issues tax credits to the states and requires that the housing built by this program serve households earning 60% ($38,500) and below the area median income and remain affordable for a minimum of 30 years.

The City’s Housing Trust Fund carries a similar affordability period requiring that the units serve households earning 60% ($38,500) and below the area median income and remain affordable for a minimum of 30 years.

A major mixed use project -- that includes affordable housing -- is getting underway at the Blue Line light rail’s Scaleybark Station. In addition to ofﬁ ce, retail and other housing, the developers are working with the Charlotte-Mecklenburg Housing Partnership to assure 90 affordable units. The City’s Housing Trust Fund subsidized the land purchase to ensure low-income housing would be included.

13 Total housing units of all types and total housing units that are legally binding affordability restricted for each county in which project stations are located

Mecklenburg County has an estimated 404,589 housing units of all types, of which 16,410 are affordability restricted housing units. These units are ﬁ nanced with a combination of tools such as federally funded Housing Choice Vouchers (Section 8 and Public Housing), Low-Income Housing Tax Credits awarded by the State of North Carolina and/or the City of Charlotte’s Housing Trust Fund.

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EXISTING 14 A signed certiﬁ cation by the head(s) of the housing agency(ies) from AFFORDABLE the relevant jurisdictions attesting to the accuracy of the numbers HOUSING provided (continued) The signed certiﬁ cation is found in Attachment 6.

The certiﬁ cation is signed by Patrick T. Mumford, Director of the City of Charlotte’s Neighborhood and Business Services Department, and by A. Fulton Meachem, Jr., Chief Executive Ofﬁ cer of the Charlotte Housing Authority.

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II-A 15 ADOPTED CITY, COUNTY AND REGIONAL PLANS AND POLICIES AND TRANSIT PRIVATE SECTOR PLANS AND INITIATIVES that promote development in SUPPORTIVE the corridor and station areas; plans may include general plans, speciﬁ c CORRIDOR plans, redevelopment project plans or other district plans POLICIES The City of Charlotte is committed to sustainable principles and actions. The following PLANS AND policies and actions by the City of Charlotte generally encourage moderate to high den- POLICIES sity development in Growth Corridors and Activity Centers, and lower intensity develop- TO INCREASE ment in the Wedges between transit corridors. CORRIDOR AND STATION AREA  Centers, Corridors and Wedges Growth Framework DEVELOPMENT The “Centers and Corridors” development framework was originally introduced in 1994 and the Centers, Corridors and Wedges Growth Framework (adopted in 2010) is the overarching growth policy for Charlotte (Attachment 2).

This 2010 document revises the original Centers and Corridors concept by establishing a vision for future growth and development for Charlotte. It does this by identifying three geographic types used to categorize land in Charlotte’s “sphere of inﬂ uence” – Activity Centers, Growth Corridors and Wedges – and outlining desired characteristics of each of these geographies.

This policy intends to help guide growth into areas that can best support it, and away from areas that cannot. Thus, much of Charlotte’s future moderate to higher intensity is targeted within ﬁ ve major Growth Corridors and in designated Activity Centers – especially Transit Station Areas – consistent with area plans. This will help maximize existing infrastructure and services. Low to moderate density residential and services supporting neighborhoods are targeted for areas between corridors, referred to as Wedges.

Growth Corridors are fi ve elongated areas that stretch from Center City to the edge of Charlotte. They are characterized by the diversity of places they encompass – from historic neighborhoods to vibrant mixed use areas to signifi cant employment and shopping districts – and by the accessibility and connectivity that they provide for these places. There are four distinct sub-areas identifi ed within Growth Corridors – Transit Station Areas, Interchange Areas, Estab- lished Neighborhood Areas and General Corridor Areas.

These areas typically have a high level of accessibility, especially given that Growth Corridors include at least three high capacity transportation facilities – interstate/expressway, major thoroughfares, existing or planned rapid transit and/or freight line – that run parallel to each other. Some areas within the Growth Corridors, particularly the Transit Station sub-areas, are appropriate locations for signiﬁ cant new growth. These areas will allow the most intense development within all of Charlotte.

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PLANS AND Activity Centers are focal points of economic activity, typically with concentrations of POLICIES TO compact development. Many existing Activity Centers have the capacity for signiﬁ cant INCREASE CORRIDOR AND new growth in conjunction with enhancements to the supporting infrastructure. STATION AREA DEVELOPMENT Wedges are the large areas between Growth Corridors, where residential neighborhoods have developed and continue to grow. The Wedges comprise mainly low density hous- (continued) ing, as well as a limited amount of moderate density housing and supporting facilities and services.

 General Development Policies (GDP) The General Development Policies (Attachment 7) are adopted policies relevant to development and redevelopment in Charlotte-Mecklenburg. In particular, they address residential location and design, retail-oriented mixed/multi-use centers and transit supportive development. Additionally, the General Development Policies provide guidance to minimize the negative environmental impacts of land development and to more closely link land use and development decisions to the availability of infrastructure to support it.

 Adopted Land Use Plans Adopted land use plans include six geographic districts that make up the City of Charlotte’s planning jurisdiction: the Northeast, East, South, Southwest, Northwest and Central districts. Each of these areas has a district plan that addresses a wide range of physical development issues and provides parcel-speciﬁ c land use recommendations for all properties within that district plan. These plans are updated through the area plan and transit station area planning processes.

 Transportation Action Plan (TAP) The City of Charlotte’s Transportation Action Plan (2011) is the City’s comprehensive transportation plan, originally adopted in 2006 and updated in 2011 (Attachment 3). The TAP considers transportation challenges and opportunities facing Charlotte over the next 25 years. The ﬁ ve-year update also made adjustments regarding transportation policies and transportation improvements necessary to prepare the city to meet its future travel needs. The TAP views transportation decisions to be made in the Centers, Corridors and Wedges Growth Framework.

 2040 Metropolitan Transportation Plan The 2040 Metropolitan Transportation Plan (2014) deﬁ nes the policies, programs and projects to be implemented over the next 20 years, providing transportation choices in Mecklenburg, Union and Iredell counties. (Attachment 8)

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PLANS AND  2030 Transit Corridor System Plan POLICIES TO INCREASE The 2030 Transit Corridor System Plan was adopted by the Metropolitan Transit CORRIDOR AND Commission (MTC) in 2006 (Attachment 9). This long-range plan is an update of the STATION AREA system’s original “2025 Plan” prepared in 1998. It consists of multiple rapid transit im- DEVELOPMENT provements in ﬁ ve corridors, a series of Center City improvements and bus service and (continued) facility improvements throughout the region. Once fully implemented, the 2030 Transit Corridor System Plan will consist of 25 miles of commuter rail, 21 miles of light rail, 16 miles of streetcar (including a fully-developed 10-mile Gold Line streetcar), 14 miles of bus rapid transit and an expanded network of buses and other transit services.

 Urban Street Design Guidelines (USDG) The Urban Street Design Guidelines (2007) offer a comprehensive approach to designing new and modiﬁ ed streets within the City. They are also a key component of the Transportation Action Plan and assist with street classiﬁ cations and cross-sections that will guide the design and redesign of streets. The USDG (Attachment 10) also address integrating land use and transportation to create synergy between the streets and land uses adjacent to them.

16 EXAMPLES OF TRANSIT SUPPORTIVE POLICIES include: general policy statements in support of transit; policies that support and promote the use of transit; policies/plans that provide for high density development in the corridor and station areas; and policies that support changes to zoning in the corridor and station areas.

 Transit Station Area Principles

The Transit Station Area Principles section of the General Development Policies was adopted by the Charlotte City Council in 2001 (Attachment 11). These principles provide direction for developing and redeveloping properties around rapid transit stations. The policies focus on land use, mobility and community design, and apply to the area within one-half mile walking distance of an identiﬁ ed rapid transit station. It is important to note:

 The principles set the framework for high-density, pedestrian-oriented development that will be transit-oriented.  The principles provide the basis for Station Area Plans, as the principles are applied to speciﬁ c station areas.  The principles also provide the basis for the TOD zoning districts.

The unanimous adoption of the Transit Station Area Principles demonstrates the City Council’s strong commitment to transit-oriented development. A summary of these principles begins on the next page.

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PLANS AND POLICIES TO Transit Station Area Principles INCREASE Land Use and Development CORRIDOR AND STATION AREA Concentrate a mix of complementary, well-integrated land uses DEVELOPMENT within walking distance of the transit station. (continued) Increase Land Use Intensity

 Encourage higher densities for new development, concentrating the highest densities closest to the transit station and transitioning to lower densities adjacent to existing single family neighborhoods. Not only will this al- Transit Station low the most people to have walking Area Principles access to transit, it also helps to create a focal point around the station and Adopted by Mixture of Complementary provides an appropriate transition to Charlotte the adjacent neighborhoods. City Council Transit-Supportive Uses November 2001  In most cases, minimum densities for  Provide a range of higher intensity new residential development within ¼ uses including residential, offi ce, ser- mile walking distance from a transit vice-oriented retail and civic uses that station will be 20 dwelling units per are transit supportive. Such a mix of acre (net) or greater. Between ¼ and land uses increases the attractiveness ½ mile walking distance, the typical of the area and increases trip options minimum density will be 15 dwelling for transit uses. units per acre (net) or greater.  Disallow automobile-oriented uses.  In most cases, non-residential or  Provide uses that attract/generate pe- mixed-use intensities within the ¼ destrian activity, particularly at the mile walking distance from a transit ground fl oor level. station will be at a minimum .75 (net)  Consider special traffi c generators – FAR (fl oor area ratio) and should such as cultural, educational, enter- yield at least 65 employees per acre. tainment and recreational uses – to Between ¼ and ½ mile walking dis- locate either within or adjacent to sta- tance from a transit station, the non- tion areas. residential or mixed-use intensities will be at minimum .5 FAR (net) and  Encourage multi-use developments, should yield 50 employees per acre. which include a mixture of uses on the same site. Mixed-use develop-  In some cases, station area plans will ments, with a mixture of uses with the recommend lesser intensities or den- same buildings, are also encouraged. sities for new development. These lesser intensities might be necessary  Encourage a mixture of housing types. to preserve existing structures, to  Preserve and protect existing stable insure that new development is con- neighborhoods. sistent with the character of existing  Encourage the development of work- transit supportive development, to force/affordable housing. protect existing neighborhoods, or to mitigate traffi c impact.

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PLANS AND POLICIES TO Transit Station Area Principles INCREASE Mobility CORRIDOR AND STATION AREA Enhance the existing transportation network to provide DEVELOPMENT good walking, bicycle and transit connections. (continued) Street Network

 Within station areas, design streets to be multi-modal, with an emphasis on pedestrian and bicycle circulation and set vehicular levels of service to reﬂ ect an emphasis on pedestrians and bicyclists.  When necessary, redesign existing street intersections with a greater emphasis on safe and comfortable pedes- Pedestrian and Bicycle System trian and bicycle crossings.  Develop an interconnected street net-  Provide an extensive pedestrian sys- work designed around a block system, tem throughout the station area that with maximum block lengths of 400 will minimize the walking distances feet. for pedestrians.  Ensure that the pedestrian network  Eliminate gaps in the station area pe- will accommodate large groups of destrian networks. pedestrians comfortably, especially  Establish pedestrian and bicycle con- within ¼ mile of the station. nections between station areas and  Consider new mid-block street cross- surrounding neighborhoods. walks in congested areas where there  Design the pedestrian system to be are long distances between signalized accessible, safe and attractive for all crossings. users.  Incorporate trafﬁ c calming into the  Ensure that the pedestrian network design of new streets. will accommodate large groups of pedestrians.  Utilize planting strips/street trees, on- Parking street parking, and/or bicycle lanes to  Reduce regulatory parking require- separate pedestrians from vehicles. ments in station areas and establish  Encourage the provision of bicycle maximums. amenities, especially bicycle parking  Minimize large surface parking lots facilities. (greater than two acres) for private development, especially within ¼ mile of the station. Instead of surface lots, well-designed parking decks are preferred.  Encourage shared parking facilities.

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PLANS AND POLICIES TO Transit Station Area Principles INCREASE Community Design CORRIDOR AND STATION AREA Use urban design to enhance the community identity of station areas, DEVELOPMENT making them attractive, safe and convenient places. (continued)

Building and Site Design Streetscape

 Design buildings to front on public  Design the streetscape to encourage streets or on open spaces, with mini- pedestrian activity. mal setbacks and with windows and  Include elements such as street trees, doors at street level instead of expan- pedestrian scale lighting and benches sive blank walls. in streetscape design.  Locate building entrances to minimize  Place utilities underground whenever the walking distance between the tran- possible. sit station and the building.  Locate surface parking, with the exception of on-street parking, to the rear of buildings and, where necessary, provide pedestrian paths through surface parking to stations.  Design parking structures to include active uses on ground ﬂ oor street frontage.  Typically limit building heights to 120 feet, with the tallest and most intensely developed structures located near the transit stations and buildings Open Space adjacent to establish neighborhoods  Establish public open spaces that act limited to low-rise structures. as development catalysts and serve as  Screen unsightly elements, such as focal points around transit stations. dumpsters, loading docks, service en-  Design open spaces to be centers of trances and outdoor storage from the activity that include items such as transitway. benches, fountains and public art.  Take safety and security concerns into  Orient surrounding buildings onto the account during design. open spaces.

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PLANS AND  Centers, Corridors and Wedges Growth Framework POLICIES TO INCREASE The Centers, Corridors and Wedges Growth Framework, adopted by City Council in CORRIDOR AND 2010, guides Charlotte’s approach to future growth and development in general and to STATION AREA DEVELOPMENT transportation and transit in particular. The policy identiﬁ es three geographic categories, each with certain characteristics that will determine future actions. (continued) Transit policies relate primarily to the ﬁ rst two categories – Activity Centers and Growth Corridors. The third category, Wedges, relates to the low-density, predominantly residential areas between the corridors.

 Activity Centers are the focal point of economic activity, typically with concentrations of compact development. The future expectation for Activity Centers includes:  Further infi ll development and intensifi - cation in Center City;  Infi ll development, as well as redevelopment of underutilized sites, in existing Mixed Use Centers;  Greater emphasis on a mix of commercial and civic uses and the inclusion of moderate and, in some cases, high density housing in Mixed Use Activity Centers;  Multi-modal transportation system and interconnected network of streets, especially in Center City and Mixed Use Activity Centers;  More urban and pedestrian-oriented form of development;  Pedestrian and bicycle facilities throughout the Centers and connecting to adjacent neighborhoods; and  Activity Centers (in addition to Growth Corridors) to be priority areas for enhancements to supporting infrastructure, particularly the transportation network.

 The fi ve Growth Corridors stretch from Center City to the edge of Charlotte. They are characterized by the diversity of places they encompass – from historic neighborhoods and mixed-use areas, to signifi cant employment and shopping districts – and by the accessibility and connectivity they provide for these places. The future expectation for Growth Corridors is:  Preservation and enhancement of established single family neighborhoods;  Greater emphasis on offi ce, residential and mixed-use development, especially around transit stations;  Additional development of vacant land and redevelopment of vacant land and redevelopment of underutilized properties;  Increased intensity and a more pedestrian form of development in Transit Station Areas;

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PLANS AND  Multi-modal transportation system with a dense network of interconnected streets; POLICIES TO and INCREASE CORRIDOR AND  Growth Corridors (in addition to Activity Centers) are to be priority areas for en- STATION AREA hancements to supporting infrastructure, particularly the transportation network. DEVELOPMENT (continued) There are four distinct sub-areas identiﬁ ed within Growth Corridors – Transit Station Areas, Interchange Areas, Established Neighborhood Areas and General Corridor Areas. These areas typically have a high level of accessibility, especially given that Growth

Corridors include at least three high capacity transportation facilities – an interstate/expressway, major thoroughfares, existing or planning rapid transit and or freight rail line – that run parallel to each other. Some areas within the Growth Corridors, particularly the Transit Station sub-areas, are appropriate locations for signiﬁ cant new growth. These areas will allow the most intense development within all of Charlotte.

Transit Station Areas are located within about a one-half mile walking distance of an existing or planned rapid transit station, but generally exclude any established low-density neighborhoods within that walking distance. The Transit Station Areas should:  be pedestrian-oriented districts designed to include a mixture of complementary moderate to high intensity residential, ofﬁ ce, retail/entertainment and civic uses located within easy walking distance of a rapid transit station;  be designed as gathering places for the surrounding community; and  have a dense, interconnected street network with extensive pedestrian facilities.

 Charlotte City Council Focus Area Plans

The Charlotte City Council has ﬁ ve key Focus Areas that provide direction to City staff based on guidance and priorities set by the Mayor and City Council. The City Council’s ﬁ ve Focus Area Plans enable the organization to direct limited resources to the areas deemed most important by City Council. The Focus Areas that are most relevant to transit planning activities are:

 Transportation: This initiative is broadly deﬁ ned as addressing all issues related to transportation opportunities and challenges, including maximizing public transit; implementing and maintaining roads; adopting and implementing land use policies to support growth and transit goals; and ensuring adequate pedestrian and bicycle connections while meeting stringent federal air quality standards.

 Economic Development: This initiative involves sustaining prosperity and assuring the opportunity for participation by all residents. It also involves a focus on keeping jobs and the tax base in Charlotte by building and maintaining infrastructure, as well as building a skilled and competitive workforce, to encourage businesses to locate and remain in Charlotte.

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PLANS AND  Housing and Economic Development: This strategy focuses on creating and sustain- POLICIES TO ing communities of choice. This is accomplished by creating places where people INCREASE CORRIDOR AND and businesses are safe; where civic infrastructure supports neighborhood quality of STATION AREA life and business success; where families have access to quality affordable housing, DEVELOPMENT education, jobs and services; and the environment is preserved and strengthened. (continued)  Corporate Strategy

The City of Charlotte applies sustainability objectives beyond land use and transportation planning and economic development. The City administration uses these objectives as a component of its Corporate Strategy, a framework of goals and objectives for all departments. These objectives are implemented through a variety of programs that link to inﬁ ll and redevelopment activities including:

 Community Investment Plan: Historically, the City has approached capital investments by identifying projects that ﬁ ll a community need. While the past three bond issues centered on Transportation, Neighborhood Improvements and Affordable Housing, the new proposed CIP collectively groups capital projects for a more holis- tic approach toward investment areas, to better reﬂ ect the infrastructure needs of the community. To develop the CIP, the City looked for projects that:

 Align with City Council’s Vision for Charlotte 2020;  Focus on areas of the City that need improved housing, schools and economic development  Serve as a catalyst for transformational change;  Increase collaboration with private and public partners;  Improve environmental quality;  Increase access and mobility;  Emphasize larger projects with signiﬁ cant long-term community impacts;  Address systemic issues within the community.

 Business Corridor Revitalization Strategic Plan: The City of Charlotte recognizes that strong urban business districts not only impact the overall health of the community, but they also strengthen the residential neighborhoods immediately surrounding them, providing employment opportunities together with goods and services to commuters and neighborhood residents alike. A variety of business ﬁ nancial assistance programs that target revitalization are a part of the city’s economic development strategy.

