Uptown

South End

New Bern

Scaleybark Woodlawn Woodlawn Tyvola Transit Station Area Plan ADOPTED BY CHARLOTTE CITY COUNCIL OCTOBER 27, 2008 Archdale

Arrowood

Sharon Road West

2009 I-485/South Boulevard NORTH CAROLINA MARVIN COLLINS OUTSTANDING PLANNING AWARD

south corridor station area plans SPECIAL THEME CATEGORY Sustainable Community Planning Table of Contents Executive Summary iii

Volume I: Concept Plan 1 Study Area Context 3 Planning Process 3 Plan Boundaries 3 Opportunities and Constraints 4 Vision 6 Goals 6 Land Use and Community Design 9 Transit Station Area 9 General Corridor Areas 11 Wedge Neighborhood Areas 13 Transportation and Streetscape 14 Transportation/Street Design Recommendations 14 Streetscape Standards 19 Street Cross-sections 19 Avenue - Four Lane Divided 19 Avenue - Two Lane Undivided 21 Office/Commercial Street - Wide 22 Local Residential Street - Wide 23 Rail Frontage / Multi-use Trail 24 Infrastructure and Public Facilities 25 Public Facility/Infrastructure Recommendations 25 Park and Greenway Recommendations 25 Environment 26 Environmental Recommendations 26

Volume 2: Implementation Plan 27 Public Sector Responsibilities 29 Private Sector Responsibilities 29 Corrective Rezonings 29 Implementation Strategies 30

Woodlawn Transit Station Area Plan i Appendix 33 Existing Conditions 35 Demographics 35 Environment 36 Land Use and Urban Design 37 Transportation 46 Infrastructure /Public Facilities 53

List of Maps Map 1: Study Area within Corridor Context 2 Map 2: Concept Plan 7 Map 3: Recommended Future Land Use 8 Map 4: Transportation Recommendations 17 Map 5: Streetscape Cross Section Key 18

Map 6: Corrective Rezonings 28

Woodlawn Transit Station Area Plan ii iii Executive Summary

Purpose Vision The Woodlawn Transit Station is the tenth station The desired future for the study area is highlighted in heading south from Center City along the South the following vision statement: Corridor Light Rail Transit (LRT) line, also known as the LYNX Blue Line. The Woodlawn study area will become one of a series of vibrant, high density transit villages along the The Woodlawn Transit Station Area Plan is the third South Corridor. Within its boundaries, there will be of a series of plans for areas around the stations south three distinct areas: of South End. The Introduction to the South Corridor Station Area Plans lays the foundation for the station • Transit Station Area: The core of the study area plans. This plan builds on that document. It area will transform into a pedestrian-oriented analyzes current conditions in the area around the urban district. The area west of the light rail station, detailed in the Appendix. line will have a strong office orientation while the area to the east will include a mix of mod- The Concept Plan makes recommendations to bring erate to high intensity office, residential, and the right mix of development to complement the neighborhood serving retail. transit investment, and to optimize the land use and • General Corridor Area: The remainder infrastructure within the wider surrounding area. The of the Growth Corridor, located between Concept Plan is the only section of this document to I-77 and the neighborhoods to the east, be adopted by City Council. will include a range of uses appropriate for a Growth Corridor. The existing retail and Study Area industrial uses which characterize Woodlawn are expected to remain in the near term, but The plan examines the area within approximately will redevelop over time. 1/2 mile of the Woodlawn Transit Station. The • Wedge Neighborhood Area: The residential actual station is along Old Pineville Road south of character of the existing Madison Park and Woodlawn Road. However, the study area for the plan Collingwood neighborhoods will be main- covers a much larger area, extending from I-77 to the tained. Collingwood and Madison Park neighborhoods, for several blocks on either side of Woodlawn Road. It Land Use and Community Design is mostly in a Growth Corridor, as envisioned by the City’s Centers, Corridors and Wedges growth frame- The plan contains a number of recommendations work, but also includes a portion of the adjoining related to Land Use and Community Design within neighborhoods, in a Wedge. each of the three areas noted in the vision statement, The recommendations, shown on Map 3, include: Opportunities & Constraints Transit Station Area Through examination of existing conditions in the Woodlawn study area (see Appendix), opportunities • Promote mix of transit supportive land uses to build upon and constraints to overcome were iden- in Transit Station Area, generally within 1/2 tified. The Woodlawn study area has a strong existing mile of the station; office market. It has good vehicular access from I-77, • Provide active, ground floor, non-residential and a park-and-ride facility to take advantage of that uses such as retail or office, at key locations. access. The station is challenged by its Old Pineville Road location with little visibility or connection from • Support more intense development of CATS South Boulevard. There is no residential use in the Park-&-Ride lot. station area. Existing warehouse and industrial uses • Create urban plazas near the Transit Station. do not generate transit activity. The station area has a relatively poor pedestrian environment, and a discon- nected street network. Woodlawn Transit Station Area Plan EXECUTIVE SUMMARY iv General Corridor Area Streetscape Cross-Sections • Maintain locations for office, light industrial The standards in this section supplement require- and warehouse uses at appropriate locations. ments in TOD zoning districts, as well as TS, PED, UMUD, MUDD, NS, UR, and other urban zoning • Allow a mixture of retail, office, and residen- districts that may be established. This section recom- tial uses at appropriate locations along South mends future cross sections for streets, and identifies Boulevard. building setbacks and streetscape standards based on • Ensure that new development provides a good the ultimate curbline location. The standards will be transition to adjoining neighborhoods. met by developers who undertake new development or major renovation in the study area. Wedge Neighborhood Area Based on the City’s Urban Street Design Guidelines, • Maintain the single family character of the future cross-sections have been determined for streets, Collingwood and Madison Park neighbor- as well as the rail frontage, within the study area. Map hoods consistent with existing zoning. 5 shows the location for each type. The following • Recognize the opportunity for redevelopment street types are recommended for the plan area: of the single family parcels fronting Woodlawn Road, under specific criteria. • Avenue: 4-lane divided and 2-lane undivided • Office/Commercial Street- wide Transportation and Streetscape • Local Residential Street- wide Transportation recommendations address proposed • Rail Frontage/Multi-Use Trail new streets and enhancements to existing streets to make them more pedestrian and bicycle friendly. The Infrastructure and Environment recommendations, shown on Map 4, include: The core of the study area includes older built-out • Provide new street connections at key loca- industrial area as well as some strip commercial. tions. Maintain and enhance existing street Its infrastructure may require augmentation for network as redevelopment occurs. more intense new uses. The plan recommendations • Realign streets in the area northwest of include: Woodlawn Road and Nations Crossing Road. • Evaluate adequacy of infrastructure. • Eliminate sidewalk system gaps in Transit • Encourage burying of overhead utility lines. Station Area, and in sidewalk connections to • Encourage small urban open spaces in Transit the residential areas. Station Area. • Improve sidewalk system along major thor- • Make street trees a feature of all streets, and oughfares, and in General Corridor Area. reduce impervious surfaces. • Enhance pedestrian and bicycle crossings at • Design new buildings to reduce stormwater key locations. runoff and improve water quality; protect and • Extend bicycle lane on Woodlawn Road. enhance watersheds. • Site new development to allow for future Implementation Plan addition of bicycle lanes on thoroughfares. • Consider replacement of existing private The Implementation Plan recommends projects driveway rail crossing off Old Pineville Road to implement the policy recommendations of the with new street. Concept Plan. Because the Implementation Plan is not adopted by elected officials, it is a guide, not a • Install Pedestrian Lighting in key locations. commitment. The Implementation Plan recommends a number of sidewalk improvement and street con- nection projects, as well as corrective rezonings as shown on Map 6.