 Priority Business Corridors: In 2007, with help from community residents, area businesses and non-profi t representatives, Charlotte City Council approved a Business Corridor Revitalization Strategic Plan and identifi ed fi ve priority business corridors, including Beatties Ford Road, North Tryon Street and the Eastland area that are part of the long-range plan for the Gold Line. The Business Corridor Plan was updated in 2012. There are several fi nancial programs available to these corridors that help with everything from making capital improvements to buildings to assisting with environmental assessments and clean-up.

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PLANS AND  Transit Oriented Development: A component of quality and sustainable corridor POLICIES TO revitalization is Transit Oriented Development (TOD). The purpose of TOD is to INCREASE CORRIDOR AND create compact, walkable communities centered around high quality transportation STATION AREA systems, including a mixture of uses in close proximity including ofﬁ ce, residential, DEVELOPMENT retail and civic uses. (continued)  Pedscape and Area Plans: In 2000, Charlotte City Council adopted a Pedestrian Overlay District zoning category (referred to as “PED”) with the objective of creating and protecting livable, walkable neighborhoods. Prior to applying the zoning district to any property, a speciﬁ c plan must be adopted that provides building setbacks, street cross-sections, streetscape development standards and land use recommendations.

Typically, this is a “pedscape” plan, which deﬁ nes the vision, land use policy, development standards and infrastructure recommendations for a corridor where PED zoning is to be applied. A pedscape plan is different from a typical land use plan in that it includes design standards that will be required through zoning. A streetscape plan might supplement a typical land use plan to serve the same function as a pedscape plan. In relation to zoning, the pedscape plan serves as the “adopted streetscape plan” when such is required by zoning districts such as PED and MUDD (Mixed Use Development District). The adoption of Pedscape and Area plans and the application of PED zoning has signiﬁ cantly increased the amount of development that could potentially occur along much of the proposed streetcar corridor.

PLANS AND 17 Elements of Adopted City, County and Regional Plans and Policies that POLICIES promote transit-friendly character of corridor and station area development TO ENHANCE THE TRANSIT-  Centers, Corridors and Wedges Growth Framework FRIENDLY CHARACTER OF Activity Centers and Growth Corridors are identiﬁ ed as part of the Centers, Corridors STATION AREA and Wedges Growth Framework (see pages 41 and 47 in this report, and Attachment 2). DEVELOPMENT Center City is the most intensely developed Activity Center type. While it is larger and more intense than other Activity Centers, it is the best example of the vision for Mixed Use Activity Centers in terms of pedestrian activity and mix of uses.

Center City as an Activity Center is characterized as the most intensely developed of all Activity Centers; the region’s ofﬁ ce and cultural hub; the most accessible point for the entire region, accessed by a range of transportation modes; a priority location for new ofﬁ ce, retail, cultural and entertainment uses; the greatest concentration of high density residential development; and continuing to be the heart of the Charlotte region.

Similarly, General Corridor Areas within Growth Corridors typically are appropriate for a range of low to moderate intensity uses; may include smaller mixed use centers and areas that, much like the larger Mixed Use Activity Centers, provide a sense of place and services to nearby neighborhoods; and have a variety of transportation facilities and modes based on the area’s development character.

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PLANS AND Area-specifi c plans – such as the First Ward Master Plan, Second Ward Master Plan, POLICIES Third Ward Neighborhood Vision Plan, Center City 2020 Vision Plan, West End Ped- TO ENHANCE scape Plan, Elizabeth Area Plan and Sunnyside Pedscape and Land Use Plan (see List THE TRANSIT- FRIENDLY of Attachments) – reinforce these recommendations. Each of these plans calls for a mix- CHARACTER OF ture of moderate to high intensity, pedestrian-oriented residential, offi ce, retail and civic STATION AREA uses. Development is to be designed to promote street level activity, with active uses on DEVELOPMENT the ground fl oor and buildings located at or near the back of the sidewalk. (continued)  Transit Station Area Principles

The Transit Station Area Principles part of the General Development Policies provides direction for developing and redeveloping properties around rapid transit stations. The policies focus on land use, mobility and community design and apply to the area within one-half mile walking distance of an identiﬁ ed rapid transit station.

These policies are discussed in detail on pages 44-46 in this document (the full report is Attachment 11). As noted on those pages, the principles set the framework for high- density, pedestrian oriented development that will be transit oriented. They are the basis for station area plans and also provide the basis for the TOD zoning districts.

Speciﬁ cally, these principles call for development that fronts directly on public streets, includes active uses on the ground ﬂ oor street frontage, and has windows and doors at the streeet level. New automobile-dependent uses are discouraged, and existing uses are encouraged to be upgraded to make them more transit-friendly.

18 Policies to promote mixed-use projects

As described earlier, the Transit Station Areas that are deﬁ ned as sub-areas of Growth Corridors in the Centers, Corridors and Wedges Growth Framework call for a mixture of complementary moderate to high intensity residential, ofﬁ ce, retail/entertainment and civic uses located within easy walking distance of a rapid transit station.

The Transit Station Area Principles call for “a range of higher intensity uses, including residential, ofﬁ ce, service-oriented and civic uses that are transit supportive” and “encourage a mixture of uses within the same building.”

Existing area-speciﬁ c plans, such as Center City 2020 Vision Plan, Sunnyside Pedscape and Land Use Plan, Elizabeth Area Plan and West End Pedscape Plan, also call for more intensive residential and mixed-use development. One of the most signiﬁ cant provisions to implement these recommendations is the application of the Pedestrian Overlay District (PED) and other urban zoning to extensive portions of the streetcar corridor.

19 Policies to promote housing and transit-oriented retail

The adopted Transit Station Area Principles call for “a range of higher intensity uses, including residential, ofﬁ ce, service-oriented and civic uses.” Pedscape and Area Plans recommend more intensive residential and mixed-use development. One of the most

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PLANS AND signifi cant provisions to implement these recommendations is the application of the POLICIES Pedestrian Overlay District (PED) and other urban zoning to extensive portions of the TO ENHANCE THE TRANSIT- streetcar corridor. FRIENDLY CHARACTER OF PED, along with other zoning ordinance provisions, encourage high quality design, STATION AREA mixed use development, the use of public transit and development that complements DEVELOPMENT adjacent neighborhoods. They allow for increased height limits; no maximum fl oor (continued) area ratio; reduced setback and sideyard requirements; decreased parking requirements; and fl exibility in meeting parking requirements through on-street parking or parking on adjacent properties.

The Centers, Corridors and Wedges Growth Framework identiﬁ es appropriate uses in Transit Station Areas as including a mix of complementary transit supportive uses, per the Transit Station Area Principles. These uses typically include residential and neighborhood serving retail land uses.

In addition, the Housing Location Policy was developed for transit corridors. The Charlotte City Council appointed an Affordable Housing Strategy Implementation Team to make recommendations for policy improvements. The Implementation Team consisted of citizens and representatives of the development, ﬁ nance, housing, nonproﬁ t and real estate sectors. The committee developed a report that was adopted by City Council in 2001. The recommendations address a wide range of circumstances:

 Create a transit oriented zoning district to be applied along identiﬁ ed rapid transit corridors.  A minimum density is to be 20 units per acre and 65 employees per acre; open space and general retail to be included.  Within transit corridors, affordable housing is required if the City of Charlotte participates in a meaningful way in the ﬁ nancing.  A Housing Trust Fund has been developed, with a reserve for funding affordable housing in transit station areas.

Related housing recommendations are included in the Joint Development Principles and Policy Guidelines adopted in 2003 by the local governing bodies and the Metro- politan Transit Commission (Attachment 12).

Retail development is also supported in station areas, especially as part of larger mixed use developments. Both the Transit Station Area subareas of the Centers, Corridors and Wedges Growth Framework, the Transit Station Area Principles and Pedscape Plans and PED Overlay recommend that retail development serve the surrounding area.

The Joint Development Principles and Policy Guidelines recommend the creation of “Marketplace Venues” at or near stations. These retail opportunities may be as simple as kiosks located at the transit station or may be ground ﬂ oor retail facilities in adjacent transit-oriented development projects. Station area plans reinforce these policies by highlighting the best locations for residential and transit oriented retail land uses.

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PLANS AND POLICIES 20 Policies that allow or promote vertical zoning within the corridor TO ENHANCE THE TRANSIT- The Transit Station Area sub-area of the Centers, Corridors and Wedges Growth Frame- FRIENDLY work recommends that uses “be well integrated, either vertically and/or horizontally.” CHARACTER OF Similarly, the Transit Station Area Principles allow the mixture of uses within one build- STATION AREA DEVELOPMENT ing, either horizontally or vertically. (continued) It is the policy of the City of Charlotte to allow vertical mixing of uses in many of the City’s zoning districts. Land use recommendations, typically implemented through the rezoning process, in the Center City 2020 Vision Plan, West End Pedscape Plan and Sun- nyside Pedscape and Land Use Plan allow for the vertical mixing of uses.

In addition, the Pedestrian Overlay District (PED) and the urban zoning districts also facilitate the vertical mixing of uses.

21 Facade improvement programs

The City’s Neighborhood and Business Services Department administers the Façade Im- provement Grant Program that provides 50 percent reimbursement to business or property owners for eligible architectural renovation expenses. Sixty percent reimbursement may be available on a case-by-case basis for using certiﬁ ed Small Business Enterprise (SBE) ﬁ rms. Maximum award amounts up to $40,000 are based on building square footage, and $90,000 for shopping centers up to 30,000 square feet.

22 Funds to support transit oriented plans

The City of Charlotte has funded several feasibility, economic development and environmental studies for the Gold Line.

CATS has funded the development of Transit Station Area Plans and other transit planning projects for the LYNX Blue Line, Blue Line Extension and other corridors. Fund- ing was also provided to pay for staff time for Planning,

Transportation and Economic Development staff working on transit oriented development policies, transit station area plans and the development of tools for transit stations, including transit oriented zoning districts and station area infrastructure improvements such as pedestrian enhancements.

The City has also allocated capital funds for transit oriented planning related to speciﬁ c development proposals.

Center City Partners, which manages a special tax district in Center City, joined with the City of Charlotte and Mecklenburg County to develop the Center City 2020 Vision Plan (2011). This plan includes multiple recommendations and strategies for an integrated transportation network, strong pedestrian and transit connections and directing investments toward TOD projects.

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In addition, the Pedestrian Overlay District (PED) and the urban zoning districts also facilitate the vertical mixing of uses.

21 Facade improvement programs

22 Funds to support transit oriented plans

The City of Charlotte has funded several feasibility, economic development and environmental studies for the Gold Line.

The City has also allocated capital funds for transit oriented planning related to speciﬁ c development proposals.

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PLANS TO 27 Street design guidelines or manuals addressing pedestrian and transit- IMPROVE oriented street design PEDESTRIAN FACILITIES, Charlotte’s Transportation Action Plan (TAP) – originally adopted in 2006 and updated including facilities for persons with in 2011 – is a comprehensive transportation plan that describes policies and implemen- disabilities tation strategies to achieve the City’s transportation vision over the next 25 years. The (continued) TAP’s goals and policies include sidewalks, pedestrian lighting, and amenities in a transit-oriented framework.

A key component of the TAP is the Urban Street Design Guidelines (USDG), adopted by Council in 2007 (Attachment 10), which describes how Charlotte’s streets will be evaluated, planned for and designed.

The USDG is an implementation tool intended to create “complete” streets – streets that provide capacity and mobility for motorists, while also being safer and more comfortable for pedestrians, cyclists and neighborhood residents.

In 2010, staff from the Charlotte Department of Transportation and the Charlotte-Meck- lenburg Planning Department updated local ordinances to reﬂ ect the adopted USDG policy and better achieve compatibility between street cross-sections and the surrounding land uses.

PARKING 28 Policies to reduce parking requirements or cap parking POLICIES (Allowances for reductions in The Charlotte City Council adopted Transit Station Area Principles (Attachment 11) parking and that call for reduced parking in station areas, with consideration of parking maximums trafﬁ c mitigation within one-half mile walking distance of transit stations. for development near station These policies will be implemented through transit-oriented zoning districts that include areas, plans for parking caps for new development, as shown in the following chart. park-and-ride lots, and parking The Transit Oriented Development (TOD) zoning districts (adopted in 2003 and revised management) in 2009) have parking maximums for all development types, but there are no minimums for most uses.

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PARKING Table 3 POLICIES (Allowances for Parking Minimums/Maximiums Under TOD Zoning reductions in parking and traffi c mitigation Use Minimum/Maximum Number of Parking Spaces for development near station areas, Minimum of 1 space per dwelling unit for properties on blocks plans for park-and- Residential with single family zoning, no parking minimum for all other ride lots, and parking properties. Maximum of 1.6 spaces per dwelling unit. management) (continued) Maximum of 1 parking space per 300 square feet of offi ce Offi ce space. Mixed-use developments and multi-use developments of residential and offi ce uses may share parking spaces.

For all sites within 800 feet of single family zoning, minimum Restaurants/ of 1 parking space per 150 square feet of restaurant/nightclub Nightclubs space. For all other sites, no minimum.

Retail Maximum of 1 space per 250 square feet.

The maximum number of parking spaces permitted is listed All Other Non- as the minimum amount required in Table 12.202, per non- Residential Uses residential use.

Urban zoning districts, such as MUDD and PED, also include relaxed parking standards. These standards are outlined in the chart below.

Table 4

Parking Standards in Urban Zoning Districts Use MUDD Parking Standards PED Parking Standards Residential 1 space per dwelling unit 1 space per dwelling unit

Restaurants/ NA 1 space per 125 square feet Nightclubs

Hotels/Motels .5 spaces per room .5 spaces per room

All Other Non- 1 space per 600 gross square 1 space per 600 gross square Residential Uses feet feet

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Policies establishing maximum allowable parking for new development in PARKING 29 POLICIES areas served by transit (Allowances for reductions in As discussed on the preceding page, the Transit Oriented Development (TOD) and parking and trafﬁ c mitigation Transit Supportive (TS) zoning districts have parking maximums for all uses and for development development types – but no minimums for most uses. near station areas, plans for park- and-ride lots, 30 Shared parking allowances and parking management) The Charlotte Zoning Ordinance currently allows the joint use of up to 50 percent of (continued) required parking spaces for two or more uses located on the same or adjacent parcels, if the hours of operation do not substantially overlap.

31 Mandatory minimum cost for parking in areas served by transit

The City of Charlotte is not currently mandating minimum cost for parking in areas served by transit, but is using other tools (such as parking maximums) to manage parking instead.

32 Parking taxes

The City of Charlotte is not currently using the parking tax concept, and is instead using other tools (such as parking maximums) to manage parking.

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II-B 33 Ordinances and maps describing existing zoning (allowable uses and SUPPORTIVE densities) ZONING REGULATIONS In 2003, the Charlotte City Council adopted three new zoning districts specifically de- NEAR TRANSIT signed for transit station areas (see Attachment 14 for TOD zoning). Charlotte’s Transit- STATIONS Oriented Zoning Districts include:

ZONING  minimum residential density of 20 units per acre within ¼ mile walking ORDINANCES distance of the transit station, and 15 units per acre between ¼ and ½ mile THAT SUPPORT walking distance of the station; and INCREASED DEVELOPMENT  minimum floor area ratio of .75 within ¼ mile walking distance of the transit DENSITY IN station. TRANSIT STATION AREAS A fourth district – the Transit Supportive Overlay District (see Attachment 17) – was approved by the Charlotte City Council in 2005. This district is designed to be applied in transitional areas where the market for transit-oriented development is not fully developed. The overlay district includes:

 minimum residential density of 12 units per acre where a station area plan has been adopted, or a minimum of 10 units where no plan has yet been adopted; and

 minimum floor area ratio is not less than .50 where a station area plan has been adopted, or a minimum FAR of .35 where no plan has been adopted.

The City of Charlotte Zoning Ordinance includes a wide range of zoning districts. They vary from high intensity, transit supportive districts to lower-density districts of a more suburban character.

As an implementation strategy for the station area plans, the lower intensity suburban districts in station areas are expected to be rezoned to more appropriate transit supportive zoning districts.

In addition to the TOD zoning districts, three other transit supportive zoning districts are currently being used and are described below:

 The Uptown Mixed Use District (UMUD) (Attachment 18) is the most intense of Charlotte’s zoning districts and is applied primarily in the Uptown area. The main purpose of this district is “to strengthen the high density core of the central city.” This district has no maximum floor area ratio (FAR) or height, allows a range of transit supportive uses, and has resulted in the construction of numerous mid-rise and high-rise structures. Almost all of the properties located along the portion of the Gold Line that runs through Uptown are zoned UMUD.

 The Mixed Use Development District (MUDD) (Attachment 15) is another transit supportive district that is similar to UMUD. As with UMUD, the MUDD district has no FAR limitation and permits a range of transit oriented uses. Building heights are limited to 120 feet. A number of properties along the Gold Line are zoned MUDD.

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ZONING  The Pedestrian Overlay District (PED) (Attachment 16) is designed to allow a ORDINANCES mixture of transit supportive uses developed in a pedestrian-friendly manner. THAT SUPPORT INCREASED The development standards for this district allow a signiﬁ cant increase over the DEVELOPMENT amount of development that is feasible under the more suburban zoning districts. DENSITY IN For example, there is no maximum FAR for this district and, under certain condi- TRANSIT tions; building heights can be up to 100 feet. PED has been applied along much STATION AREAS of the West and East segments of the Gold Line. (continued)

34 Recent changes to zoning ordinances to allow or encourage develop ment with transit-supportive densities and uses

In 2003, the Charlotte City Council adopted three new transit-supportive zoning districts that are speciﬁ cally designed for transit station areas and a fourth district in 2005. These districts were updated in 2009. The districts were based on the Transit Station Area Prin- ciples, adopted by City Council in 2001 (see Attachment 11). This document provided direction to staff in developing the TOD and TS districts. The principles:

 Deﬁ ne transit supportive uses.  Stress the importance of a concentrated mix of complementary, well- integrated land uses within walking distances of transit stations.  Encourage minimum higher densities and minimum ﬂ oor area ratios.  Address the need for an integrated pedestrian, bicycle and street network.  Encourage reduced parking requirements.  Stress the need to use urban design to enhance the community identity of station areas and to make them attractive, safe and convenient places through building and site design, streetscape elements and open space.

Successful transit oriented districts generally have a mixture of uses, concentrated or compact development, an interconnected street network, a pleasant pedestrian and bicy- cling environment, storefronts and buildings with minimal setbacks, and a strong sense of place with public amenities and streetscapes.

In addition, the Joint Development Principles and Policy Guidelines were adopted by local governing bodies and the Metropolitan Transit Commission in 2003 (see Attachment 12). This document provided another framework in drafting the Zoning Text Amendments. Like the Transit Station Area Principles, this document encourages and promotes transit supportive development at transit stations. Speciﬁ cally, it outlines speciﬁ c programs, strategies and tools that can be used to implement the Transit Station Area Principles and the Station Area Concepts and Plans.

Both documents were the springboard for development of the Transit Oriented Develop- ment (TOD) Zoning Districts. TOD includes three base zoning districts, as summarized on the following page:

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ZONING ORDINANCES THAT SUPPORT  Transit Oriented Development – Residential (TOD-R) INCREASED The TOD-R district is established to support high-density residential com- DEVELOPMENT munities that also accommodate a limited amount of retail, institutional, civic, DENSITY IN TRANSIT restaurant, service and small employment uses. Densities range from a mini- STATION AREAS mum of 20 dwellings per acre within ¼ mile walking distance from a transit (continued) station, to a minimum of 15 dwellings per acre between ¼ to ½ mile walking distance from a transit station. A limited amount of retail development is also allowed.

 Transit Oriented Development – Employment (TOD-E) The TOD-E district is established to accommodate primarily high intensity offi ce uses or offi ce support services in a pedestrian-oriented setting. High intensity offi ce uses and offi ce support services require a fl oor area ratio (FAR) of .75 within ¼ mile walking distance from a transit station, or a minimum FAR of .5 between ¼ mile to ½ mile walking distance from a transit station. Employment uses are required to comprise a minimum of 60 percent of the new development. A limited amount of residential and/or retail development is also allowed.

 Transit Oriented Development – Mixed Use (TOD-M) The TOD-M district is established to support a blend of high-density residential, high intensity employment/offi ce, civic, entertainment, and institutional uses, as well as a limited amount of retail uses in a pedestrian friendly area. Again, high intensity offi ce uses, offi ce support services, civic, entertainment and institutional uses require a minimum FAR of .75 within ¼ mile to ½ mile walking distance from a transit station, or a minimum FAR of .5 between ¼ mile to ½ mile walking distance from a transit station. This district allows maximum fl exibility. Projects can include high-density residential, offi ce or a mixture. In addition, a limited amount of retail development, typically 20 percent of the total development gross square footage, is allowed.

35 Transit Overlay Zoning

 Transit Supportive Overlay District (TS) The TS district was adopted in 2005 to promote a transit supportive form of development in transitional areas where the market for “pure” transit oriented development is not fully developed (Attachment 17). This district will overlay on existing zoning categories and will allow many of the uses allowed in the underlying zoning districts. However, development will be required to be of an urban form, with buildings brought to the street to facilitate pedestrian access. The minimum residential density is 12 units per acre where a station area plan has been adopted, or a minimum of 10 units per acre where no plan has yet been adopted. The minimum ﬂ oor area ratio is .5 where a station area plan has been adopted and .35 where no plan has yet been adopted.

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ZONING 36 Zoning incentives for increased development in station areas (density ORDINANCES bonuses, housing fund subsidies, regulation relaxation, expedited THAT SUPPORT zoning review, etc.) INCREASED DEVELOPMENT DENSITY IN As described previously under the Transit Station Area Principles, the TOD zoning TRANSIT districts and the TS district STATION AREAS developed for transit station areas include minimum densities and intensities instead of maximums. The amount of allowed development will (continued) be limited only by required building setbacks and height limits, resulting in signiﬁ cant relaxation of existing density limitations. Similarly, the UMUD, MUDD and PED Overlay districts do not have minimum densities, but are instead limited only by building setbacks and height limits.

Currently, the City has a process to route all properties zoned TOD, TS, UMUD, MUDD or PED through a coordinated interdepartmental review process designed to provide all the development comments at one time, instead of department-by-department, thus reducing conﬂ icts and time for review.

ZONING 37 Zoning regulations that allow mixed-use development ORDINANCES THAT ENHANCE THE TRANSIT- ORIENTED  Uptown Mixed Use District (UMUD) CHARACTER OF The Uptown Mixed Use District (UMUD) permits and encourages the coor- STATION AREA dinated development of retail, employment, hotel, convention, high density DEVELOPMENT residential and other uses to strengthen the high-density core of the Uptown AND PEDESTRIAN ACCESS area. UMUD is approved based upon predetermined standards in the Zoning Ordinance, but UMUD-Optional can be approved for innovative rezoning pe- titions that seek sensitivity to the pedestrian environment, urban design, open spaces, signs and street furniture.

 Mixed Use Development District (MUDD) The Mixed Use Development District (MUDD) encourages mixed use development and supports retail and employment uses while maintaining a strong emphasis on pedestrian scale, urban development and amenities. The district is intended to be applied outside the Center City to encourage mixed use development and alternative development possibilities in other areas.

 Pedestrian Overlay District (PED) The purpose of PED is to re-establish an urban fabric by promoting a mixture of uses in a moderate intensity, pedestrian-oriented setting. The district encourages the reuse of existing buildings that contribute to the unique character or history of the area. The standards also encourage high quality design, mixed use development, the use of public transit and development that complements adjacent neighborhoods.

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ZONING 38 Zoning regulations addressing placement of building footprints, pedes- ORDINANCES trian facilities, façade treatments, etc. THAT ENHANCE THE TRANSIT-ORIENTED CHARACTER OF The TOD, MUDD, UMUD, PED and TS zoning districts are designed to support urban STATION AREA forms of development. DEVELOPMENT AND PEDESTRIAN  Minimal setbacks allow buildings to directly front the street. The UMUD and ACCESS MUDD districts have 12-foot and 14-foot setbacks from the curb, respectively. TS zoning requires a 16-foot setback. The setback requirements for areas zoned PED and TOD are to be determined by approved streetscape plans and depend on the geography in which they are located, while providing enough room for wide sidewalks and street trees and, in some areas, outdoor dining and other amenities.

 Parking in the MUDD, PED, TOD and TS zoning districts must be located to the side or rear of buildings and cannot be located between the building and the street, so that pedestrians do not have to walk through parking lots to reach their destination.

 Urban design standards in the UMUD, MUDD, PED, TOD and TS zoning districts are designed to encourage development that is inviting to pedestrians. Long expanses of blank walls (over 20 continuous feet, without architectural interest) are prohibited, and clear glass windows are required along at least 50 percent of all commercial, civic and institutional buildings. The fi rst fl oor facade of all buildings, including structured parking facilities, is to be designed to encourage and complement pedestrian- scale, interest and activity. Design elements are required on facades to animate and enliven the streetscape. Elements may include ornamentation, molding, rustication, stringcourses, belt courses, changes in material or color, and architectural lighting. Or, design elements may be incorporated in the site design: works of art, fountains and pools, street furniture, stoops, landscaping and garden areas and display areas. No refl ective surfaces are permitted on the street level façade.

 Building entrances opening to the street are required in PED, TOD and TS districts. In the TOD zoning districts, at least one or more operable entrances per building are required when a lot abuts a public street, public open space or a transit station, when a building face is within 100 feet of a public right-of-way, and when a building face is within 100 feet of a light rail transit station platform or loading area. Such entrances are required to be distinguishable from the rest of the building to provide a sense of entry and to add variety to the streetscape. On corner lots, buildings may provide one main entrance oriented to the corner or facing either of the streets.

 Connectivity and circulation standards are contained within the TOD and TS zoning provisions. Uses in these districts are to be integrated with the surrounding community, easily accessible and have a good internal circulation system for a variety of travel modes. The pedestrian sidewalk system should provide internal sidewalk connections in addition to the sidewalk requirements along street frontages, and external connections from the buildings to adjacent transit facilities, bicycle facilities, multi- use trails, parks and greenways. In addition, the on-site pedestrian circulation system should be lighted to a level where employees, residents and customers can safely use the system at night. Bicycle parking and storage facilities are also required.

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ZONING  Urban open spaces for public congregation and recreational opportunities are ORDINANCES required in the TOD and TS zoning districts for all new buildings with a gross ﬂ oor THAT ENHANCE THE TRANSIT-ORIENTED area over 50,000 square feet. Such buildings CHARACTER OF must provide useable open space behind the STATION AREA setback proportionate to the building square DEVELOPMENT footage. Open space requirements are based on AND PEDESTRIAN ACCESS the lot size; for example, if the lot size is under 20,000 square feet the open space require- (continued) ment is 1/200 of GFA. The open space may be either public or private, located outside, or on rooftops, enclosed on the ground ﬂ oor, and improved with seating, plantings, and pedestrian amenities, and be visible from the street or pedestrian areas. FAR credits are allowed when open space is available to the public.

TOD and TS zoning districts require open space for all new buildings over 50,000 square feet.

39 Architectural design guidelines and mechanisms for implementation and enforcement of these guidlines

 The TOD and TS zoning districts require that the base of buildings exceeding fi ve stories in height provide architectural design so the fi rst three fl oors above street grade are distinguished from the remainder of the building with an emphasis on design elements that will enhance the pedestrian environment. Such elements can include cornices, belt courses, string course, rustication, corbelling, moulding, ornamentation, changes in material or color, recessing, architectural lighting and other sculpting of the base. In addition, the design of the building façade is to pay attention to the appearance both during the day and at night. Special attention is given to the design of windows in the base; band windows are discouraged and recessed windows and the use of arches, pediments, mullions and other treatments are encouraged.

 In the TOD and TS districts, the top treatment of buildings is also important. All rooftop mechanical equipment on buildings over 60 feet in height are required to be screened from public view from below by parapet wall or similar architectural treatments. Buildings under 60 feet in height must screen all rooftop mechanical equipment from public view from above or below (based on the type of mechanical equipment used) by integrating it into the building and roof design.  In addition to the issues discussed above, the UMUD, MUDD, PED, TOD and TS zoning districts contain additional requirements for development at the pedestrian level. These include standards for building canopies, arcades and balconies, signage

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ZONING requirements and requirements for the design of parking decks. All of these stan- ORDINANCES dards are designed to help provide a pedestrian friendly environment. THAT ENHANCE THE TRANSIT-ORIENTED  Applicants who are planning any development or redevelopment within a UMUD, CHARACTER OF STATION AREA MUDD, PED, TOD or TS area are required to meet with the staff of the Charlotte- DEVELOPMENT Mecklenburg Planning Department, Charlotte Engineering and Property Manage- AND PEDESTRIAN ment Department and Charlotte Department of Transportation at two points in the ACCESS design process: (1) during the conceptual design process in order that the staff may (continued) offer input into urban design objectives, and (2) during the design for development stage to ensure that the plans meet the desired objectives and minimum standards for each district. Building permits cannot be issued until the Planning Department staff approves the proposal as being in conformance with the zoning ordinance.

Residential and commercial parking requirements (minimums and/or ZONING 40 ALLOWANCES maximums) in station areas under existing zoning FOR REDUCED PARKING Charlotte’s urban zoning districts require substantially less parking than the suburban districts. UMUD, MUDD and PED require a minimum of 1 space per residential unit while suburban districts typically require 1.5 spaces per unit. The TOD and TS districts have a minimum of one space per dwelling unit for properties on blocks with single family zoning, no parking minimum for all other properties and a maximum of 1.6 spaces per dwelling unit.

Parking for non-residential uses is also greatly reduced. MUDD requires a minimum of 1 space per 600 square feet of non-residential space, while business and ofﬁ ce districts require a minimum of 1 space per 300 square feet. For most commercial uses, the TOD and TS districts have no parking minimums, except for restaurants/nightclubs within 800 feet of single family zoning and parking maximums of 1 space per 300 square feet for ofﬁ ce uses and 1 space per 250 square feet for retail uses.

41 Zoning ordinances providing reduced parking requirements for development near transit stations

The zoning districts that will be used around transit stations all provide for a signiﬁ cant reduction in parking below the typical standards in Charlotte-Mecklenburg. The TOD and TS districts have a minimum of one space per dwelling unit for residential properties on blocks with single family zoning, no parking minimum for all other residential properties and a parking maximum of 1.6 spaces per dwelling unit.

For most commercial uses, the TOD district has no parking minimum and the maximum parking allowed for ofﬁ ce uses is 1 space per 150 feet of restaurant/nightclub space, but no more than 1 space per 75 square feet of building area. This minimum/maximum is included to prevent spillover restaurant/nightclub parking into adjacent residential areas. Parking maximums may be exceeded up to a total of 30 percent of the maximum in some circumstances.

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Promotion and outreach activities by the transit agency, local jurisdic- II-C 42 TOOLS TO tions, and/or regional agencies in support of station area planning, IMPLEMENT growth management, and transit-oriented development TRANSIT- SUPPORTIVE Residents in Charlotte-Mecklenburg have a role in the decisions shaping what transporta- POLICIES tion systems and services will be part of their communities. The Charlotte Area Transit OUTREACH TO System (CATS) has used a number of techniques to ensure public input is incorporated GOVERNMENT in the decision-making process. CATS views the citizen as the transit consumer who AGENCIES AND can help identify public values and needs, gather information and help build consensus THE COMMUNITY on programs as the new rapid transit system is developed. The Charlotte-Mecklenburg IN SUPPORT OF Planning Department has also made extensive public involvement a long-standing stan- TRANSIT dard practice in land use planning. Local citizens expect to be involved. SUPPORTIVE PLANNING Indeed, in 1998 the voters of Mecklenburg County gave a solid 58 percent majority to passage of a referendum supporting the imposition of a local half-cent sales tax dedicated to transit. In 2007, voters again afﬁ rmed the half-cent sales tax for transit, this time with a 70 percent majority.

A specifi c effort is made to ensure that special population groups are included in the public involvement process. Often, this segment of the population is least likely to participate. It is important that these residents are aware of proposals that can benefi t them or their neighborhoods. During the construction of several large City projects, a combined communications strategy was implemented. This combined messaging for the construction of the state’s fi rst light rail and for infrastructure work that was being done along the South LRT corridor, allowed the City to send one message to residents.

Gold Line corridor public meeting

Because of the success of this combined communications strategy, this model is being used for the Blue Line Extension – and now, the Gold Line – and is guided by the following goals:

 Provide integrated communications that gives complete and accurate information on the project to the community, business and key partners starting from ﬁ nal design through planning and construction.  Maintain and enhance the current level of public support within the community for construction of the CityLYNX Gold Line.  Educate local businesses, commuters and the public adjacent to the CityLYNX Gold Line regarding construction safety measures.

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OUTREACH TO These goals are achieved through the following measures: GOVERNMENT AGENCIES AND  establishing an integrated communication team consisting of key City departments THE COMMUNITY and partners; IN SUPPORT OF TRANSIT  developing an all-inclusive database of stakeholders, elected offi cials, media, SUPPORTIVE business leaders, association, organizations, neighborhood leaders and infl uential PLANNING organizations to assist in (continued) communicating messages to the public impacted along the corridor.  educating, informing and engaging stakeholders and the general public about the CityLYNX Gold Line project;  designing a process and tools where the public has convenient, easy access to current and accurate information; Gold Line public meeting in the Western segment  proactively keeping businesses informed about closures, detours, etc. before and during construction;  engaging residents, businesses, neighborhood leaders and infl uential organizations to assist in communicating messages to the public impacted along the corridor;  engaging the media throughout the project to ensure an open communication process;  establishing project branding design and key messages throughout the project; and  ensuring construction safety messages are delivered to the public.

43 Inter-local agreements, resolutions, or letters of endorsement from other government agencies in support of coordinating land use planning with transit investment

The Charlotte Area Transit System (CATS) was created in 1998 pursuant to an Interlo- cal Agreement between the City of Charlotte, Mecklenburg County and the six towns in Mecklenburg County to develop and operate a regional transportation system for the area. CATS, technically a City department, works closely with the City and County managers, staff of the Charlotte-Mecklenburg Planning Department, other City departments, public ofﬁ cials from the six towns in Mecklenburg County and representatives of jurisdictions outside of Mecklenburg County.

Outreach to government agencies and the community, regarding the Gold Line, is outlined in the corridor’s Public Involvement Plan (see Attachment 20). The plan reﬂ ects the City of Charlotte’s well-established history conducting proactive public outreach

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OUTREACH TO programs in the community to achieve public awareness and interaction throughout the GOVERNMENT entire project development process. AGENCIES AND THE COMMUNITY Previous public involvement efforts related to the Blue Line Extension were linked IN SUPPORT OF TRANSIT to the development of the 2025 Integrated Transit/Land Use Plan, completed in 1998 SUPPORTIVE and the Major Investment Study, completed in 2002. The 2025 Plan was updated and PLANNING adopted by the Metropolitan Transit Commission (MTC) in 2006 as the 2030 Transit (continued) Corridor System Plan. These plans, developed by the City of Charlotte and Mecklen- burg County, in conjunction with the six incorporated towns in the county, provide the foundation of effective public involvement strategies and techniques that could be used in future project development phases.

44 Actions of other groups, including Chambers of Commerce, professional development groups, citizen coalitions, as well as the private/commercial sector, in support of transit-oriented development practices

While the public sector is responsible for provision of transit facilities and development policies and regulations along the corridors, the success of transit oriented development concepts rests primarily with the private sector’s willingness to undertake such development. For that reason, the participation of the private sector in transit planning is critical.

The Charlotte development community has demonstrated support for regional transportation planning, focusing particularly on roads; transit and land use planning; and remains committed to the concept of transit oriented development around the CityLYNX Gold Line.

Efforts are ongoing to engage representatives of the development and business community in dialogue about transit-supportive development around this project. Discussions have been held with representatives on the CityLYNX Advisory Committee, which consists of City of Council-appointed individuals who represent sections of Charlotte that are directly affected by the project.

Discussions have also been held with neighborhood associations affected by the project, as well as the Charlotte Center City Partners which represents the uptown neighborhoods and businesses. In addition, discussions are ongoing with Johnson C. Smith University and Johnson & Wales University representatives, as well as the Charlotte Chamber and major businesses along the line with future construction plans to be coordinated with development on the CityLYNX Gold Line.

45 Public outreach materials and brochures

CATS has used a number of techniques to ensure public involvement and incorporation of public input into the decision-making process. See Attachment 21 for a sampling of public involvement materials used on the Gold Line project.

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REGULATORY 46 Regulatory incentives (e.g. density bonuses, streamlined processing of AND FINANCIAL development applications) for developments near transit INCENTIVES TO PROMOTE In 2003, the Charlotte City Council, Mecklenburg Board of County Commissioners, TRANSIT- Metropolitan Transit Commission and Charlotte Board of Education passed the Joint SUPPORTIVE Development Principles and Policy Guidelines (Attachment 12). The principles provide DEVELOPMENT a framework for local government to promote transit supportive development around rapid transit stations. The Joint Development Principles and Policy Guidelines outline a comprehensive approach to implementing transit oriented development in station areas.

The document also outlines a range of regulatory incentives to be applied to transit station areas. A key component of Charlotte’s regulatory strategy is public sector initiation of changes to transit oriented zoning to allow and ensure that transit oriented development occurs around stations. In addition to zoning, other regulations (transportation, planning, engineering, building) have been reviewed and amended to facilitate transit supportive development.

Streamlining the permitting process for transit supportive development is another of the strategies identiﬁ ed in this document. Properties zoned TOD or TS are routed through a coordinated interdepartmental review process designed to provide all the development comments at one time, instead of department by department, thus reducing conﬂ icts and time for review. There is a similar process for the urban zoning districts, including PED, MUDD and UMUD.

47 Zoning requirements for trafﬁ c mitigation (e.g. fees and in-kind con- tributions) and citations of how such requirements can be waived or reduced for locations near transit stations

The Charlotte Department of Transportation (CDOT) currently requires that traffi c analyses be performed for signifi cant new developments and, if warranted, that traffi c system improvements be made to mitigate impacts from new development.

In an effort to foster development near transit stations and in activity centers, and to balance transportation for all uses, CDOT has implemented ﬂ exible trafﬁ c impact study requirements and mitigation measures on a case-by-case basis.