Woodlawn Transit Station Area Plan EXECUTIVE SUMMARY Uptown

South End

New Bern

Scaleybark

Volume 1: Woodlawn 1 Concept Plan Tyvola Archdale

Arrowood

Sharon Road West

I-485/South Boulevard Woodlawn Transit Station Area Plan 2 Woodlawn Transit Station Area Plan Map 1: Study Area and South Corridor Boundaries

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Woodlawn Transit Station Area Plan

3 Study Area Context

The Woodlawn Transit Station is the tenth station tion to the Charlotte City Council. The City Council heading south from Center City along the South will also hear citizen comments and make a final deci- Corridor Light Rail Transit (LRT) line, also known sion concerning adoption of the plan. as the LYNX Blue Line. The Woodlawn Station is located near the middle of the corridor, with the More detailed information on the background, Scaleybark Station to the north and the Tyvola Station purpose and process for developing this, and other, to the south. station area plans can be found in the companion document, Introduction to the South Corridor Station This document is the third of a series of plans for Area Plans. the station areas extending south from South End. The plan is divided into the Concept Plan, the Implementation Plan, and an Appendix containing a Plan Boundaries thorough review of existing conditions. The Concept Plan is the only section of the plan adopted by City The Woodlawn transit station is located on the South Council. The Concept Plan: Corridor light rail line on Old Pineville Road, south of Woodlawn Road. Unlike the transit stations to the • Defines the growth and development vision North, the Woodlawn station has more visibility to for the area surrounding the Woodlawn LRT Old Pineville Road than to South Boulevard. The station; Woodlawn Station is classified as a Regional Station based on its location near the regional roadways of • Makes recommendations for land use, trans- Woodlawn Road and I-77. It is designed to serve an portation, urban design, and other develop- area of 5 miles or greater, with the assistance of bus ment-related topics; connections and the 382-space park and ride facility • Updates the Centers, Corridors and Wedges located directly across Old Pineville from the station boundaries for the plan area from those ini- platform. tially outlined in the Transportation Action Plan; and This plan addresses the properties within approxi- mately ½ mile of the Woodlawn Transit Station. For • Serves as the official streetscape plan for contextual purposes, the boundaries of the Woodlawn the station area once the Concept Plan is Transit Station Area Plan cover an area larger than the adopted. transit station area, defined as the properties recom- mended for TOD and located within a ¼ to ½ mile Planning Process walk of the station. Initial planning for the Woodlawn study area began The plan area is bisected by the light rail line. It is in conjunction with planning for the South Corridor bounded on the west by I-77, and also includes major LRT line. A community planning and urban design streets such as Woodlawn Road, Old Pineville Road, consulting firm and an interdepartmental staff team, and South Boulevard. The larger plan area falls pri- led by Planning Department staff, held public meet- marily within the South Growth Corridor but also ings to gather initial input from area residents and includes a portion of a Wedge as defined by the property owners. The staff team and consultants Centers, Corridors and Wedges growth framework. developed plan recommendations based on citizen The boundaries are shown on Map 1; they follow input, the area context, and guidance from a number existing zoning and block configurations. of City Council adopted policies. The Transit Station Area is the primary focus of this Prior to adoption of the plan, staff will hold addi- plan. This area will be the most influenced by - and have tional public meetings with area residents and prop- the ability to influence - the success of the LRT line. erty owners to present the plan recommendations and The plan also addresses portions of the Collingwood to receive feedback. The next step of the process will and Madison Park neighborhoods which are to the be presentation to the Planning Committee of the east of the Woodlawn Transit Station, as well as areas Charlotte-Mecklenburg Planning Commission who within the South Growth Corridor that extends west will hear citizen comments and make a recommenda- to I-77.