48 Programs that promote or provide incentives for transit oriented development such as tax increment ﬁ nancing zones, tax abatement programs, and transit oriented loan support programs

The Joint Development Principles and Policy Guidelines identiﬁ es a variety of ﬁ nancial incentive programs to be used in Charlotte to support transit oriented development.

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REGULATORY AND FINANCIAL Incentive Programs That Support Transit-Oriented Development INCENTIVES TO PROMOTE  The City of Charlotte successfully used its Smart Growth Revolving Fund to TRANSIT- SUPPORTIVE provide $10 million for support of transit oriented development in light rail sta- DEVELOPMENT tion areas and to help enable the development of a streetcar starter alignment. (continued) The Smart Growth Revolving Fund helped fund acquisition of land around transit stations for transit supportive development and for funding strategic infrastructure investments that helped promote transit oriented development. At completion of the projects, the fund will have leveraged nearly $20 in private investment for every $1 invested by the fund. The City will look to duplicate this proven strategy by securing a recapitalization of the fund.

 The City has developed a Transit Investment Gap Financing Program, as identiﬁ ed in the Joint Development Principles and Policy Guidelines. This program funds a variety of strategic capital investments including land write- downs, infrastructure and streetscape improvements, building demolitions and project gap ﬁ nancing through subordinated debt. The fund is eligible to be used within the Business Corridor Geography, which includes all transit station areas. The fund is currently capitalized at $17 million.

 Another strategy identifi ed in the Joint Development Principles and Policies Guidelines is “project development fi nancing.” Since the document’s adoption, the state of North Carolina has created enabling statutes allowing for a variety of tax increment fi nance structures. The City of Charlotte has adopted a set of policy guidelines around the appropriate use of these new tools which include prioritization for transit supportive projects. The City has enabled a number of projects using these tools including a comprehensive mixed use development of eight city blocks in First Ward valued at over $800 million which surrounds a planned transit stop and includes structured parking and a new fi ve-acre public park amenity.

49 Other economic development and revitalization strategies for station areas or within the corridor.

The Center City 2020 Vision Plan (Attachment 22) provides an economic development framework for Uptown Charlotte and its surrounding neighborhoods, and outlines tools and strategies to implement the plan. Similarly, the West End Land Use and Streetscape Plan (Attachment 4), Elizabeth Area Plan (Attachment 23) and Sunnyside Pedscape and Land Use (Attachment 24) plans provide similar direction and implementation tools for the West and East segments.

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EFFORTS TO 50 Outreach, education and involvement activities targeted at the develop- ENGAGE THE ment community (including developers, property owners, and ﬁ nancial DEVELOPMENT institutions) COMMUNITY IN STATION AREA City Staff have engaged the development community in various ways. Key individuals PLANNING AND who represent major development opportunities along the corridor participate on the TRANSIT SUPPORTIVE CityLYNX Gold Line Advisory Committee. DEVELOPMENT  Grubb Properties, which owns a considerable amount of property along the line, is represented on the Advisory Committee by its executive director, Clay Grubb.  Johnson C. Smith University – the terminus of the Gold Line’s Phase 2 – is represented by the university’s president, Dr. Ronald Carter. As a result of their active involvement on the Gold Line project, the university changed future plans for an updated entrance that would be served by the Gold Line.  Johnson & Wales University, in the Central segment, and Novant Hospital in the Phase One segment, are represented on the committee.  Charlotte Center City Partners – which represents the vast majority of the uptown business community – partners with the City to disseminate pertinent project information to constituents. Center City Partners is engaged monthly to keep up to date on the project, and is also represented on the Gold Line Advisory Committee.

City Staff have also met with developers and property owners about potential transit- supportive developments along the Gold Line. City staff, including representatives from the City Manager’s Ofﬁ ce, CATS and the Planning Department, will continue to take a proactive approach with the development community, especially with respect to potential transit-supportive developments.

51 Transit oriented market studies

 Charlotte Streetcar Economic Development Study (Bay Area Economics, 2009) An economic evaluation of the proposed Gold Line was completed in 2009 by Bay Area Economics (BAE) for the entire 10-mile corridor (Attachment 25). The central ques- tion addressed by the study was how much funding could be anticipated from property value-based mechanisms and what would this amount of potential funding mean for the feasibility of the proposed streetcar.

The study involved identiﬁ cation of the lessons learned from other streetcar systems, a thorough evaluation of local Charlotte markets and the proposed corridor, and the preparation of detailed projections of potential property-value based funding. An academic literature review of streetcar systems was conducted, along with qualitative and quantitative case study assessments of streetcar systems in other cities and analysis of the LYNX Blue Line on property values. Local developers and stakeholders along the corridor were interviewed.

A detailed evaluation of development potential was conducted and scenarios formulated for alternative levels of development from 2010 through 2035 along the corridor. The

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EFFORTS TO range of available property value-based mechanisms was identifi ed and evaluated, and ENGAGE THE detailed projections were prepared that incorporate various assumptions about develop- DEVELOPMENT COMMUNITY IN ment, increases in property value and other factors. STATION AREA PLANNING AND Key fi ndings include projections based on three scenarios: No Build, Baseline, and Ac- TRANSIT celerated. Without the streetcar, for example, 6,600 multi-family units are likely to be SUPPORTIVE built on the corridor between 2010 and 2035. Assuming the streetcar stimulates greater DEVELOPMENT development, comparable to the potential rate along Charlotte’s other new transit cor- (continued) ridors, the baseline projection is 9,500 new units. An accelerated projection, based on “strong catalytic efforts from the new streetcar and supporting public actions,” would produce 11,300 new units. Offi ce space growth would range from 3.8 million to 4.5 million square feet in the three scenarios.

 Charlotte CityLYNX Gold Line Project: Economic Development Update Study (BAE Urban Economics, 2013) The original Bay Area Economics study in 2009 focused on the full 10-mile planned corridor of the Gold Line. In 2013 they updated their study to focus specifi cally on the market areas within the 2.5 mile Phase Two segment of the line that are included in this Small Starts application (Attachment 26). They looked in particular at (1) added economic development benefi ts that might be derived from Phase Two of the Gold Line, and (2) potential new fi scal revenues from both Phase One and Phase Two that could be used to help fi nance Phase Two of the Gold Line.

The development beneﬁ ts analysis compared Gold Line Phase Two with a “No Gold Line” scenario with existing bus service – and projected that over the next 20 years, building Gold Line Phase Two would result in 731 additional residential units, 21,800 square feet of additional retail space; 276,729 square feet of additional ofﬁ ce space, and 101 additional hotel rooms. This increase would occur because “homebuyer, renter and commercial tenant demand for locations along the Gold Line corridor, and motivate developers to invest in additional development.”

Table 5

Projected Additional Development From Gold Line Phase 2, 2015-2035

No Gold Line with Expected Scanario Extension Corridor Change/Increase Existing Bus Service With Gold Line Residential Units 1,189 1,920 731 units Retail Sq. Ft. 56,153 77,953 21,800 sq. ft. Ofﬁ ce Sq. Ft. 362,479 639,207 276,729 sq. ft. Hotel Rooms 288 389 101 rooms Source: BAE Urban Economics (May, 2013)

The ﬁ scal revenue analysis of the 2013 study considered the increase in property tax revenues from Phase One and eventual implementation of a Tax Increment Finance (TIF) district during Phase Two or the use of existing Municipal Service Districts in the area.

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EFFORTS TO A new TIF District would allocate only the net increase in assessed value and increase in ENGAGE THE real property tax revenues from new development (and improvements to existing proper- DEVELOPMENT COMMUNITY IN ties) but there would be no new revenues from existing development and no additional STATION AREA taxes paid by existing property owners who do not develop their properties. PLANNING AND TRANSIT Based on changes in assessed value over the next 20 years – in ﬁ ve-year increments – SUPPORTIVE and a TIF rate of 0.4370%, the annual Gold Line Revenue would be about $1.9 million DEVELOPMENT in 2020, then decline slightly to $1.7 million annually in the next decade (due to previ- (continued) ous commitments in the corridor) and then increase to $5.5 million annually in 2035.

Table 6

TIF Revenues for Expected Gold Line Scenario

Increment: Change Annual Gold Line Year Existing TIF Rate in Assessed Value TIF Revenue 2020 $ 560,704,555 0.4370% $ 1,960,223 2025 $ 1,121,409,109 0.4370% $ 1,718,598 2030 $ 1,752,930,422 0.4370% $ 1,724,548 2035 $ 2,354,133,419 0.4370% $ 5,497,176 Source: BAE Urban Economics (May, 2013) Note: The slight decline in annual revenues in 2025 and 2030 is due to previous committments to the Elizabeth Avenue Tax Increment Grant; once the TIG has been repaid, annual revenues increase as shown.

If the boundaries of existing Municipal Service Districts (MSD) in the corridor were expanded, or a new MSD created – with an assumed tax rate of 0.02 percent – the annual Gold Line MSD revenue would range from $1.2 million in 2020, to $1.55 million in 2035.

Table 7

New MSD Revenues From Phase 1 and Phase 2 of Expected Gold Line Scenario

Total Gold Line Annual Gold Line Year Assessed Value MSD Rate MSD Revenue 2020 $ 5,995,481,606 0.0200% $ 1,199,096 2025 $ 6,556,186,160 0.0200% $ 1,311,237 2030 $ 7,187,707,743 0.0200% $ 1,437,541 2035 $ 7,788,910,470 0.0200% $ 1,557,782

Source: BAE Urban Economics (May, 2013)

 Estimated Development Potential Around Phase One and Planned Gold Line Stations (Noell Consulting Group, 2014)

In 2014, an extensive market analysis was completed by Noell Consulting Group, again for the entire corridor. The study covered both the Phase One segment now under construction, and the three new segments that are part of this Small Starts application.

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EFFORTS TO The study analyzed market potential for the Gold Line and identifi ed development ENGAGE THE opportunities, target locations for development, a projected time frame and suggested DEVELOPMENT COMMUNITY IN strategies. The study also provides growth projections (Attachment 27). STATION AREA PLANNING AND The fi ndings of this market analysis are central to the development potential profi le of TRANSIT the corridor. Elsewhere in this report are found summaries of: SUPPORTIVE DEVELOPMENT  Strengths and challenges in each Gold Line segment (pages 91-94); (continued)  Market trends – offi ce, retail, rental residential and for-sale residential – in each segment (pages 95-97);  Development opportunities in each Gold Line segment (pages 98-105).

52 Joint development programs and proposals

The Joint Development Principles and Policy Guidelines, adopted in 2003, outline a joint development program for the City of Charlotte. In addition to the incentive programs described previously, the document recommends disposition of excess property purchased with transit funds. The policy states that this property should be used for transit supportive development, consistent with the station area plans. In addition, as the transit oriented development market matures, the possibility of converting CATS surface parking facilities to transit oriented development that incorporates the CATS parking needs is recommended.

Letters of endorsement or other indicators of support from the local 53 development community

See Attachment 28.

Description of public involvement process, including corridor and sta- 54 tion area transit supportive planning activities

The Gold Line has had a number of public involvement activities as the project has moved from Planning to Preliminary Engineering.

For both phases of the project, public involvement was tailored to the four segments discussed in this application – West, Central, Phase One and East.

Full inclusion was achieved by focusing meetings on a small geographic scale (the segments) and a larger geographic scale (corridor-wide meetings); by focusing on small groups (advisory board meetings, small group meetings) and large groups (public meetings, community workshops); and by holding meetings at various times of day and at different locations.

 Planning Phase — The public involvement process during this phase included meeting forums, which varied from advisory board meetings and public meetings at

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EFFORTS TO the segment level, to community-wide public meetings and interviews. Additionally, ENGAGE THE notiﬁ cation forums were made available that included postcards, letters, a dedicated DEVELOPMENT COMMUNITY IN website, newspaper advertisements, bulletin boards, brochures, newsletters and direct STATION AREA telephone contact. Comments were accepted through each of the meeting forums, PLANNING AND through the CATS website and through written comments, emails or telephone calls TRANSIT to the project team. SUPPORTIVE DEVELOPMENT  Preliminary Engineering Phase — The City of Charlotte hosted three rounds of (continued) public meetings in each of the segments, and a separate Streetcar Stop and Shelter Design workship during the 30 percent design phase. Public meeting notiﬁ cation occurred across a broad spectrum of media outlets as described above.

55 Description of the level of participation in transit planning activities and support for these activities by the general public and community groups

CATS has experienced a great deal of participation and support from its various publics, including corridor residents, community groups, local developers, elected ofﬁ cials and people in the general Charlotte area.

Interested members of the community seem to have a comprehensive understanding of the Gold Line project, not only in relation to streetcar, but also in relation to land use and economic development implications. This knowledge is often demonstrated by the types of questions people ask and the extensive input that the Gold Line team receives. Many of these questions and comments are detailed in Public Involvement Technical Memorandum (Attachment 29).

Whether sponsored by CATS, by the City or by community groups, meetings are generally well-attended and feedback is always gathered. Staff incorporates that feedback into the decision-making process so that when future meetings are held, staff can com- municate back to the public how the input was used. This raises credibility with members of the public and gives integrity to the public involvement process.

56 Public outreach materials and brochures

See Attachment 21 for an updated sampling of public involvement materials used in this project. There have been a number of techniques used to ensure public involvement and the incorporation of public input into the decision-making process.

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III-A 57 Documentation of projects that recently have been built consistent with PERFORMANCE transit-oriented design principles (higher density, orientation toward street, OF TRANSIT provision of pedestrian access from transit, etc.) SUPPORTIVE PLANS AND 58 Documentation of projects that incorporate a mix of uses or increased POLICIES amounts of housing

DEMONSTRATED Center City CASES OF DEVELOPMENTS Charlotte’s Center City, or Uptown, historically has developed with transit supportive AFFECTED BY uses. The Uptown area is divided into four quadrants: First, Second, Third and Fourth TRANSIT Wards. Each ward has evolved with a unique character. In addition to conventional SUPPORTIVE downtown ofﬁ ce and commercial functions, three of the four wards have experienced POLICIES substantial residential development in recent years. Second Ward has functioned as the government district, but the neighborhood master plan calls for establishing a residential neighborhood, and in 2014 a high-rise residential project was completed in that ward.

 First Ward

The dramatic change in First Ward in recent years is a remarkable story of inner city revitalization. In 1993, the Charlotte Housing Authority received a $41 million Hope VI grant from HUD to redevelop the 409-unit Earle Village public housing project. A 1997 concept plan was the basis for subsequent development in First Ward. Today, First Ward is a striking new community of apartments, single family homes and condominiums, in the shadow of Center City ofﬁ ce towers.

In the years since, First Ward has continued to experience major development, and is now poised for a new wave. In August, 2014, plans for a new “urban village” covering eight square blocks moved forward when the City Council and County Commission

Since 2001, 885 new residential units have been built in the revitalized First Ward. The Quarterside, above, includes retail on the ﬁ rst ﬂ oor.

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DEMONSTRATED agreed to provide tax relief to the developer, Levine Properties, for construction of CASES OF certain infrastructure improvements, contingent on completion of that work. The $700 DEVELOPMENTS million, 20-acre project envisons apartments, offi ces, restaurants, hotels, stores and a AFFECTED BY TRANSIT three-acre park in an eight-block area characterized now by surface parking lots. The SUPPORTIVE First Ward urban vilage will have access to light rail, and the western edge will be two POLICIES blocks from the Gold Line streetcar. (continued) In recent years, other major developments have been completed. The University of North Carolina at Charlotte completed its 150,000 square foot academic and offi ce tower for its Center City campus in 2011. Bank of America completed a 30-story offi ce tower in First Ward, across the street from its corporate headquarters; a 17-story Ritz-Carlton was part of the 2010 project. First Ward is also home to the Time Warner Cable Arena, home to the NBA Hornets franchise and Checkers hockey team, and also host to many concerts and family events.

 Second Ward

Once a bustling residential area, Second Ward had been without housing since urban renewal took place in the 1960s, until three small recent projects on the ward’s northern boundary on Tryon Street in the early 2000s. Now, in 2014, the Skye Condominiums – a project that included a Hyatt Place hotel – has been completed, and a large apartment development, Fountains Uptown, is also under construction.

Plans have also been unveiled by a major developer, Crescent Proper- ties, for an ambitious project to be called Tryon Place. It will include a 27-story ofﬁ ce tower, augmented by a mixed-use project that includes 600 apartments, a 450-room hotel, 70,000 square feet of retail, and a tree-lined “front porch” plaza front- ing Tryon Street.

Second Ward has been known as the ”government district” – home to City and County ofﬁ ces, the Mecklenburg County Courthouse, Law Enforcement Center, Charlotte branch of the Federal Reserve Bank, Mecklenburg Aquatic Center and the Charlotte Convention Center. Wells Fargo is also a major presence, with three ofﬁ ce towers and a nationally renowned park built on Crescent’s proposed Tryon Place is a proposed the roof of an underground parking mixed use development. garage.

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DEMONSTRATED CASES OF DEVELOPMENTS AFFECTED BY TRANSIT SUPPORTIVE POLICIES (continued)

After a half-century of primarily non-residential uses in Second Ward, new residential development is underway - including the 230 apartments at Fountains Uptown (above).

Projects that have changed the face of the district in recent years include two major entertainment attractions. The NASCAR Hall of Fame opened in 2010 in tribute to the heritage and history of NASCAR auto racing. In addition to 40,000 square feet of exhibits and artifacts, and a 275-seat theater, the facility includes a 102,000 square foot expansion to the Convention Center.

EpiCentre is an entertainment destination that opened in 2008 on the site of the City’s former convention center with movie theaters, restaurants, night clubs, retail and a hotel. The City contributed sidewalks, streetscape improvements and the platform that connects EpiCentre with the Blue Line light rail station.

EpiCentre is strategically located on the Gold Line in the heart of Uptown and across from the Time Warner Cable Arena. The Gold Line has several stations in Second Ward as part of the existing line (under construction) – CTC/Arena, Davidson Street and McDowell Street – and provides access to the 3rd Street/Convention Center and Charlotte Transportation Center/Arena light rail transit stations and nearby uses.

Second Ward’s future includes a return to its residential past. After urban renewal in the 1960s, no residential projects were built until the Ratcliffe was ﬁ nished in 2002. That year, the Center City 2010 Vision Plan recommended creating new housing in the district to weave the 11-block area into the fabric of the Center City neighborhoods.

Consequently, the Second Ward Neighborhood Master Plan (Attachment 30) was developed and adopted. The long-range plan calls for relocating some of the institutional buildings and reconﬁ guring the street grid, breaking up superblocks into smaller and varying block sizes to create an “urban fabric” that could eventually include neighborhood retail and services and a multi-story high school campus.

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The 240 units being built at Gateway West, near the Irwin Avenue streetcar station, are part of 809 units currently underway in Third Ward – and 930 more units have been proposed.

DEMONSTRATED  Third Ward CASES OF DEVELOPMENTS Third Ward is the most diverse of the four Center City quadrants. In addition to AFFECTED BY high rise ofﬁ ce and supporting retail development, Third Ward includes the Bank of TRANSIT SUPPORTIVE America NFL football stadium, the recently-completed BB&T Ballpark for Triple A POLICIES International League baseball, newly-opened Romare Bearden Park and surrounding (continued) entertainment facilities. North and west of the stadium is a neighborhood of single family homes, apartments and condominiums, reinvigorated in the early 1980s with new investment and construction.

Anchoring the west end of Third Ward is Bank of America’s 1.5 million square foot mixed use complex called Gateway Village, combining ofﬁ ce, residential, retail, restaurants and a park. Johnson and Wales University opened in the fall of 2004 with 1,200 culinary arts students and current enrollment exceeds 2,500 students.

The 48-story Duke Energy tower and the Levine Center for the Arts were completed in 2010. The mixed use campus includes street level retail, the 1,200 seat Knight Theater, Wake Forest’s Business School, the Bechtler Museum of Modern Art, a new Mint Museum of Art and the Harvey B. Gantt Center for African American Arts and Culture. Future plans include a 46-story condominium tower.

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DEMONSTRATED Other plans for the area include the new Charlotte Gateway Station that will serve the CASES OF Gold Line streetcar, the proposed LYNX Red Line commuter rail, Amtrak, local bus DEVELOPMENTS AFFECTED BY service and possibly inter-city bus service. The North Carolina Department of Trans- TRANSIT portation is spearheading the multi-modal development and are currently doing pre- SUPPORTIVE liminary engineering. The $150 million project will also include privately-built ofﬁ ce, POLICIES retail and residential near the station. (continued) Third Ward has been an active site for residential development in Center City, with 2,123 units built between 2000 and 2007. Since 2011, after plans were announced for the now- completed BB&T Ballpark and Romare Bearden Park, it has been the focal point especially of high-rise residential development. In the last three years, the 462- unit Catalyst has opened, another 809 units are currently under construction in three projects, and still another 930 units have The Element Uptown, with 362 units, is nearing completion. The been proposed in 21-story building is across the street from the new BB&T Ballpark three additional (to the right) and faces Romare Bearden Park. projects.

 Fourth Ward

Outside of the Uptown ofﬁ ce core, this predominantly residential neighborhood blends restored 19th-century homes with newer construction designed for historic compatibility. It is home to over 3,000 people, dozens of Victorian homes, the McColl Center for Visual Art and the Charlotte Ballet studios. Along the edge of the neighborhood is the North Tryon arts and entertainment district, as well as upscale condominiums. Several projects have combined ofﬁ ces, retail and restaurants on the Tryon Street side, with residential on the Church Street side.

Fourth Ward is an example of successful public-private partnerships over the years. In the 1970s, the North Carolina National Bank (predecessor of Bank of America), neighborhood activists and City government set out to restore properties in the declining inner city area as an urban in-town neighborhood. Fourth Ward’s prosperity today testiﬁ es to the success of this strategy.

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DEMONSTRATED Since 2000, eleven residential CASES OF projects have added 1,719 DEVELOPMENTS AFFECTED BY housing units in Fourth Ward, TRANSIT (see page 13 for photos and SUPPORTIVE page 15 for a list of projects). POLICIES Another 1,122 more units are (continued) either under construction or proposed.

The 24-story Skyhouse Uptown (right) began construction on 336 units in early 2014. Then, in June, 2014, the Atlanta-based developers, Novare, announced plans for a second 24-story tower to be built across the street.

Also on the drawing board in Fourth Ward are the 230-unit Contravest Gateway and the 200-unit The Lofts at NC Music The Skyhouse tower is under construction, and plans Factory. for a second tower have been announced.

Gold Line Streetcar

The Gold Line route traverses Center City on Trade Street, the dividing line between- the four wards. The Central Segment serves both Third Ward and Fourth Ward, and parts of First Ward and Second Ward (the Phase One Segment also serves portions of First and Second Ward).

The Gold Line’s West and East segments serve areas just beyond the I-277 inner belt that marks Center City. This section will focus on those two segments, as well as on the Phase One Segment which was previously funded and is now under construction. Since that segment lies between the Central and East segments, it is also included.

 Gold Line West Segment

The West segment of the Gold Line has had more limited development and redevelopment activity, split between some residential, small scale retail and institutional uses. In recent years, 116 residential units and 100,000 square feet of retail and ofﬁ ce space have been added. Summit Avenue condos

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DEMONSTRATED Table 8 CASES OF DEVELOPMENTS Recent Development in the Gold Line West Segment AFFECTED BY HOUSING RETAIL/ PROJECT AND LOCATION TRANSIT UNITS OFFICE sq. ft. SUPPORTIVE Viburnum Way condos (Viburnam Way Court) 24 -- POLICIES (continued) Summit Avenue Condos (105 South Summit Avenue) 12 -- Mosaic Village (1601 West Trade Street) -- 8,000 Johnson C. Smith University Science Center (100 Beatties Ford -- 69,000 Road) Charlotte-Mecklenburg Police Department Metro Division Police -- 10,000 Station (1118 Beatties Ford Road) Family Dollar (1720 West Trade Street) -- 13,000 TOTAL 116 100,000 Source: Charlotte-Mecklenburg Planning Department

 Gold Line Phase One Segment

The Phase One Segment of the Gold Line – previously funded by an Urban Circulator Grant and now under consutrction – links the Gold Line’s Central and East segments. It continues to experience development and redevelopment activity. Many projects have incorporated a mix of uses and, similar to development in the East segment, reﬂ ect the City’s transit supportive policies as a result of urban zoning districts and the PED Overlay. This segment has also had the most activity with institutional growth from both Central Piedmont Community College (CPCC) and Novant Presbyterian Hospital. In recent years, 458 residential units and over 1 million square feet of retail and ofﬁ ce space have been added.

Table 9 Recent Development in the Gold Line Phase One Segment HOUSING RETAIL/ PROJECT AND LOCATION UNITS OFFICE sq. ft. Novant Presbyterian Hospital Renovation (200 Hawthorne) -- -- Providence Plaza Ofﬁ ce Building (120 Providence Road) -- 40,000 Central Piedmont Community College (1201 Elizabeth Avenue) -- -- Cherry Gardens Senior Apartments (506 Avant Stret) 42 -- Kings Neighborhood Retail (233 South Kings Drive) 8,500 The Metropolitan at Midtown (1111 Metropolitan Avenue) 737,000 Grubb Elizabeth (Elizabeth Avenue) 250,000 Astoria at Metropolitan (201 Kings Drive) 261 7,700 Metropolitan Hotel/Residential (Metropolitan Avenue) 155 175 hotel rrms TOTAL 458 1,043,200 Source: Charlotte-Mecklenburg Planning Department

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DEMONSTRATED  Gold Line East Segment CASES OF DEVELOPMENTS Numerous projects have been completed along the East segment as a result of changes AFFECTED BY in policies and zoning – speciﬁ cally the Pedestrian Overlay District (PED). The design TRANSIT of these projects reﬂ ects the City’s transit supportive policies. Most of the projects have SUPPORTIVE POLICIES taken advantage of parking reductions and feature structured parking and doors that connect directly to public walkways. (continued) In recent years, there have been seven projects developed adding 51,000 square feet of retail development and 623 residential units.

Table 10

Recent Development in the Gold Line East Segment HOUSING RETAIL/ PROJECT AND LOCATION UNITS OFFICE sq. ft. Harris Teeter Supermarket Redevelopment (Central Avenue) -- 51,000 Mercy Hospital Renovation -- -- The Edison Apartments (1800 Commonwealth Avenue) 63 1,500 Plaza Vu Condos (2113 McClintock) 24 -- Elizabeth Square Apartments (730 Hawthorne Lane) 267 -- Metro 808 Apartments (808 Hawthorne Lane) 237 -- Ridgeway 32 Apartments (532 Ridgeway Avenue) 32 -- TOTAL 623 51,000

Mercy Hospital – Carolinas Medical Center

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STATION AREA 59 Description and plans for new development, including joint development DEVELOPMENT proposals, including size, types of uses and expected dates of start of con- PROPOSALS struction and completion AND STATUS Central and Phase One Gold Line Segments

These two Gold Line segments in the heart of Center City have experienced the most development and redevelopment activity, but there is interest throughout the line. Plans are being made in all four Wards that comprise Uptown, or Center City.

First Ward

 First Ward Urban Village is a proposed $700 million development that will span eight square blocks, now largely vacant. Levine Properties envisions apartments, ofﬁ ces, restaurants, hotels and stores in a “village” setting on the 20-acre site. About 50 of the 200 units proposed so far are expected to be affordable housing. In Au- gust, 2014, the Charlotte City Council and Mecklenburg Board of County Commis- sioners agreed on tax relief for certain infrastructure improvements being made by the private developer, contingent on their completion. The area covers roughly the land between Imaginon and the new UNC Charlotte Center City campus tower. The western edge will be two blocks from Trade Street and the Gold Line streetcar.

 First Ward Park will be developed by a private-public partnership involving Levine Properties, UNC Charlotte, Mecklenburg County and the City of Charlotte. The park is part of the $700 million Levine investment in the First Ward neighborhood. It will be built across from ImaginOn and along the Blue Line light rail, bounded by Seventh, Ninth and Brevard streets. The park is expected to open in 2015.

 Tivoli Properties is planning a 30-35 story residential tower on the current site of Cosmos Café and other tenants located at the corner of North College and 6th streets. The project will include ground ﬂ oor retail and up to 330 residential units.

 The Carolina Theatre building on Tryon Street was purchased by The Foundation for the Carolinas from the City in 2012 for $1. The organization hopes to start construction in 2016 on a “boutique” mid-rise ofﬁ ce building with civic and non-proﬁ t organizations as primary tenants. Bank of America donated $5 million to launch a $25 million fund-raising campaign.

Second Ward

 Crescent Communities plans a 27-story mixed use ofﬁ ce tower which could include 600 apartments, 70,000 square feet of retail (including a grocery store) and a 450- room hotel, according to preliminary plans announced in March, 2014. The site for “Tryon Place” is just south of the Levine Center for the Arts on South Tryon Street, the north-south spine of Center City.

 Portman Holdings is planning a 15-story ofﬁ ce tower to be built atop a parking deck next to the Westin Hotel at the corner of College and Stonewall streets. The design also calls for a 1/3 acre green space to be built over the top of the deck.

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STATION AREA DEVELOPMENT PROPOSALS AND STATUS (continued)

artist’s rendering of proposed Brooklyn Village development in Second Ward

 Brooklyn Village is a major mixed use project envisioned for Second Ward. Once several agreements between the County, School Board and the City are complete and approved by elected ofﬁ cials, the County will lead an effort to select developers to transform Marshall Park and the Board of Education property into a new mixed-use neighborhood called Brooklyn Village. Redevelopment could include housing, a new park, retail space and possible ofﬁ ce uses.

 Embassy Suites will develop a nine-story, 230-room hotel across the street from the NASCAR Hall of Fame and Charlotte Convention Center. The hotel will include ground ﬂ oor retail and restaurant space.

 Marriott Hotels will break ground in January, 2015, on a 20-story hotel tower at the EpiCentre entertainment complex on the Gold Line, across from Time-Warner Cable Arena. The $70 million project will have a total of 302 rooms in two Marriott brand hotels.

Third Ward

 The Charlotte Gateway Station multi-modal facility will be a regional transportation hub with service from Greyhound bus, local and express buses, Amtrak trains, and the Gold Line streetcar. The station will be the anchor of a multi-phase development intended to create a vibrant new employment center (see illustration on page 100).

 Charleston-based Greystar Real Estate Partners is exploring the development of a 26-story residential tower adjacent to the BB&T Ballpark and Romare Bearden Park. The building will include some retail space on the ground ﬂ oor.

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STATION AREA  Woodfi eld Invest- DEVELOPMENT ments began con- PROPOSALS struction in 2014 on a AND STATUS residential develop- (continued) ment at 300 Graham Street, across from the new BB&T Ballpark and Romare Bearden Park. The project includes 230 units. This will begin the trans- formation of this part of Third Ward from parking lots to a full- fl edged neighborhood. Woodfi eld development now under construction in Third Ward

Fourth Ward

 Skyhouse is a 336-unit, 24-story residential tower that broke ground in Fourth Ward in April, 2014. Just two months later, Novare announced plans for a second 24-story tower next door on North Tryon Street. Novare is building similar Sky House projects in Atlanta, Raleigh, Orlando, Houstin and Austin.

 Contravest plans to develop a mid-rise apartment building with 250 units. It will encompass the entire block just west of Gateway Village on the Gold Line Corridor.

 The NC Music Factory Lofts will be a mixed use development adjacent to the NC Music Factory in Fourth Ward. The ﬁ ve-acre site will include 200-250 residential units with approximately 40,000 square feet of retail in two ﬁ ve-story buildings. Features include balconies with skyline views, and a short walking distance to restaurants and performance venues.

East and West Gold Line Segments

The East and West segments of the Gold Line have not experienced as much development and redevelopment activity as the Central and Phase One segments, but there is interest. Both of these segments have great neighborhood charm and inﬁ ll development momentum.

 In the East segment, the Lofts at Hawthorne Mill will contain 150 residential units and 10,000 square feet of commercial square footage in the Elizabeth neighborhood.

 In the West segment, the planned townhome development on Bruns Avenue will contain 28 residential units.

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III-B 60 Description or inventory of land near transit stations that is vacant or POTENTIAL available for redevelopment, and the amount of development anticipated IMPACT OF for these parcels TRANSIT INVESTMENT ON There is a signiﬁ cant amount of land along Charlotte’s Gold Line that is available for REGIONAL DEVELOPMENT redevelopment. The table below shows the acreage that has been porposed for transit supportive redevelopment, and the acreage anticipated to be developed or redeveloped by 2035 for the existing segment and the three proposed new Gold Line segments. ADAPTABILIITY OF STATION AREA FOR TRANSIT Table 11 SUPPORTIVE DEVELOPMENT Transit Supportive Development and Redevelopment in the Gold Line Corridor Proposed Transit Supportive Redevelopment Anticipated Station Area Development (acres) By 2035 (acres) West Segment 154 35.3 Central Segment 195 57.0 Phase One Segment 228 37.7 East Segment 85 44.7 TOTAL CORRIDOR 662 174.7

Source: Noell Consulting Group (2014)

For the station areas in the inner portion of the corridor, those properties identiﬁ ed for transit oriented development have been determined to be appropriate for redevelopment if currently in use and the value of the land is greater than the value of the structure or the land is currently vacant. Many of these properties are strip commercial or older, obsolete nonresidential uses.

 The West segment has more limited land availability for redevelopment, but there is demand for student housing and residential revitalization in existing, stable neighborhoods. There is also potential for additional retail development, especially grocery and convenience retail.

 The Central segment has few challenges for redevelopment. There are a healthy number of surface parking lots that allow for the development of ofﬁ ce, residential and retail uses. The completion of Romare Bearden Park and the BB&T Ballpark has created anchors for future residential development.

 The Phase One segment contains a number of large institutional uses, including Central Piedmont Community College and Novant Presbyterian Hospital, both of which continue to grow, creating demand for additional ofﬁ ce and retail space. Marshall Park and many of the surrounding parcels are underutilized and have mixed-use development potential.

 The East segment has new multi-family development but other development sites from Novant Presbyterian Hospital north to Central Avenue are limited.

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ADAPTABILITY OF 61 STATION AREA Projected timeline for development of station area properties LAND FOR TRANSIT- SUPPORTIVE By 2035, the Gold Line corridor is expected to have nearly 11,000 new residential DEVELOPMENT units, 7.8 million square feet of new ofﬁ ce space and over 500,000 square feet of new (continued) retail. This development is expected to be pedestrian-friendly. Table 12, below, indicates the projected timeline for development in each segment.

Table 12 New Development Projected by 2035 in the Gold Line Corridor

Multi-Family Ofﬁ ce Retail Station Area (units) (sq. ft) (sq. ft) West Segment 573 63,828 75,787 Central Segment 4,944 4,298,087 208,539 Phase One Segment 3,185 3,332,419 111,123 East Segment 2,040 111,025 131,816 TOTAL CORRIDOR 10,742 7,805,539 527,265

Source: Noell Consulting Group (2014)

62 Amount of development allowed at station area buildout compared to existing amount of development

The table below sumarizes existing development in the Gold Line streetcar corridor. Development has continued to take advantage of urban zoning districts which result in more intense and pedestrian-oriented development.

Table 13

Existing Non-Residential and Residential Development in the Gold Line Corridor

Non-Residential Residential Station Area (sq. ft.) (SF & MF units) West Segment 1,624,678 1,765 Central Segment 35,111,978 5,452 Phase One Segment 18,037,050 1,864 East Segment 3,872,582 1,831 TOTAL CORRIDOR 58,646,288 (sq. ft.) 10,912 (units)

Source: Mecklenburg County Tax Parcel Data (2010)

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CORRIDOR 63 Regional and corridor economic conditions and growth projections ECONOMIC DEVELOPMENT For the last 25 years, the Charlotte urban area has been one of the fastest-growing in the United States. That high growth rate is expected to continue in the next 20 years as the metropolitan area population increases 48.2% – from 2,257,161 to 3,345,080 persons – between 2015 and 2035. During the same period, employment is expected to increase by 47.9%, growing from 1,204,814 to 1,781,545 jobs.

In 2015, the estimated total population within the six-county Metropolitan Statistical Area (MSA) transportation model (which includes some areas outside the county) is 2,257,161 persons in 4,294 square miles.

The comprehensive  Population of the Gold Line Corridor is estimated to be 18,374 in an area table at the end of 4.4 square miles. The corridor represents .1% of the county land area of this submittal and 1% of the Metropolitan Area population. Population density is 4,175 (pages 125-27) gives the full 2015 persons per square mile and is expected to double over the next 20 years. demographic proﬁ le for this geographic  Housing is expected to total 10,912 units in the corridor in 2015, and 1,678 area of these are legally binding affordability restricted. Within the corridor, there are 2,480 housing units per square mile, and 15% of these are legally binding affordability restricted.

 Employment in the Gold Line Corridor is estimated to be 88,053 persons in 2015, which represents 7% of the Metropolitan Area employment of 1,204,814. The corridor has an employment density of 20,012 persons per square mile.

Population and employment projections for the Gold Line corridor (pages 125-127) indicate growth will remain strong, with approximately 65,101 new jobs and 20,331 additional people expected to be added to the corridor between 2015 and 2035.

Charlotte-Mecklenburg’s growth policies – the Centers, Corridors and Wedges Growth Framework – are designed to capture a signiﬁ cant share of the county’s growth in the ﬁ ve designated Growth Corridors, including transit station areas and major Activity Centers such as Uptown Charlotte.

The Noell Consulting Group’s 2014 market study (see pages 73-74 and 91-105 of this report) reafﬁ rms that the station areas of the Gold Line Corridor could absorb signiﬁ - cant increases in population and employment, if the City continues to take a proactive approach in attracting transit oriented development to station areas.

The Bay Area Economics 2013 market analysis (Attachment 26) notes Charlotte’s economic growth even during the recession, with a net gain of 50,000 jobs between the pre-recession year of 2007 and 2011. Continued job and population growth in the region, and in Charlotte especially – and new development in the Gold Line corridor’s market areas – indicates that “Charlotte is well positioned for strong growth in the near- term and longer-term.”