Woodlawn Transit Station Area Plan STUDY AREA CONTEXT 4

The Woodlawn Transit Station Platform. The Woodlawn station area has a strong existing office mar- ket, although at low suburban densities.

Opportunities and Constraints • Stable Residential Neighborhoods: The Collingwood and Madison Park neighbor- Review of the existing conditions reveals a number hoods provide a strong residential element of opportunities and constraints to transforming the to the station area. Protection of these neigh- core of the study area into a transit supportive envi- borhoods will be especially important as new ronment. Success will depend upon effectively dealing higher, intensity development is added to the with the constraints and capitalizing on opportuni- station area. ties, described below. • Major Interstate Access: Woodlawn Road offers convenient access to Interstate 77 and For a complete discussion of existing conditions, see I-85 via Billy Graham Parkway. Within this the Appendix of this document. station, there are opportunities for moder- ate to high intensity development, especially Opportunities office development, that can be served by both transit and vehicular access. • Office Potential: A strong existing office environment exists on Chastain Avenue with • Improved Transportation Environment: the Woodlawn Green Office Park at over The Woodlawn Road and South Boulevard 250,000 square feet. There is the potential intersection improvement/redesign makes to add more office development, as a part the area safer, more attractive, and offers of transit oriented development, within the better access for pedestrians, cars, and bikes. station area. As development occurs, additional transpor- tation improvements should include similar • Housing Diversity: Unlike many other sta- facilities to accommodate a variety of users. tions, the Woodlawn area has little diversity in its housing stock with only the single family • Redevelopment Potential: The Woodlawn neighborhoods in the eastern portion of the station area has a number of factors that make study area. The opportunity exists to main- it desirable for redevelopment. These include tain the existing stable neighborhoods while excellent access to I-77 and a large amount of increasing the diversity in housing stock by vacant or underutilized land within the core adding some multi-family development at the of the station area. core of the station area.

Woodlawn Transit Station Area Plan STUDY AREA CONTEXT 5 Constraints • Park/Open Space: Currently, there is no existing park or open space in the station • Station Visibility: The Woodlawn Transit area. Station is located on Old Pineville Road. Consequently, those traveling along the study • Existing Land Use, Density and Design: area’s major thoroughfares are less likely to see The heart of the station area does not currently the station, and its location may be an obsta- contain the type of uses, density or site design cle to transit oriented development. to support transit. Warehouse and industrial uses do not provide the services or environ- • Ridership Base: The Woodlawn study area ment desired by transit riders and densities are has a relatively small number of residents, and too low to cultivate a critical mass of people. the residential neighborhoods in which they live are more than a ½ mile walk from the • Street Network: The Woodlawn plan area station. As a result, most boarding the train currently has a largely disconnected street at the Woodlawn station will arrive by auto- network that is not consistent with a higher mobile. density transit oriented development future. • Assembled Land: Most of the properties close • East-West Mobility: Woodlawn Road is an to the Woodlawn station are small sites in important east/west connection through the individual ownership. This will make transit station area. However, it is the only east/west oriented development more difficult because crossing of the rail line. land assembly will typically be required to • Pedestrian Environment: Many of the create parcels large enough for this type of streetscapes in the industrial and commercial development. Further from the station, much districts of the study area are uninviting to of the property is in larger parcel ownership. pedestrians. With intermittent narrow side- • Major Industrial Land Use: The vegetable oil walks, absent planting strips and street trees, refinery creates a barrier for pedestrian access multiple curb cuts, and poor lighting, the and redevelopment in the southern portion of streets are currently more oriented to vehicu- the station area and could be a disincentive to lar travelers than pedestrians. new residential development. • Improved Environment: Currently, the core of the study area has few trees and minimal landscaping. As the study area redevelops, there will be significant need to improve the quality of the environment by planting addi- tional trees and landscaping.