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CORRIDOR ECONOMIC Factors Impacting Growth and Demand Potential in Gold Line Station Areas DEVELOPMENT (continued) West Segment

Source: Strengths include access to two freeways, the presence of Johnson C. Smith University, Conclusions from new student housing along the corridor, and stable neighborhoods and revitalization. Estimated Development Challenges are the relatively limited development occurring west of I-77, limited land Potential Around availability in the corridor for redevelopment, and moderate incomes that temper resi- CityLYNX Gold Line Phase 1 and 2 dential demand. Transit Stations Key Opportunities Noell Consulting  Secure a site for a grocery and convenience anchored-retail center/use. Group, 2014  Development of additional rental and perhaps for-sale residential around JCSU. (Attachment 27)  Perhaps small ofﬁ ces related to university programs or business development.

¯ S I-77 S I

-77 Hy Cemetary St French Street Exit 10c Ra ! N Summit Av Frazier Av W 6th St

Wake St B t e S a th tt ie West Segment W 5 s n St Campus Fo rd R St d Marti Flint St S Mill Rd I - ! 7 7 Johnson C. Smith University Ex

Flint St i t 1 0 b Dixon St So R lom a on St Bruns Avenue

! ery St

d Trade St Walf Montgom W y R ord Dr W T v ra A de Roslyn St Rozzelles Ferr

St Wesley Heights Way S Bruns Av Grandin Rd Duckwort

State Bacon Av Lima Av Sumter Av h Av Coxe Av Auten St

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CORRIDOR Central Segment ECONOMIC DEVELOPMENT (continued) Strengths are highlighted by the new Romare Bearden Park and BB&T Ballpark that create a missing focal point in Third Ward. Abundant surface lots east of Church Street allow for inﬁ ll development of ofﬁ ce, residential and commercial. Gateway Village is highly successful and establishes walkability west of the rail line. The presence of John- son & Wales University has created demand for space and student housing.

Challenges to development are very few along this portion of the corridor, although the potential for more walkable development close to I-77 is limited.

Key Opportunities  The new BB&T Ballpark and Romare Bearden Park create anchors for future residential development along Third and South Graham.  Gateway Center creates potential anchor for additional ofﬁ ce development along West Trade.  Continued Johnson & Wales growth creates further potential for new dining and residential opportunities.

N Church St ¯ St N Pine St W 7th

N Sm ! Tyron Street ith St Hearn Pl W 5th St N Poplar St

St h S 6t W Church St

N Graham St Mint Street

! CentralWilkes Pl Segment St S Poplar St h W 4t Cates St W 6th St

N Cedar St S Mint St

! Charlotte Gateway Station

N Clarkson St W 3rd St

W Trade St

Bv Johnson & Wales Jr g in ! K W 3rd St er uth S Cedar St n L N Irwin Av rti S G Ma W ra ham St St W 1st

! Irwin Ave

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CORRIDOR ECONOMIC Phase One Segment DEVELOPMENT (continued) Strengths include several major demand generators along the corridor, including Novant Presbyterian Hospital, CMC-Mercy Hospital, and Central Piedmont Community Col- lege. A major government center inside of I-277 along the corridor also creates signiﬁ - cant demand. The stable Elizabeth neighborhood to the east and Cherry to the south bring residential close to the corridor.

Challenges are that the government center area lacks much placemaking to date. Major institutions create ridership potential, but may temper private sector development.

Key Opportunities  Continued hospital growth will fuel demand for additional medical space.  Central Piedmont Community College growth could spur future demand for student housing (privately supplied) and retail.  Grubb Properties’ planned Elizabeth Avenue project could create walkable mixed-use locadtion along the eastern segment of the Phase One area.  Under-utilized acreage and Marshall Park create mixed-use potential inside of I-277.

Seigl 5th St ¯ E e Av E Av kson

1 Av 2th St Hawthorne and 5th

t Jac Dr S Hawthorn !

E 10th Central Armory T E r B a ro v o is A e Ln k E Bro Char sh okshire i Fr v E 11th St r re F lott r r D etowne Av Dr Elizabeth and Hawthorne ry en District D o Park t rm Gard h S A t ! N E 10t 5th S E Torrence St N M M S lk a cdowell S t W N Kings Dr rn bu Ry t E 9th St Phase One SegmentSam 9th S t E th St 8 t E P S e a Baldw s E 4th e I n L n d in e Terrace Ln p Av e M Central Pi edmont Community College side n d orrow St Park e ! n S Torrence St c v e A /I -2 eth 7 7 zab R Eli St a tor -4th Connec h St N L 3rd t E 6t o F n o E 7th S N M g St x N Davidson St E S t y J e o rs St h S Kings Dr n B N Caldwell e lk Che F N Alexande r rry St McDowell S treet E St J ! o t a h S E R n er t J th S r o k E B hn Be l e u 5th St John Belk Frl L E k R S a Davidson Street A l 3rd St C e E ecil x ! a St n M d e S Davidson St e tro r p rade St S S o E lit E T t Mcd J an o A h v ow n CTC/Arena B ell St e l ! k R a

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CORRIDOR East Segment ECONOMIC DEVELOPMENT (continued) Strengths include three major institutional anchors in this portion of the corridor: Novant Presbyterian Hospital, Carolinas Medical Center-Mercy Hospital, and Central Piedmont Community College. The Elizabeth neighborhood is highly stable and one of the most sought after intown areas. Independence Park in Elizabeth is one of the few parks along the Gold Line. The Plaza/Midwood neighborhood is seeing renewed retail and residential growth, becoming a hip intown neighborhood core.

Challenges to development are the limited development sites from Presbyterian Hospital north along Hawthorne Avenue to Central Avenue.

Key Opportunities  Continued hospital growth will fuel demand for additional medical space.  Independence Park is an under-utilized asset and has more signiﬁ cant potential as a focal point for new residential development.  Plaza-Midwood expansion is likely to stimulate further demand for multi-family and retail at the terminus of the Small Starts segment of the Gold Line,

¯ Sunnyside Av

Armory Dr

Park Dr

Louise Av v

Beaumont Av E Independence Bv Oakland A Central Av

Sunny

East Segment side Av Louise Av nd Av Oakla

E 8th St Sunnyside

Grac ! ie W Hawthorne Ln Hawthorne and 8th y !

E 5th St

Lamar Av

Bay St r D Lamar Av k ar P

Clement Av E 7th

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CORRIDOR ECONOMIC Market Trends in the Gold Line Corridor DEVELOPMENT (continued) Summary

The Gold Line corridor spans central Charlotte, with its strong existing market conditions and strong potential for continued growth. The corridor economic study (Noell Source: Group, Estimated Development Potential Around the Small Starts Portions of the Gold Conclusions from Line) summarizes market trends for the next 25 years in the following table. The com- Estimated plete data for each ﬁ ve-year interval is in the full economic report (Attachment 27). Development Potential Around Table 14 CityLYNX Gold Line Phase 1 and 2 Total Estimated Demand in the Gold Line Corridor, 2010-2035 Transit Stations Noell Consulting Estimated Estimated RENTAL FOR-SALE Group, 2014 Gold Line OFFICE RETAIL Apartment Residential Corridor Demand Demand Demand Demand (Attachment 27) Segment (square feet) (square feet) (units) (units) West 63,828 75,787 449 124 Central 4,298,087 208,539 3,368 1,576 Phase One 3,332,419 111,123 1,660 811 East 111,025 131,616 1,498 542 TOTAL 7,805,359 527,065 6,973 3,053

Source: Noell Group, 2014

 Ofﬁ ce Market

National Trends/Factors Creative-type offi ce space – including conversions of warehouses and funky rehabs of aging offi ce buildings – is gaining favor in many U.S. markets. Square feet per employee ratios are dropping nationally, due both to more open fl oor plan confi gurations as well as more people working from home or hoteling; the result is a decreasing demand for space over time.

Charlotte ofﬁ ce demand remains solid, with 1.3 million square feet of space absorbed in 2013 being the highest since 2007, although below levels seen in the mid-2000s. Ofﬁ ce demand in the region is being fueled by a combination of corporate relocations as well as expansion of major industries in the region, notably banking.

Intown Charlotte Trends  Charlotte’s Center City and Midtown/South End sub-markets took a breather in 2013, with banks being stalled somewhat by softening of mortgages nationally.  Still, both areas continue to outpace the region in terms of vacancies (8.4% in Center City, 7.1% in Midtown) and lease rates (around $24 and $19.50, respectively).

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CORRIDOR  Retail Market ECONOMIC DEVELOPMENT National Trends/Factors (continued) National chains are again in expansion mode, albeit more selectively than expansion in the past decade. Lifestyle “experiential” retail is on the rise, particularly retail in more walkable formats. A large-scale fallout in commercial lending is claiming poorly situated/conceptualized centers. More congregating of destination retail uses, including restaurants, is being done to strengthen trafﬁ c and sales. The Internet continues to take more of the retail market, taking a further bite out of the retail bricks and mortar market.

Intown Charlotte Trends  Intown retail expansion is taking a slight breather from expansion in the late 2000s, with big boxes locating around the CBD and Center City.  Growth intown has occurred not only among restaurants but big box uses (Target, Lowe’s, Walmart) and grocery stores (Harris Teeter, Trader Joe’s).  Among the major land uses, retail has largely been the slowest to recover, trailing multi-family, offi ce and for-sale residential uses.  Most growth has occurred around South End, with secondary growth occurring in Midtown and some re-emergence in Plaza/Midwood as that core evolves.  There are few dynamic sites in the western portions  Central portions of the corridor are largely fi rst-fl oor retail space catering to employees, residents and visitors to Center City.  Eastern portions of the corridor are mostly residentially-driven with some support from workers; most retail would be local-serving.

 Rental Residential Market

National Trends/Factors The demand for rental apartments remains strong in spite of an improving for-sale residential market. It is likely to remain strong as Millenials continue to grow and move out from home; the long-term indicators say they will value renting more so than previous generations.

Lending is fairly abundant and construction is moving forward in most major markets, including Charlotte. The strongest locations for rental product are convenient areas, those close to major employment cores and in walkable environments. Unit sizes are anticipated to decrease as renters become less interested in paying for excess space. Condo-level ﬁ nishes – not your old garden-style product – have become the norm in solid locations.

The costs of renting are now more expensive than owning in most U.S. markets, including Charlotte; increasing mortgage rates are still tempering demand and potentially balancing the equation. (Charlotte’s cost to buy is more than 40% lower than the costs to rent, based on data from Trulia and assuming 20% downpayment.)

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CORRIDOR Intown Charlotte Trends ECONOMIC DEVELOPMENT  Intown rental apartment construction is very strong, with absorption here now ac- (continued) counting for more than one-fourth of all apartment absorption in the region.  Construction is focused on South End, but is also occurring in Center City and NoDa, as well as scattered areas such as Southpark, Park Road, Myers Park and Plaza/Midwood. Many of these locations are existing or planned transit locations, including the Blue Line (South End), Blue Line Extension (NoDa), and Gold Line (Center City, Plaza/Midwood).  Approximately 40-45 projects are under construction or likely to begin soon in the Central District, most in and around Center City (including South End)  Demand is being fueled by younger renters (most under 35) seeking the lifestyle and convenience of intown Charlotte  Rents are up around 4% to 5% annually, reﬂ ecting ongoing strong demand still being seen in this market.  Vacancy rates in this area average around 7% overall, a relatively healthy rate particularly given the high levels of construction and supply seen intown in the last few years.  While demand is expected to remain strong, some over-supply will occur in the short-term, although this over-supply is not expected to last more than a year or two

 For-Sale Residential Market

National Trends/Factors Home prices in the largest U.S. housing markets are showing strong gains, averag- ing 9.8% annual increases in 2013. Charlotte’s annual gain for the same period was a healthy 8.0%, albeit less than the average of the 20 cities examined. Building permits for single-family homes are up 21% year-over-year in Mecklenburg County from 2012 to 2013. Single-family residential permits have doubled from 2011 totals (3,863 vs 1,936 permits).

Mecklenburg County median single-family sales prices increased by around 4.7%, with condos increasing by 18.2% and townhouses increasing by 28.4%, likely a result of fewer foreclosures and quick sales and a decrease in inventory. Foreclosures in Meck- lenburg are still high – a little less than triple that of the state overall and 44% higher than the national average. Improving employment growth and dropping unemployment rates should continue to help push foreclosure rates downward in the coming years.

Intown Charlotte Trends  Most portions of the Gold Line Small Starts corridor traverse areas with average to below average foreclosure rates relative to the U.S. overall.  Intown (Central) median sales prices have increased sharply as well, with single- family prices increasing by 52.8%, condos increasing by 35.3% and townhouses actually dropping by about 7.2% from 2012 to 2013.

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CORRIDOR ECONOMIC Development Opportunities in the Gold Line Corridor DEVELOPMENT (continued) West Segment

Source: The western portion of the Gold Line Small Starts corridor has seen the least amount Conclusions from of development pressure thus far and will likely continue to see moderate development Estimated potential going forward. More than 154 acres are available for development or redevel- Development opment, with the majority of these acres likely being developed as rental apartments or Potential Around CityLYNX Gold Line perhaps for-sale townhouses. Smaller opportunities exist for local-serving offi ce uses Phase 1 and 2 (perhaps some type of university-related offi ce) as well as neighborhood-serving retail. Transit Stations Table 15 Noell Consulting Group, 2014 Development Opportunities in the WEST Station Areas (Attachment 27) Total Value of New Units/ Total Total Total Development Square Feet Population Employment Acres (Less Land) Residential 573 units 1,002 22.5 $111,302,341 Offi ce 63,628 sq. ft. 319 5.9 $11,472,986 Retail 75,787 sq. ft. 1,055 7.0 $13,026,722 Flex 000$0 TOTAL 1,002 1,374 36.3 $135,802,049

At the Gold Line’s Bruns Avenue streetcar station, Mosaic Village (left) houses 300 students of Johnson C. Smith University, along with ﬁ rst ﬂ oor retail space. The Viburnum Way condominiums (right) are located nearby.

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Information Requested Documentation Supporting Land Use Criterion MIXED USE/COMMERCIAL RESIDENTIAL MULTI-FAMILY INSTITUTIONAL RESIDENTIAL SINGLE FAMILY OPEN SPACE/PARKS OFFICE oor uses in an existing ﬂ WEST SEGMENT: POTENTIAL DEVELOPMENT SCENARIO POTENTIAL WEST SEGMENT: Pedestrian Overlay District. Encourage supporting high-density residential uses to serve the population of Johnson C. Smith University along Beatties Ford Road. Promote mixed-use development with active ground- Improve pedestrian connections to the University and surrounding development. Lower density multi-family adjacent to existing single family neighborhoods.

   

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CORRIDOR Central Segment ECONOMIC DEVELOPMENT (continued) Nearly 195 acres of undeveloped or vacant acres exist within one-half mile of the fi ve Gold Line Corridor’s Central station areas. This land is expected to develop with a strong mix of residential (particularly around the new BB&T Ballpark and Romare Bearden Park) and around the Johnson & Wales and Irwin Avenue station areas, as well as high-rise offi ce around Gateway Station and the Tryon and Arena/Transportation Sta- tions. All retail development in this area is assumed to be developed as fi rst fl oor retail uses, given high land costs and smaller parcels in the area.

Table 16

Development Opportunities in the CENTRAL Station Areas

Total Total Value of New Units/ Total Employ- Total Development Square Feet Population ment Acres (Less Land) Residential 4,944 units 8,652 32.4 $1,104,720,849 Ofﬁ ce 4,506,626 sq. ft. 22,533 19.7 $1,088,385,925 Retail 208,539 sq. ft. 417 4.8 $43,901,527 Flex 000$0 TOTAL 8,652 22,950 56.9 $2,237,008,301

The proposed Gateway Station (left) will be a multimodal regional transportation hub – including the Gold Line – attracting residential, retail and ofﬁ ce development (see pages 16 and 86).

The new BB&T Ballpark (above) and neighboring Ro- mare Bearden Park (left) are stimulating more development near the Gold Line and the site of Gateway Station.

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Information Requested Documentation Supporting Land Use Criterion MIXED USE/COMMERCIAL RESIDENTIAL MULTI-FAMILY INSTITUTIONAL RESIDENTIAL SINGLE FAMILY OPEN SPACE/PARKS OFFICE ce and mixed-use development in a heavily populated ﬁ CENTRAL SEGMENT: POTENTIAL DEVELOPMENT SCENARIO POTENTIAL SEGMENT: CENTRAL Dense commercial, of baseball stadium as well a large public park. AAA Recent development of an Promote development of vacant sites being utilized for parking. downtown segment.

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CORRIDOR ECONOMIC Phase One Segment DEVELOPMENT (continued) Approximately 228 acres of underutilized or vacant acres exists within one-half mile of the six Phase One stations. We believe a number of strategic properties will develop with a strong mix of land uses, including offi ce and residential inside of I-277, and retail, medical offi ce, conventional offi ce and mid-rise residential east of I-277. Central Pied- mont Community College is also expected to continue growing in the Phase One portion of the corridor as well. Table 17

Development Opportunities in the Phase One Station Areas

Total Total Value of New Units/ Total Employ- Total Development Square Feet Population ment Acres (Less Land) Residential 3,185 units 5,573 19.9 $757,405,754 Ofﬁ ce 3,332,419 sq. ft. 16,662 15.3 $853,268,159 Retail 111,123 sq. ft. 222 2.6 $24,409,583 Flex 0 0 0.0 $0 TOTAL 5,573 16,884 37.8 $1,635,083,496

Streetcar tracks have been laid on Elizabeth Avenue as part of the Gold Line’s Phase One segment. This view is through the Central Piedmont Community College campus to the Novant Presbyterian Hospital complex at the far end.

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Information Requested Documentation Supporting Land Use Criterion MIXED USE/COMMERCIAL RESIDENTIAL MULTI-FAMILY INSTITUTIONAL RESIDENTIAL SINGLE FAMILY OPEN SPACE/PARKS OFFICE oor commercial ﬂ PHASE ONE SEGMENT: POTENTIAL DEVELOPMENT SCENARIO POTENTIAL PHASE ONE SEGMENT: ce development to serve the large population of students at Central Piedmont ﬁ Government and institutional uses will continue with supporting commercial of Community College. The CTC/Arena station will provide connetions to the Blue Line light rail system and bus routes at the transit center. with ground Avenue Activate the main street along Elizabeth uses.

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CORRIDOR East Segment ECONOMIC DEVELOPMENT (continued) More than 85 acres of vacant or undeveloped land is available for development in the eastern segment of the Small Starts portion of the Gold Line. Included in this area is signiﬁ - cant acreage in Plaza/Midwood, likely to develop as residential and neighborhood-serving retail uses. The Hawthorne & Eighth station area includes opportunities for higher intensity residential around Independence Park, with opportunities existing for higher-density residential, retail and some ofﬁ ce in other parts of the station area.

Table 18

Development Opportunities in the EAST Station Areas

Total Total Value of New Units/ Total Employ- Total Development Square Feet Population ment Acres (Less Land) Residential 2,040 units 3,569 37.7 $558,596,798 Ofﬁ ce 111,025 sq. ft. 555 1.0 $28,438,044 Retail 131,816 sq. ft. 264 6.1 $35,286,483 Flex 0 0 0.0 $0 TOTAL 3,569 819 44.8 $622,321,325

At the Gold Line’s Sunnyside streetcar station, Elizabeth Square (left) has 267 apartments, and across the street Metro808 has 237 units.

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Information Requested Documentation Supporting Land Use Criterion MIXED USE/COMMERCIAL RESIDENTIAL MULTI-FAMILY INSTITUTIONAL RESIDENTIAL SINGLE FAMILY OPEN SPACE/PARKS OFFICE oor uses. ﬂ ce facilities near Novant Presbyterian Hospital ﬁ EASTERN SEGMENT: POTENTIAL DEVELOPMENT SCENARIO POTENTIAL EASTERN SEGMENT: Encourage development of medical with supporting mixed-use and commercial development for both Novant CPCC. Promote higher-density residential and commercial uses around Sunnyside Station with a Pedestrian Overlay District and activate the streetcape ground- Improve pedestrian connections to tie new development in with existing residential neighborhoods. Link Little Sugar Creek Greenway to Eastern stations with a series of paved path and overland connections through Independence Park.

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CORRIDOR 64 Development market trends in existing corridors and station areas (for ECONOMIC areas with existing transit) DEVELOPMENT (continued) The Charlotte Area Transit System (CATS) began operation of its ﬁ rst light rail service – the LYNX Blue Line – in November, 2007. This line connects Center City to activity centers and communities in Charlotte’s South Corridor. The line extends 9.6 miles with 15 stations.

During the ﬁ rst two years of operation, ridership surpassed 10 million persons. The Blue Line continues to surpass initial ridership projections. Average daily ridership is now 16,500 daily riders -- almost 6,000 more weekday rider trips than originally projected.

Charlotte experienced rapid growth in the 2000s, and that growth has made Charlotte the nation’s 16th largest city. Between 2012 and 2013, the Census Bureau reports that Charlotte had the 8th largest numeric population increase among U.S. cities, trailing only New York, Houston, Los Angeles, San Antonio, Phoenix, Austin and San Diego.

Much of this growth has been driven by expansion in the fi nancial services industry. This helped encourage a signifi cant amount of development in and around Uptown, and the convenient access provided by light rail to Uptown offi ce jobs made projects along the new light rail increasingly attractive for residential development.

Between 2005 and 2010, 2,168 residential units were built within the LYNX Blue Line corridor. Construction began in earnest in 2005, nearly three years before the Blue Line

In the South Transit Corridor, the LYNX Blue Line generated more than 2,000 new residential units, including these at the Bland Street station, between 2005 and 2010.

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CORRIDOR began operating. Most of the early development occurred Uptown near the stations in ECONOMIC Central City as well as the South End area immediately adjacent on the other side of the DEVELOPMENT I-277 beltway. (continued) During that same period, 344,651 square feet of ofﬁ ce development and 247,265 square feet of retail development was added in the corridor. Recent Uptown development on the Blue Line has included a wide variety of retail, entertainment, ofﬁ ce, residential cultural and institutional uses, including Time Warner Cable Arena, Imaginon, the new UNC Charlotte Center City campus tower and other public uses.

A signiﬁ cant amount of development also occurred in the South End, immediately south of Uptown – much of it being the redevelopment and reuse of older manufac- turing buildings. Most projects in South End were residential or mixed- use residential and retail, along with a few of- ﬁ ce projects. Projects range from lower density townhouse projects to an 11-story high rise project.

Once the Blue Line was built, it was clear that the new linkage created value for the South End area and developers also began to look at station areas farther south along the line. South of the New One of the larger residential developments built on the Bern Station are several Blue Line is the 312-unit Ashton, completed in 2008. areas with relatively low-density commercial development that are expected to redevelop over time, including some large shopping centers, big box stores and strip centers.

The ﬁ rst major development for this area has been announced for the Scaleybark light rail station. The proposed mixed use development, which includes 90 units of affordable housing, is billed by the developer as “Charlotte’s next great transit-oriented development.” In additional to residential units, it will bring more than 487,000 square feet of ofﬁ ce space in at least two six-story buildings (see rendering on page 39).

As the economy comes out of the Great Recession, a second wave of development is sweeping through South End. In 2013, another 1,146 units came on line in ﬁ ve projects completed that year. In 2014, eight new residential projects are under construction and at least four more are proposed, not including the major Scaleybark development just announced. The eight now under construction will add 1,591 more units, bringing the total generated by the Blue Line to nearly 5,000 residential units.

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CORRIDOR ECONOMIC DEVELOPMENT (continued)

Fountains SouthEnd is one of ﬁ ve projects completed in 2013, as a post-recession second wave of development begins on the Blue Line.

65 Demonstrated market support for higher-density and transit/pedestrian- oriented development

The recurring theme throughout this report has been the increasing higher density residential and mixed use development within Center City and along the light rail corridor to the south. This is especially evident in the discussion of planned development and development proposals both in Center City and in the South transit corridor. The intense residential and mixed use development in Center City in recent years reﬂ ects the market for high density residential living in proximity to working, entertainment and shopping opportunities.

As a result of pedestrian-oriented development policies and established, walkable residential neighborhoods, the East and West segments have also experienced moderate density residential and mixed use development. This trend is expected to continue, with an increase in ofﬁ ce and medical ofﬁ ce uses, too.

Nowhere in the city has this been more clearly demonstrated than along the nine- mile LYNX Blue Line light rail corridor. Transit has had a profoundly transformative impact on an area of former warehouses, old textile buildings and vacant lots. The South End has become an active retail and entertainment district, as well as home to thousands of new apartments and condominiums. Between 2005 and 2013, 21 residential projects were built on the corridor, representing 3,314 units. The continued strong growth is reﬂ ected in Table 19 on the facing page. In addition to residential projects underway, nearly 300,000 square feet of commercial development (172,114 square feet of retail and 120,774 square feet of ofﬁ ce) will be completed within the next year.

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CORRIDOR ECONOMIC DEVELOPMENT (continued)

Camden Southline (266 units), near the East-West Boulevard Station

Table 19

Current and Planned Residential Construction (2014-2015) on the Blue Line Corridor

Development Station Area Total Units Cambridge Apartments Carson 331 (2014) Under Catherine Street Apts Bland 36 Construction Park and Kingston Apts Bland 153 Total: 330 West Tremont Apts East-West 164 1,591 units Camden Gallery (mixed use) East-West 323 Camden Southline East-West 266 The Cottages on Euclid East-West 18 Colonial Grand at South End New Bern 300 Quarters (mixed use) Bland 197 (2015) Proposed Kale-Bindex East-West 119

Total: South Boulevard at Remount New Bern 302 725 units Woodﬁ eld Silos - Phase 2 New Bern 107 Source: Charlotte Area Transit System

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CORRIDOR 66 Locations of major employment centers in the region, and expected ECONOMIC growth in these centers DEVELOPMENT (continued) Charlotte-Mecklenburg’s Centers, Corridors and Wedges Growth Framework identifi ed Center City (or Uptown) as the center of the region, with fi ve corridors of activity extending outward. These have since been designated as transit corridors. It also identifi ed “activity centers” which are focal points of economic activity, typically with concentrations of compact development. Table 20, below, summarizes the major employment centers in Mecklenburg County -- and their projected growth.

Table 20

Major Employment Centers and Projected Growth Total Employment Employment Center 2010 2020 2030 2040 Center City 88,394 115,863 135,165 156,337 University Research Park 31,864 34,920 37,404 40,713 Westinghouse Blvd 29,799 32,904 35,187 38,415 Airport 26,854 27,959 29,240 30,866 SouthPark 24,040 26,644 28,711 31,447 Old Coliseum 15,846 18,254 20,851 24,336 Ballantyne 12,999 18,473 19,683 21,273 Source: CDOT Regional Forecast Model

 Center City — the location of the Gold Line streetcar corridor — is the most intensely developed employment center and includes ofﬁ ce uses with a concentration of national and regional corporate headquarters. The ofﬁ ce market remains strong, and public investments — such as Romare Bearden Park,the new BB&T Ballpark, and the proposed Gateway Station — will continue to make Uptown an important business and residential option. There are several other major employers along the Gold Line Corridor, including:

 Novant Presbyterian Hospital’s main campus,  Carolina’s Medical Center’s Mercy Campus,  Central Piedmont Community College’s main campus,  Johnson & Wales University,  Johnson C. Smith University,  Charlotte-Mecklenburg Government Center, and  Federal and County courthouses.  University City Research Park (northeast Mecklenburg) is a campus-oriented, back- ofﬁ ce location established in the 1980s that has abundant, under-utilized land for potential larger scale ofﬁ ce users as well as residential and retail development.  Westinghouse Boulevard (southwest Mecklenburg) primarily contains industrial uses in the area known as Arrowood.

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CORRIDOR  Airport (west Mecklenburg) includes Charlotte-Douglas International Airport, a new ECONOMIC intermodal facility now under construction, and surrounding industrial, commercial, DEVELOPMENT hotel and business park uses. (continued)  SouthPark (south Charlotte) is one of the highest-end retail cores in the Southeast- ern United States, and will continue to fuel growth offi ce and corporate headquarters and retail expansion.  Old Coliseum (west Mecklenburg) became an attractive, large-scale offi ce center when the former Charlotte Coliseum was constructed in the area in the 1980s.  Ballantyne (south Mecklenburg) is the region’s pre-eminent offi ce core since 2000, and the momentum of its offi ce growth is fueling a retail and residential component that gives a mixed use character to this emerging suburban town center.

67 Projected population, employment and growth rates in corridor or station areas compared to region

Please see the Small Starts Land Use Template (Quantitative Data), beginning on page 125, for projected population, employment and growth rates.

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EVALUATION 68 Needs assessment that evaluates the demand of affordable housing and OF CORRIDOR- compares it to the supply of housing SPECIFIC AFFORDABLE HOUSING NEEDS In July, 2014, the Noell Consulting Group released an assessment of affordable housing AND SUPPLY needs in the Gold Line streetcar corridor. Speciﬁ cally, the report estimates the demand potential in the corridor for units at 30% to 60% of area median income (AMI) between 2010 and 2035.

Source: Table 21, below, gives summary projections for 2015 and 2035. The report includes Conclusions from a description of the study’s methodology. The full assessment (see Attachment 31) Estimated Affordable Housing provides a breakdown in ﬁ ve-year intervals for met/unmet demand by income levels, Needs Around the with demand by size of households and supply by number of bedrooms. The resulting Existing and Planned ﬁ gures are projections of met/unmet supply by household size. Gold Line Stations Table 21 Noell Consulting Group, July 2014 Summary Projections of Met/Unmet Supply of Affordable Housing

(Attachment 31) 2015 2035 Met (+) and Unmet (–) Supply Met (+) and Unmet (–) Supply Met/Unmet Demand by Household Size by Household Size 1-2 3-4 5+ 1-2 3-4 5+ Below 30% of Median Income –1,063 37 56 –1,298 –60 2 30% to 40% of Median Income –319 66 223 –418 –23 168 40% to 50% of Median Income –296 134 202 –501 41 158 50% to 60% of Median Income –344 272 263 –513 175 227

TOTAL Priority Housing Needs –2,023 509 743 –2,729 134 555

Note: Negative red numbers mean a projected shortage in supply for that household size; black numbers indicate a projected surplus in supply. This is a summary chart for 2015 and 2035; for the full breakdown and details for all ﬁ ve-year intervals, please see Attachment 31. Source: Noell Consulting Group, July 2014

Key Conclusions (from the full needs assessment)

 Based on current demand and supply, NCG estimates the Gold Line corridor today has an under-supply of around 1,583 units affordable to those at the 60% area median income level (AMI) and below; this includes demand from approximately 200 renter households who do not pay cash rent and thus is slightly overstated:

 Holding supply steady – supply which is likely to be further reduced in the coming ﬁ ve years given strong redevelopment trends in the corridor – NCG estimates demand will grow to around 2,250 units by 2020 (again, including roughly 200 units for which cash rent is paid).

 By 2035, this net demand increases to roughly 2,700 units in the Gold Line corridor, including the roughly 200 today who pay cash rent.

 Net demand in 2010 all the way through 2035 is overwhelmingly for one-bedroom units although, again, this assumes two persons per bedroom, an assumption that

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EVALUATION  likely overstates demand from some household types, including single parent house- OF CORRIDOR- holds and multi-generational and other non-couple households. SPECIFIC AFFORDABLE  Supply is expected to continue to drop in the coming years (but this assumption has HOUSING NEEDS AND SUPPLY not been incorporated in this analysis), given the strong growth of market-rate housing intown and in the Gold Line corridor. (continued)  This said, the pace of loss of below-market/affordable housing is expected to slow in the coming years given most of the older public housing communities in the corridor have already been redeveloped into mixed income housing.

PLANS AND 69 Inclusionary zoning or housing programs that require or provide incentives POLICIES TO for developers to set aside a percentage of units for income-qualiﬁ ed PRESERVE AND buyers/renters INCREASE AFFORDABLE In 2013, The City of Charlotte created and implemented a Voluntary Mixed Income HOUSING IN THE Housing Development Program. This program was created as a result of a City Coun- REGION AND/OR cil action plan directing staff to pursue regulatory and ﬁ nancial incentives that would CORRIDOR encourage private sector development of affordable housing units.

This program seeks to encourage mixed-income housing developments in targeted locations through a voluntary, incentive-based density bonus within the R-3, R-4, R-5 and R-6 single family zoning districts and the R-8MF and R-12MF multifamily zoning districts. The program goals are to:  incentivize private sector development of affordable housing,  disperse affordable housing within the community,  encourage a range of housing types and income levels, and  increase opportunities for people to age in place.

Mixed Income Housing Development is deﬁ ned as a planned, single development that has a percentage of the dwelling units targeted to income levels at or below 80% of Area Median Income (AMI) and developed according to an approved preliminary site plan.

70 Density bonuses or reduction of parking requirements for the provision of units made available for income-qualiﬁ ed buyers or renters

As part of the Voluntary Mixed-Income Housing Development Program, described above, Charlotte City Council approved multi-family and single family density bonus programs.

 Multi-Family Density Bonus Program

A density bonus is permitted for a planned multi-family development that is developed as a mixed-income housing development, in the R-8MF and R-12MF zoning districts in accordance with the following regulations:

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PLANS AND  Locational Critiera — the development shall be located within the Census block POLICIES TO groups in Charlotte’s Sphere of Infl uence that are at or above the median home PRESERVE AND INCREASE value for all Census block groups in Charlotte’s Sphere of Infl uence. The me- AFFORDABLE dian home value will be based on the US Census Bureau, American Community HOUSING IN THE Survey fi ve-year average estimates and will be re-assessed every fi ve years by REGION AND/OR Charlotte-Mecklenburg Planning Staff. (Note: “Sphere of Infl uence” is the term CORRIDOR used in the interlocal agreement among Mecklenburg County municipalities that (continued) designates what areas of the county each jurisdiction can annex when density reaches the statutory threshold.)

 Incentives/Offsets ▲ Allow up to two units per acre above the base density within the R-8MF district (up to ten dwelling units per acre). ▲ Allow up to three units per acre above the base density within the R-12MF district (up to 15 dwelling units per acre). ▲ Allow an additional two units per acre above the base density if located within ¼ mile of transit (rapid transit, local bus service or an express bus service park and ride lot).

 Affordability Set-Aside ▲ A minimum of 50% of the additional units allowed by the density bonus must target income levels at or below 80% of the Area Median Income, which is updated annually by HUD. ▲ A minimum of 50% of the additional units must target income levels at or below 60% of the AMI. ▲ The number of units targeted to income levels at or below 80% of AMI shall not exceed 20% of the total number of dwelling units in the total development. ▲ The period of affordability shall be 15 years for rental properties and the City or a nonproﬁ t shall have ﬁ rst right of refusal for for-sale properties.

 Single Family Density Bonus Program

A density bonus of up to three units per acre above the base density will be permitted for Mixed-Income Housing Developments.

 Locational Critiera — the development shall be located within the Census block groups in Charlotte’s Sphere of Infl uence that are at or above the median home value for all Census block groups in Charlotte’s Sphere of Infl uence. The median home value will be based on the US Census Bureau, American Community Survey fi ve-year average estimates and will be re-assessed every fi ve years by Charlotte-Mecklenburg Planning Staff.

 Affordability Set-Aside ▲ A minimum of 50% of the additional units allowed by the density bonus must target income levels at or below 80% of the Area Median Income, which is updated annually by HUD. ▲ The number of units targeted to income levels at or below 80% of AMI shall not exceed 20% of the total number of dwelling units in the total development.

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PLANS AND ▲ The period of affordability shall be 15 years for rental properties and the City POLICIES TO or a nonproﬁ t shall have ﬁ rst right of refusal for for-sale properties. PRESERVE AND ▲ Up to 50% of the additional dwelling units allowed by the density bonus may INCREASE AFFORDABLE be duplex, triplex and quadraplex units. HOUSING IN THE REGION AND/OR CORRIDOR In addition to the programs above, the City of Charlotte also has the following policies that assist in preserving and increasing affordable housing in Charlotte: (continued)

 Assisted Multi-Family Housing at Transit Station Areas Policy

The policy provides a guide for the location of assisted multi-family rental housing in rapid transit corridors with adopted transit stations for households earning 60% ($38,500) and below the area median income. A transit station area is generally deﬁ ned as the area within a ½ mile walk distance of an identiﬁ ed rapid transit station.

 Housing Locational Policy

The policy is a guide for the location of new multi-family rental housing developments designed to serve, in whole or part, households that earn 60% ($38,500) and below the area median income. The objectives of the policy are to:  avoid undue concentration of multi-family assisted housing;  geographically disperse new multi-family housing developments;  support the City’s neighborhood revitalization efforts;  promote the diversity and vitality of neighborhoods; and  support transit corridor development, school development and other public development initiatives.

 City-County Cooperative Agreement

This agreement is a Joint Resolution of the Charlotte City Council and Mecklenburg Board of County Commissioners, pledging to cooperate in preserving and expand- ing opportunities for affordable housing in Charlotte-Mecklenburg speciﬁ cally by the following measures:  Directing a group of government agency representatives that explore joint opportunities for governmental acquisitions, development and management of public facilities, to seek opportunities for affordable housing utilizing governmental assets.  Integrating affordable housing opportunities into the City and County land use planning, zoning, transportation and transit planning processes (i.e. Affordable Housing at Transit Stations Policy).  Pursuing an active land-banking program for future affordable housing opportunities.  Continuing to seek federal, state and local funding opportunities to expand affordable housing.

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PLANS AND  A Focus on Increasing Homeownership POLICIES TO PRESERVE AND The Increase Homeownership Policy speciﬁ cally includes the following two recom- INCREASE mendations: AFFORDABLE HOUSING IN THE  Continue the City’s current efforts to promote homeownership in declining REGION AND/OR neighborhoods, which is currently done through the HouseCharlotte Program CORRIDOR (Down Payment Assistance), housing counseling programs and contracts with the (continued) Charlotte-Mecklenburg Housing Partnership and local Community Development Corporations.  Expand the HouseCharlotte Homeownership Program (Down Payment Assistance Program) to rapid transit station areas to promote home ownership opportunities.