Existing retail shopping centers and industrial uses pose chal- The Woodlawn Station (at right in photo) is located on Old lenges in maximizing the potential of the Woodlawn station Pineville Road, south of Woodlawn Road.. area. Woodlawn Transit Station Area Plan STUDY AREA CONTEXT 6 Vision Goals The Woodlawn study area will become one of a series To achieve this vision, the following goals have been of vibrant transit villages along the LYNX Blue Line. identified for the Woodlawn study area. The goals Within its boundaries, there will be three discrete draw on adopted, or in-progress, City policies, many areas: of which were discussed in the Introduction to the South Corridor Transit Station Area Plans. • Transit Station Area: The core of the plan area will transform into a pedestrian-oriented, 1. Land Use: Promote moderate to high density uses urban district. The area west of the light rail that are served by the high capacity transportation line will have a strong office orientation while facilities in the Growth Corridor, while protect- the area to the east will include a mix of mod- ing the fabric of residential neighborhoods in the erate to high intensity office, residential, and Wedge. neighborhood serving retail. • General Corridor Area: The remainder of the 2. Community Design: Create a high quality urban Growth Corridor, located between I-77 and environment by enhancing the identity of the the neighborhoods in the eastern part of the station area, creating attractive streetscapes, build- plan area, will include a range of uses appro- ing on the synergy of recent public infrastructure priate for a Growth Corridor. The existing investments, and respecting the character of the retail and industrial uses which characterize neighborhoods. Woodlawn are expected to remain in the near term, with some redeveloping over time. 3. Transportation: Improve the area’s transporta- tion system by providing new street connections • Wedge Neighborhood Area: The residential within the Growth Corridor and by improving character of the existing Madison Park and the pedestrian and bicycle facilities throughout Collingwood neighborhoods will be main- the plan area. tained, and these neighborhoods will remain a vital part of the plan area. 4. Infrastructure/ Public Facilities: Provide the Map 2 illustrates the development concept for the infrastructure and public facilities needed to Woodlawn plan area. support growth in the Corridor. 5. Environment: Improve the quality of Woodlawn’s environment, focusing on enhancing the tree canopy, improving water quality from stormwater run-off, and providing open space for the station area. The vision and goals serve as the basis for the recom- mendations in the chapters that follow.

The intersection of South Boulevard and Woodlawn Road The multi-use trail near New Bern Station will extend into recently got a streetscape makeover. the Woodlawn plan area. Woodlawn Transit Station Area Plan STUDY AREA CONTEXT 77 Woodlawn Transit Station Area Plan Map 2: Concept Plan

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Produced by the Charlotte-Mecklenburg Planning Department. Date: March 2008

Woodlawn Transit Station Area Plan STUDY AREA CONTEXT 8 Woodlawn Transit Station Area Plan Map 3: Recommended Future Land Use Proposed Street Connections*

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. Charlotte ...... m s. or p S e than ma 0 400 800 Produced by the Charlotte-Mecklenburg Planning Department. feet Date: March 12, 2008

Woodlawn Transit Station Area Plan LAND USE AND COMMUNITY DESIGN 9 Land Use and Community Design This chapter sets forth land use and community design Transit Station Area recommendations to achieve the vision and goals for the Woodlawn plan area. An overview of the proposed The Transit Station Area is located at the heart of the street network is also included. larger study area. The station area is home to a wide array of industrial, retail and office uses. The follow- This chapter divides the 602-acre area into three dis- ing recommendations are designed to allow this lower tinct districts: intensity, suburban area to transform, over time, into a higher-intensity urban district. • Transit Station Area, the portion of the South Growth Corridor that surrounds the Woodlawn light rail station; Land Use and Community Design Woodlawn• General Corridor Transit Area, which Station includes inter- 1.Area Promote Plan transit-supportive land uses (residen- change and general land use areas of the South tial, retail, civic, office) within the Transit Station Map Growth3: Recommended Corridor; and Future LandArea. The Use area west of the light rail line is recom- mended forProposed employment Street Connections* based transit oriented

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Woodlawn Station has a surface park-and-ride lot, proposed Existing development just east of the Woodlawn station is for redevelopment, with ground floor retail and structured traditional suburban retail. parking.

2. Provide active ground floor non-residential • Conversion of Sterling Drive to a public uses, such as retail or office, in the area immedi- street; ately surrounding the station, along Old Pineville Road, south of Woodlawn Road and north of • A new “L” street from South Boulevard at Springbrook Road. These uses should be designed Inwood Drive to Woodlawn Road; to support both the transit users and surrounding • A new east-west street from South Boulevard residents and employees. Design of these ground to the new “L” street, with a pedestrian con- floor uses should include clear glass windows nection to the Woodlawn Transit Station; and doors as well as entrances that front on and connect to the sidewalk system. • A new east-west street from the southern terminus of Nations Crossing Road to Old 3. Encourage redevelopment of the CATS Park- Pineville Road; and-Ride facility to integrate a mixture of tran- • Extension of Chastain Avenue from sit-supportive land uses (residential, retail, civic, Springbrook Road to Rountree Road; office). Development should include ground floor retail that wraps a parking facility to create an • A new east-west street following paral- active streetscape while providing complimentary lel property lines roughly 500 feet north of land uses in the transit station area. Springbrook Road from Old Pineville Road at the transit station to Chastain Avenue; 4. Create urban plazas or parks near the transit • A new east-west street following paral- station. An open space should be incorporated lel property lines roughly 500 feet south of into redevelopment of the park and ride facility. Springbrook Road from Old Pineville Road Additionally, open space should be included in to future Chastain Avenue extension; and redevelopment of the Woodlawn Marketplace site at South Boulevard and Woodlawn Road. • A new north-south street following property lines roughly 600 feet west of Old Pineville Road from Minuet Lane to the future east- Supporting Street Network west street linking Old Pineville Road with the southern terminus of Nations Crossing 5. Provide new street connections needed to create Road. typical block lengths of 400 feet desired or 600 feet maximum, as shown on Maps 3 and 4. These It should be noted that this map provides a rep- connections are the highest priority for the plan resentation of the desired street network and may area. Specifically, construct the following streets: require adjustments to address site conditions. An alternate but comparable network, consistent with the intent of providing connectivity, will also be considered. Woodlawn Transit Station Area Plan LAND USE AND COMMUNITY DESIGN 1111 General Corridor Area Land Use and Community Design With the exception of the Transit Station Area, the 6. Maintain locations for low to moderate inten- portion of the study area between I-77 and the neigh- sity office and industrial/warehouse distribu- borhoods east of South Boulevard is classified as a tion uses. The properties just south of Verbena General Corridor Area. It has interstate access from Street and west of Nations Crossing Road cur- Woodlawn Road and includes a range of commercial rently have a mixture of office and light industrial and industrial uses designed to take advantage of its uses. The area west of Old Pineville Road and interstate access. These include restaurants, hotels, south of the Duke Energy facility has a similar an array of commercial/retail development in the mix of uses. The plan supports maintaining a Woodlawn Marketplace, and a major industrial use, mixture of office and industrial/warehouse uses at the C&T Refinery. low densities, typically 0.25 floor area ratio (FAR) or less. 7. Maintain the Woodlawn Baptist Church as an institutional/civic use within the study area. 8. For the area around the I-77 and Woodlawn Road interchange, maintain low to moderate intensity retail and office uses. W o o d l a w n Transit Station Area9. PlanAccommodate a mixture of low intensity indus- Map 3: Recommended Future Land Usetrial, office and retail uses in the area north of ExmoreProposed Street Connections* Street between Nations Crossing Road

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A L T H and Old Pineville Road. YANCEY RD R I 1/4 Mile Walking DistanceE V ER BE NA S TRYON ST AV 1/2 Mile Walking DistanceORD TF AR Ground Floor RetailH P RE SS *Note: e location of the proposed streets is LE Allow a mixture of residential, office and retail Y 10. R conceptual. Alternative locations,V consistent with the D A

intent of the proposed network, will also beSCALEYBARK considered. RD YEOMAN

AV ST (NOT OPEN) land uses along South Boulevard between the ST A 6 P RD P L E MACIE G A T E D moreR intense TOD developments surrounding O CHALMERS ST F T GILEAD ST R A H

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D R Map 3.2: General CorridorOffice Areas RecommendationsResidential/Office/Retail PL Utility Office/Industrial-Warehouse-Distribution Woodlawn Transit StationInstitutional Area Plan Office/Retail/Industrial-Warehouse-Distribution

Office/Retail Transit Oriented Development - Mixed N

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. Charlotte ...... m s. or p S e than ma LAND USE AND COMMUNITY DESIGN 0 400 800 Produced by the Charlotte-Mecklenburg Planning Department. feet Date: March 12, 2008 12

The C&T Refinery is an active industrial facility in close Vanguard Center office park is at the edge of the station proximity to Woodlawn Station. area, accessible from I-77, generally from Tyvola Road.

13. Recognize the C&T Refineryas an industrial use. • A new north-south street along a parallel However, if the site redevelops, the development property line roughly 500 feet west of Old should include a mixture of office and retail land Pineville Road from East Exmore Street to uses of the same character as those recommended Woodlawn Road; for the property to the east of the refinery. • An extension of Briarbend Lane from South Boulevard to Sterling Drive; 14. Ensure that development adjacent to the Madison Park and Collingwood neighbor- • An extension of Northgate Avenue to South hoods provides a good transition from the low Boulevard; scale neighborhoods to the taller buildings at the • An extension of Chastain Avenue, from core of the station area. Springbrook Road to Lissom Lane; 15. Maintain the existing office uses in the Vanguard • A new north-south street running paral- Center Office Park which is a predominantly lel to and roughly 600 feet east of Chastain low intensity office development oriented toward Avenue; Tyvola Road. • A new north-south street running parallel to and roughly 600 feet west of the future exten- Supporting Street Network sion of Chastain Avenue from Springbrook Road to Rountree Road; 16. Provide new street connections needed to create • A new connection between Lissom Lane and typical block lengths of 600 feet desired, or 650 Minuet Lane; and feet maximum, as shown on Maps 3 and 4. Specifically, construct the following streets: • The extensions of both Seventy Seven Center Drive and Rountree Road to a shared “T” • A realigned and improved Chalmers Street intersection. from Old Pineville Road to Yeoman Road; It should be noted that this map provides a rep- • An opened and improved Wallingford Street resentation of the desired street network and may from West Exmore Street to Chalmers Street; require adjustments to address site conditions. An alternate but comparable network, consistent • An opened and improved Gilead Street from with the intent of providing connectivity, will Chalmers Street to Verbana Street; also be considered. • A new east-west street along parallel prop- erty lines roughly 700 feet north of Exmore Street from future opened Wallingford Street to South Boulevard via a converted at-grade LYNX crossing off Old Pineville Road;