71 Employer-assisted housing policies, using tax credits, partnerships, matching funds, and/or other mechanisms to encourage employers to help employees to buy or rent homes close to work or transit

The City of Charlotte does not have employer assisted housing policies at this time.

72 Rent controls or condominium conversion controls on existing units to maintain affordability for renters

The State of North Carolina does not permit rent controls or condominium conversion controls.

73 Zoning to promote housing diversity, such as zoning that permits accessory or “in-law” units, and residential zoning based on ﬂ oor area ratio rather than dwelling units to reduce the disincentive to build smaller units

In 2013, the City of Charlotte Zoning Ordinance was amended to allow for Accessory Dwelling Units for the purpose of increasing affordable housing choices. An Accessory Dwelling Unit is deﬁ ned as a second dwelling unit created on a lot with a single-family detached dwelling unit and may either be located within the principal dwelling or within a separate accessory structure.

74 Tenant “right of ﬁ rst refusal” laws, which require an owner to provide the tenants with an opportunity to purchase the property at the same price as a third-party

The City of Charlotte does not have “right of ﬁ rst refusal” laws at this time.

75 Affordability covenants, which limit appreciation of rents and/or sales values for units rented or sold to income-qualiﬁ ed tenants for a given length of time

The City of Charlotte does not have affordability covenants at this time.

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Information Requested Documentation Supporting Land Use Criterion

ADOPTED 76 Funding for targeted property acquisition, rehabilitation and development FINANCING TOOLS of low-income housing, including direct funding for public and nonproﬁ t AND STRATEGIES development authorities, low-income housing tax credits (including criteria TO PRESERVE that favor application of credits in transit station areas), and local tax abate- AND INCREASE ments for low-income/senior housing AFFORDABLE HOUSING IN THE The City of Charlotte has provided approximately $17.6 million of Community Devel- REGION AND/OR opment Block Grant funding for public and non-proﬁ t development authorities for the CORRIDOR development of affordable housing.

The City of Charlotte has awarded approximately $88.9 million of local Housing Trust Fund dollars in combination with low-income tax credits awarded by the state of North Carolina for the construction of affordable housing.

The City of Charlotte has not provided local tax abatement assistance for low-income senior housing.

77 Land-banking programs to support the assembly of land for new affordable housing development by public, private or nonproﬁ t developers

The City worked with the Charlotte-Mecklenburg Housing Partnership, a non-proﬁ t developer, to assemble approximately 80 acres of land for the Brightwalk Community. The Brightwalk Community is a mixed-income, mixed-use community. When completed, the development is projected to have approximately 940 residential units of which 300 of those units will serve households earning 60% ($38,500) and below the area median income and approximately 108,000 square feet of retail services and ofﬁ ce space.

78 Financial assistance to housing owners/tenants through mechanisms, including affordable housing operating subsidies, weatherization and utilities support programs, tax abatement or mortgage or other home ownership assistance for lower-income/senior households

The City of Charlotte provides the following affordable housing operating subsidies (rental assistance programs):

 “A Way Home” Rental Subsidy Endowment

The City recently approved the “A Way Home” Rental Subsidy Endowment Pro- gram. The program is designed to serve families earning 50% ($32,100) and below the area median income for up to a two year period, with the goal of long term self- sufﬁ ciency after exiting the rental subsidy program. The Rental Subsidy Program is a $20 million public/private partnership endowment designed to serve approximately 200 households per year.

The mission of the program is to provide homeless families a structured program that values personal accountability resulting in self-sufﬁ ciency and is based on national best practices to provide affordable housing and to end and prevent homelessness.

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Information Requested Documentation Supporting Land Use Criterion

ADOPTED The rental subsidy program will pay the owner of a multi-family housing develop- FINANCING TOOLS ment or an agency the difference between the tenant’s contribution (30 percent of ad- AND STRATEGIES TO PRESERVE justed income) and the monthly rental rate for up to a two-year with the ultimate goal AND INCREASE of moving the household to self-sufﬁ ciency. Beneﬁ ts of the rental subsidy program AFFORDABLE include: HOUSING IN THE REGION AND/OR  neighborhood stabilization; CORRIDOR  geographical dispersion of affordable housing; (continued)  generation of private investment to assist in addressing the need for affordable housing;  reduction in vacant/foreclosed units and improved housing quality; and  leveraging of local dollars against private investment.

 Crisis Assistance Emergency Rental Assistance

The City of Charlotte provides $200,000 annually to Crisis Assistance Ministry, a local non-proﬁ t agency, to assist low-income families with rental assistance. This funding serves approximately 1,600 households annually.

 Men’s Shelter Rental Assistance

The City of Charlotte provides $95,000 to the local Men’s Shelter, a non-proﬁ t organization, to assist 50 households, earning 50% ($32,100) or below the area median income, with rental assistance. This funding is used to rapidly re-house working families while assisting them with achieving their goal of reaching long-term self- sufﬁ ciency.

 Salvation Army Women’s Shelter

The City of Charlotte provides $75,000 to the local Salvation Army Women’s Shelter, a non-proﬁ t organization, to assist 25 households, earning 60% ($38,500) or below the area median income, with rental assistance. This funding is used to rapidly re- house working families while assisting them with achieving their goal of reaching long-term self-sufﬁ ciency.

 Utilities Support Program

The City of Charlotte provides $380,000 annually, to Crisis Assistance Ministry, a local non-proﬁ t, to directly pay utility companies for bills of low-income households. This funding serves approximately 1,000 households annually.

 Homeownership Assistance

The HouseCharlotte Program provides down payment, closing cost and interest rate buy-down assistance to low and moderate-income families purchasing homes in eligible neighborhoods throughout the City. The program is funded with a combination of federal and local housing dollars. Since 2004, 3,976 new homeowners have been created through the award of $29,654,068 to households earning 80% ($51,350) and below the area median income.

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Information Requested Documentation Supporting Land Use Criterion

ADOPTED 79 Local or regional affordable housing trust funds to provide a source of low- FINANCING TOOLS interest loans for affordable housing developers AND STRATEGIES TO PRESERVE In 2001, the City Council acknowledged continuous reductions in federal housing AND INCREASE AFFORDABLE programs and, as a result, established a local housing trust fund. The City of Charlotte’s HOUSING IN THE Housing Trust Fund is funded with voter approved general obligation bonds and is REGION AND/OR designed to provide gap ﬁ nancing to developers of multi-family affordable housing serv- CORRIDOR ing households earning up to 60% ($38,500) or below the area median income. Since the (continued) establishment of the local Housing Trust Fund, 4,296 units of affordable housing have been constructed with an additional 652 currently under construction.

These funds are provided to affordable housing developers through a competitive Re- quest for Proposal process. They are awarded as a loan to the developers and carry a 30-year affordability period consistent with the State’s Low-Income Housing Tax Credit affordability period.

In an effort to recapitalize the local Housing Trust Fund, The City Council approved the FY 2013 - FY 2017 Capital Investment Plan that includes $60 million for six Afford- able Housing Programs that will assist in increasing the supply of affordable housing throughout the City of Charlotte.

These programs include funding for targeted property acquisition, rehabilitation, and development of low-income housing to support the assembly of land for new affordable housing development by public, private, or nonproﬁ t developers, ﬁ nancial assistance to single and multi-family property owners for rehabilitation, and are described in more detail as follows:

 Housing Locational Policy Acquisition Program is designed to support the development of new, affordable multi-family housing in permissible areas.

 Tax Credit Set Aside Program is designed to provide funds to developers receiving a North Carolina Low-Income Tax Credit Award from the North Carolina Housing Finance Agency for the construction of new or rehabilitated multi-family housing developments serving households earning 60% or below the area median income.

 Supportive Services Housing Program provides funds for developments that further goals of the Charlotte-Mecklenburg Ten Year Plan to End and Prevent Homelessness.

 Incentive-Based Inclusionary Housing Program is designed to encourage development of affordable housing by the private sector.

 Single Family Foreclosure/Blighted Acquisition and Rehabilitation Program is designed to assist non-proﬁ t developers to acquire/rehabilitate and re-use foreclosed and blighted single family properties to expand the supply of affordable housing in neighborhoods throughout the city.

 Cap Multi-Family Rehabilitation and Acquisition Program provides funds to acquire and renovate housing units in areas of the city suffering from high vacancy rates and in ﬁ nancial distress, and make them available as affordable housing units.

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Information Requested Documentation Supporting Land Use Criterion

ADOPTED 80 Targeted tax increment ﬁ nancing, other value-capture strategies, or transfer FINANCING TOOLS tax programs to generate revenue that can be directed toward low-income AND STRATEGIES housing programs TO PRESERVE AND INCREASE AFFORDABLE The City of Charlotte primarily uses Synthetic Tax Increment Financing (STIF) as a pub- HOUSING IN THE lic/private tool to advance Economic Development and land use planning goals. In most REGION AND/OR cases these agreements do not include affordable housing. However, a STIF agreement CORRIDOR is included in the ﬁ nancing packet for the Brightwalk Community, which is a mixed- (continued) income, mixed-use housing community that when fully developed is projected to include 940 residential units, of which 300 of those units are affordable housing units, serving households earning 60% ($38,500) and below the area median income.

EVIDENCE OF 81 Examples of the provision of affordable housing in new or existing develop- DEVELOPER ments, including number of units, speciﬁ c affordability restrictions, length ACTIVITY TO of time restrictions apply, etc. PRESERVE AND INCREASE AFFORDABLE HOUSING IN THE CORRIDOR

Arbor Glen (above), completed in 2005, is a project of the Charlotte Housing Authority that includes 308 affordable units. A full roster of affordable developments is below, and photographs of all developments are found in Attachment 32..

Table 22

Affordable Housing Developments Affordable Affordability Name of Development Developer Year Units Period* Arbor Glen Charlotte Housing Authority 2005 308 41

Springcroft at Ashley Charlotte Housing Authority 2009 50 51 Park Seniors

continued next page

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Information Requested Documentation Supporting Land Use Criterion

Cherry Garden Seniors Park at Oaklawn EVIDENCE OF DEVELOPER Table 22 (continued from previous page) ACTIVITY TO PRESERVE AND INCREASE Affordable Housing Developments AFFORDABLE Affordable Affordability Name of Development Developer Year HOUSING IN THE Units Period* CORRIDOR Charlotte Housing Authority/ Montgomery Gardens 2006 76 41 (continued) Crosland

Ashley Square at Charlotte Housing Authority 2009 36 40 South Park

The Affordable Housing Cherry Garden Seniors 2010 42 30 Group

Edwin Towers Charlotte Housing Authority 2010 175 50

Honey Creek First Centrum LLC 2004 78 30 Senior Apartments

McAden Park Charlotte Housing Authority 2007 60 55 Apartments

McCreesh Place St. Peter’s Homes 2003 90 50

Crosland/ Charlotte Housing Nia Pointe 2006 81 41 Authority

Park at Oaklawn Charlotte Housing Authority 2004 178 30

Charlotte-Mecklenburg Rivermere 2005 100 40 Housing Partnership

Seigle Point Charlotte Housing Authority 2009 201 30

Crosland/Charlotte Housing Springﬁ eld Gardens 2007 86 41 Authority

Strawn Towers Charlotte Housing Authority 2005 170 51

continued next page

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Information Requested Documentation Supporting Land Use Criterion

Ashley Square at South Park Montgomery Gardens

Table 22 (continued from previous page)

EVIDENCE OF DEVELOPER Affordable Housing Developments ACTIVITY TO Affordable Affordability Name of Development Developer Year PRESERVE AND Units Period* INCREASE Wilmore Walk AFFORDABLE Boulevard Centro 2005 23 10 HOUSING IN THE Homeownership CORRIDOR Charlotte-Mecklenburg Gables Seniors 2011 72 40 (continued) Housing Partnership Total Units 1,826 * number of years Source: City of Charlotte Neighborhood Services Notes: Park at Oaklawn – no direct development funding from the City; affordability 30 years for tax credit, may have additional extended period. Wilmore Walk – Homeownership development with only 10 years affordability period to homeowners. Ashley Square at South Park and River- mere are mixed income developments with market rate units, only affordable units listed. Photos of all affordable developments are in Attachment 32.

EXTENT 82 Documentation of evidence that legal restrictions in the transit corridor TO WHICH LOCAL will be continued over the long-term following the project’s opening. PLANS AND Examples include commitments tied to the receipt of Low-Income Hous- POLICIES ing Tax Credits, HOME or other HUD funds, payment in lieu of taxes ACCOUNT FOR (PILOT) agreements, and other legal instruments tied to the receipt of LONG-TERM Federal, state, local and/or private funds/ﬁ nancing AFFORDABILITY AND THE NEEDS Legally binding affordability restricted housing units are ﬁ nanced with a combination of OF VERY- AND tools such as federally funded Housing Choice Vouchers (Section 8 and Public Housing), EXTREMELY- LOW INCOME Low-Income Housing Tax Credits awarded by the State of North Carolina or the City of HOUSEHOLDS IN Charlotte’s Housing Trust Fund. THE CORRIDOR

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 123 CityLYNX Gold Line Phase Two (Charlotte)

Information Requested Documentation Supporting Land Use Criterion

EXTENT TO WHICH The United States Department of Treasury issues tax credits to the states and requires LOCAL PLANS that the housing built by this program serve households earning 60% and below the area AND POLICIES ACCOUNT FOR median income and remain affordable for a minimum of 30 years. LONG-TERM AFFORDABILITY The City’s Housing Trust Fund carries a similar affordability period requiring that the AND THE NEEDS units serve households earning 60% and below the area median income and remain af- OF VERY- AND fordable for a minimum of 30 years. EXTREMELY- LOW INCOME The following is sample language included in each Declaration of Deed Restriction HOUSEHOLDS IN documents: THE CORRIDOR (continued) “At all times during the term of this Declaration, a total of one hundred ﬁ fty (150) residential housing units shall be located on the Property (“Units”). Fifty-two (52) of the Units shall be made available for rent by households with incomes of 30% or less of the Charlotte area median income, and ﬁ fteen (15) of the Units shall be made available for rent by households with incomes of 60% or less of the Charlotte area median income and twenty-three (23) of the Units shall be made available for rent by households with incomes of 60% or less of the Charlotte area median income as reported from time to time by the Department of Housing and Urban Development (“HUD”), or other reason- ably equivalent data in the event such reports are no longer issued and shall be subject to compliance with the Program and the Program Guidelines.”

Page 124 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT SMALL STARTS LAND USE TEMPLATE (QUANTITATIVE DATA) CityLYNX Gold Line Phase Two (Charlotte)

Metropolitan Area, Central Business District and Gold Line Corridor Current Year (2014) Horizon (20 Years) Growth (Pct.) Metropolitan Area Total Population 2,257,161 3,345,080 48.2% Total Employment 1,204,814 1,781,545 47.9% Central Business District Total Employment 88,394 142,721 61.5% Employment Pct. of Metro Area 7.3% 8.0% CBD Land Area (Square Miles) 2.1 2.1 Employment Density (Per Square Mile) 42,092.4 67,962.4 Gold Line Corridor Total Population 18,374 38,705 110.7% Total Employment 88,053 153,154 73.9% Population Pct of Metro Area 1% 1% Employment Pct of Metro Area 7% 9% Corridor Land Area (Square Miles) 4.4 4.4 Population Density (Per Square Mile) 4,175.9 8,796.6 Employment Density (Per Square Mile 20,012.0 34,807.7 Total All Counties in which Project Stations are Located Housing Units - All Types 404,589 Housing Units - Legally Binding 16,410 Affordability Restricted Number of Counties 1 Total All Station Areas Housing Units - All Types 10,912 Housing Units - Legally Binding 1,678 Affordability Restricted Population 18,374 38,705 110.7% Employment 88,053 153,154 73.9% Land Area (Square Miles) 4.4 4.4 Housing Unit Density (Per Square Mile) 2,480.0 Population Density (Per Square Mile) 4,175.9 8,796.6 Employment Density (Per Square Mile) 20,012.0 34,807.7 Station Area Share of Legally Binding 15% Affordability Restricted Housing Units Comparison of Proportions of Housing Units that are Legally Binding Affordability Restricted Proportion in All Station Areas 15% Proportion in Counties of Project Location 4% Ratio: Proportion in All Station Areas to 3.79 Proportion in All Counties

FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT Page 125 CityLYNX Gold Line Phase Two (Charlotte)

Housing Totals for Each County in which Project Stations Are Located

Mecklenburg County Current Year (2014) Horizon (20 Years) Growth (Pct.) Housing Units - All Types 404,589 Housing Units - Legally Binding 16,410 Affordability Restricted

Housing, Population and Employment for Each Station Area

1. Western Segment Current Year (2014) Horizon (20 Years) Growth (Pct.) Housing Units - All Types 1,765 Population 4,143 6,381 54.0% Employment 1,082 2,383 120.2% Land Area (Square Miles) 1.2 1.2 Housing Unit Density (Per Square Mile) 1,471 Population Density (Per Square Mile) 3,453 5,318 Employment Density (Per Square Mile) 902 1,986

2. Central Segment Current Year (2014) Horizon (20 Years) Growth (Pct.) Housing Units - All Types 5,452 Population 7,107 17,370 144.4% Employment 61,266 102,449 67.2% Land Area (Square Miles) 1.1 1.1 Housing Unit Density (Per Square Mile) 4,956 Population Density (Per Square Mile) 6,461 15,791 Employment Density (Per Square Mile) 55,696 93,135

3. Phase One Segment Current Year (2014) Horizon (20 Years) Growth (Pct.) Housing Units - All Types 1,864 Population 4,459 9,256 107.6% Employment 20,492 37,497 83.0% Land Area (Square Miles) 1.3 1.3 Housing Unit Density (Per Square Mile) 1,434 Population Density (Per Square Mile) 3,430 7,120 Employment Density (Per Square Mile) 15,763 28,844

Page 126 FY 2016 Small Starts / LAND USE AND ECONOMIC DEVELOPMENT QUANTITATIVE LAND USE INFORMATION

Housing, Population and Employment for Each Station Area (Continued)

4. Eastern Segment Current Year (2014) Horizon (20 Years) Growth (Pct.) Housing Units - All Types 1,831 Population 2,665 5,698 113.8% Employment 5,213 10,825 107.7% Land Area (Square Miles) 0.8 0.8 Housing Unit Density (Per Square Mile) 2,289 Population Density (Per Square Mile) 3,331 7,123 Employment Density (Per Square Mile) 6,516 13,531

Sources:

Current Year Land Use in Stations Area Zones Mecklenburg County Tax Parcel Data (excludes road and rail right-of-way; multi-use parcels are coded based on principal use; surface parking as a principal use as pay parking lots)

Current Year Employees or Residents Within 1/2 Mile Radius of Station Residents (Census 2010 population based on Single Family/Multi-Family unit parcel breakdown) Employees (based on InfoGroup 2010 industry category), Households (Census 2010)

Horizon Population/Employment TAZ Population projections from the Charlotte Department of Transportation and the Charlotte Mecklen- burg Planning Department 2013 regional model update

Note:

Table includes data from Phase One.

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