Woodlawn Transit Station Area Plan LAND USE AND COMMUNITY DESIGN 13 Wedge Neighborhood Area 18. Recognize the opportunity for redevelopment of the single family parcels fronting Woodlawn The Madison Park and Collingwood neighborhoods Road to residential up to 8 dua. This recommen- are located in a Wedge, on the east side of the Transit dation is intended to provide land use guidance Station Area and include primarily single family should the area redevelop in a similar pattern housing. The following recommendations are designed to residential properties east of the study area to protect the low density residential character of the approaching Park Road. New development should neighborhood, while allowing for redevelopment in incorporate multiple parcels. Development should selected locations along Woodlawn Road. be oriented to the public street with parking to the side or the rear of buildings. A townhome style Woodlawn Transit Station Area Plan of development is recommended with residential Land Use and Community Design units having individual entrances. Heights should Map 3: Recommended Future Land Use be limited to two stories to maintain compatibil- 17. Maintain the single family Proposed portion Street Connections* of the ity with the single family homes in the neighbor-

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A L hood. T H YANCEY RD R I 1/4 Mile Walking DistanceE V ER hoods B at a density up to 4 dua, consistent with E NA S TRYON ST AV 1/2 Mile Walking DistanceORD TF AR existing land use and zoning. Ground Floor RetailH One parcel on the east side South Boulevard, at PR ES *Note: e location of the proposed streets is SL EY R conceptual. Alternative locations,V consistent with the the south end of the study area, is zoned and used D A

intent of the proposed network, will also beSCALEYBARK considered. RD YEOMAN

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D R Map 3.3: Neighborhood Area RecommendationsPL Office Residential/Office/Retail preserved. Utility Office/Industrial-Warehouse-Distribution Institutional WoodlawnOffice/Retail/Industrial-Warehouse-Distribution Transit Station Area Plan

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LAND USE AND COMMUNITY DESIGN

GIS GIS Residential <= 4 DUA Residential > 22 DUA

. Charlotte ...... m s. or p S e than ma 0 400 800 Produced by the Charlotte-Mecklenburg Planning Department. feet Date: March 12, 2008 14 Transportation and Streetscape

Transforming the existing streets into an attractive 22. Realign and improve streets in the area north- and functional multi-modal street network is criti- west of Woodlawn Road and Nations Crossing cal to the success of the plan area, especially the area Road in the General Corridor Area. This area has around the LRT station where transit-oriented devel- a mix of winding, narrow and unopened streets. opment is planned. Providing a well-connected street This plan recommends connecting Wallingford network is important throughout the study area to and Gilead Streets, closing Macie Street and part facilitate mobility choices and minimize congestion. of Yeoman Road, realigning Yeoman Road with Chalmers Street and extending Chalmers Street In conjunction with the establishment of the LRT to Old Pineville Road. line, the City made a number of improvements to the Woodlawn street network through the South Corridor 23. Maintain the existing street network for the Infrastructure Program (SCIP). This chapter recom- Madison Park and Collingswood neighbor- mends additional transportation improvements for hoods and enhance the network by extending the plan area for new streets, street cross-sections and Northgate to South Boulevard in conjunction streetscape elements. with redevelopment along South Boulevard.

Transportation/Street Design Sidewalks Recommendations 24. Eliminate gaps in the sidewalk system within the Transit Station Area. While sidewalk This section outlines transportation recommendations improvements have been made through the City addressing both proposed new streets and enhance- sponsored South Corridor Infrastructure Program ments to existing streets to make them more pedes- (SCIP), many sidewalk gaps remain in the Transit trian and bicycle friendly. These include both City Station Area. To handle the level of pedestrian sponsored capital improvements, as well as improve- activity anticipated in the station area, gaps in the ments that will be required in conjunction with new sidewalk system, particularly those along Chastain development and redevelopment. Avenue, Springbrook Road, and Nations Crossing Road should be eliminated as new development The general locations of the recommendations occurs. New sidewalks and planting strips should are noted on Map 4. The recommendations also be built to the specifications of the streetscape are cross referenced using the item numbers in the cross-sections on the following pages. Implementation section of this plan. 25. Eliminate gaps in the sidewalk system leading Street Network from the residential areas to the Transit Station. The existing residential areas of Collingwood and 20. Provide new street connections in the Transit Madison Park neighborhoods to the east of the Station Area, as discussed in item 5 in the Land Woodlawn Transit Station Area provide a base Use Section. Street connections in the Transit of potential transit riders. Gaps in the sidewalk Station Area are the highest priority for this Plan, system which leads to the transit station, as well as these are needed to support high density devel- as the commercial area along South Boulevard, opment and to provide additional travel routes. should be eliminated to promote pedestrian travel. Specific sidewalk projects include Northgate 21. Provide new street connections in the General Avenue and Murrayhill Road. The boundaries are Corridor Area, as discussed in item 16, to support shown on Map 4. additional density development and provide new travel routes.

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 15

The pedestrian system along South Boulevard typically lacks Recent streetscape improvements have been made in portions a planting strip, and the sidewalk width is inadequate. of the study area.

26. Widen sidewalk system along thoroughfares. • Woodlawn Road at Nations Crossing Road; Currently, Woodlawn’s major thoroughfares have sidewalks on both sides of the streets. However, • South Boulevard at Inwood Drive; and many of these sidewalks are only 5 feet wide, • South Boulevard at Briarbend Lane. which is not consistent with the recommended width found in the Streetscape Standards on Enhanced crossings may include a combination subsequent pages. Additionally, planting strips of vehicle traffic signals, pedestrian countdown which separate pedestrians from vehicular traffic signals, painted or textured cross walks, ADA are often lacking. This plan recommends widen- curb ramps, and pedestrian refuge islands in the ing the sidewalks and adding planting strips along median. Old Pineville Road, Woodlawn Road, and South 29. Consider a pedestrian crossing of the LRT line Boulevard within the study area boundaries, in at the station if the spur line serving the C&T conjunction with new development. refinery is eliminated. If a pedestrian crossing is 27. Improve the sidewalk network in the General not feasible when the Woodlawn Marketplace site Corridor Area. As the streetscape cross-sections is redeveloped, install a pedestrian pathway par- recommend, new development and redevelop- allel to the tracks, consistent with the multi-use ment should install sidewalks on all streets. All trail shown in the streetscape standards section. new streets will include new sidewalks. Bicycle Accommodations Pedestrian Crossings 30. Extend designated bicycle lanes on Woodlawn Road. 28. Enhance pedestrian and bicycle crossings on To tie into recently added bicycle lanes major thoroughfares. Woodlawn’s major thor- provided by SCIP (shown on Map 4), bicycle oughfares are difficult for pedestrians and bicy- lanes are recommended along the entire length of clists to cross due to factors such as traffic volume, Woodlawn Road, including their extension west traffic speed, width of lanes, frequent turning of Old Pineville Road. movements, and distance between signalized 31. Site new development to allow future addition cross walks. While SCIP resulted in the signature of bicycle lanes on South Boulevard enhanced intersection of Woodlawn Road and . This plan South Boulevard, other intersections of these two recommends the long-term installation of bicycle major thoroughfares still have room for improve- lanes in the station area along South Boulevard as ment. This plan recommends adding enhanced shown on Map 4. crossings, as shown on Map 4. In the station area, these include:

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 16

Many streets in the Station Area are lacking in basic Woodlawn Road, approaching the light rail overpass, has no streetscape amenities, such as sidewalks. planting strip, narrow sidewalk, and parking lots along the street frontage.

Improved LYNX Crossings 32. Consider replacement of current private drive- way crossing with new street connection. Currently, a private driveway along Old Pineville Road crosses the LYNX tracks north of Woodlawn Road. This plan recommends reutilizing this existing at-grade crossing for a connecting public street, if and when the area redevelops. Combined with the existing grade-separated LYNX crossing of Woodlawn Road, the traveling public will have more route choices between Old Pineville Road and South Boulevard. Potential rail crossings should be thoroughly studied to assess the impact on the LRT line, the transportation system, and the area’s economic development potential.

Street Lighting 33. Install pedestrian scale lighting in key loca- tions. Typical streetlights illuminate the roadway, but do not provide significant lighting for the pedestrian area of a street. Pedestrian scale light- ing is shorter in height than streetlights and focuses on lighting sidewalk areas. It should be installed in the public right-of-way, with special attention to streets between Chastain Avenue and South Boulevard.

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 17 Woodlawn Transit Station Area Plan Map 4: Future Transportation Network Enhanced Pedestrian Crossing Street Closings Bicycle Lanes

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Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 18 Woodlawn Transit Station Area Plan Map 5: Streetscape Cross Section Key Avenue: Four Lane Divided

Avenue:SCALEYBARK Two Lane Undivided RD YANCEY RD Office/Commercial Wide Local Residential Wide New Street PRESSLEY RD S TRYON ST Rail Line YEOMAN RD

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Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 19 Streetscape Standards Street Cross-Sections Streets are more than just pathways to and through a Based on the City’s Urban Street Design Guidelines, the place. Streets are one of the most highly visible types future cross-sections have been determined for streets, of urban places. As the entrance and exit to a com- as well as the rail frontage, within the Woodlawn study munity, streets have the ability to set the tone for the area, with the exception of the single family neighbor- surrounding environment. hood areas, where little change to existing streets is expected. The following street types are recommended The streetscape cross-sections on the following pages for the plan area: are essential to “setting the tone” for the type of setting desired in the plan area. The cross sections have been • Avenue - Four-Lane Divided developed in accordance with the Urban Street Design Avenue - Guidelines (USDG), adopted by City Council in • Two-Lane Undivided October 2007. The cross-sections set forth: • Office/Commercial Street - Wide Local Residential Street - Wide • Building setback requirements, • Map 5 shows the desired location for each of these • Streetscape, sidewalk, and street tree require- street types. Consult this map to identify the rec- ments, and ommendation for a specific street, then refer to the • Future character of the streets regarding the matching cross-section on the following pages. Streets number of lanes, bicycle, pedestrian and within neighborhood areas slated for preservation are transit accommodations and provisions for intended for preservation as well, so new cross sec- on-street parking. tions for these areas are not provided. When this plan is approved, the streetscape standards specified herein will become the official “Streetscape Avenue - Four-Lane Divided Plan” for the study area, as referred to in the zoning standards for a number of the City’s urban zoning dis- Description: The Avenue is the most common (non- tricts. As such, all new development on sites zoned local) street type in Charlotte, providing access from TOD, TS, PED, UMUD, MUDD, NS, UR, or other neighborhoods to commercial areas, between areas of urban zoning districts that may be established must the city, and, in some cases, through neighborhoods. be designed in accordance with these standards. The It is designed to provide a balance of service for all specifications in the cross-sections are based on typical modes of transportation, including accessibility for conditions and may vary based upon further study transit, pedestrians, and bicyclists in addition to car- and in unique circumstances. rying significant automobile traffic. Note that these cross-sections are not plans for imme- A short segment of Woodlawn Road, from Nations diate road improvements, but many are recommended Crossing Road to I-77, technically qualifies as a long-term changes. Improvements such as on-street Boulevard. Boulevards are intended to move large parking, streetscape enhancements, and sidewalk numbers of vehicles from one part of the city to installation typically will be implemented through another. Thus, the modal priority shifts toward motor private redevelopment, although the City may fund vehicles, while still accommodating pedestrians and minor improvements. New streets also typically will cyclists as safely and comfortably as possible. For be implemented through private development, while simplicity in reading and interpreting this plan, this major improvements to existing streets generally will segment is included in this cross section. Note that be constructed by the City. the plan calls for additional widening for turn lanes as required by CDOT standards at major intersections. Land Use: The land use will vary; within the plan area the desired uses will be typically medium to high density mixed use and retail/office use.

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 20 (Avenue - Four-Lane Divided, continued) • Planting strip or recessed on-street parallel parking serve as buffer from traffic to pedes- Situation: The major thoroughfares in the study area trians on sidewalk. Planting strip with trees are classified as Avenues. The four lane divided type is the standard expectation, with recessed is recommended for South Boulevard and Woodlawn on-street parking available as an option per Road. The proposed cross-section will allow these zoning and CDOT standards, and with inter- streets to continue to perform an important mobility mittent planter islands to break up parking function for motorists, as well as to support safe and into bays no more than 100 feet in length. comfortable pedestrian and bicycle travel. South Boulevard south of Woodlawn, and Woodlawn Road west of South, are desig- Existing Condition: These streets typically have two nated as state highways, and current state lanes in each direction; some parts are widened for left regulations do not permit on-street parking. turn lanes near intersections. Right of way is typically If circumstances change in the future such 60 feet, although it varies. that on-street parking would be allowable, the on-street parking option would be available Proposed Curb to Curb: Recommended width is 70 there. feet from back of curb to back of curb; right of way • Amenity zone provides supplemental tree is 118 feet. planting location. Trees in the amenity zone should be planted in curbed planters. The • Two travel lanes and bike lane in each direc- amenity zone also provides additional paved tion. area for street furniture, paved access to on- • Continuous center lane for left turns and street parking, and merchandising purposes. pedestrian refuge; to include mid-block land- • Ped zone is the usual location for the clear side- scaped pedestrian refuge islands in some loca- walk. Where there is no on-street parking and tions. planting strips are in place, the clear sidewalk • Additional widening for turn lanes may be can be pushed into the amenity zone location required in some circumstances, such as the and the ped zone can be used for landscap- Woodlawn/I-77 intersection, in accordance ing, sidewalk dining, or paved merchandising with CDOT standards. purposes. Encroachments into the ped zone Behind the Curb: Minimum building setback is 24 for features such as steps and open porches are feet from back of (unrecessed) recommended curb. allowed in accordance with the zoning ordi- Tree planting is required with spacing, irrigation, nance, but encroachments at grade may not subdrainage, and adequate soil space forAvenue-4 roots per the Lane Dividedreduce the clear sidewalk to less than 8 feet. Charlotte Tree Ordinance.

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On-street parking Vehicle Vehicle *Includes 2.5’ is optional. Lanes Lanes curb and gutter. Bike Lane* Bike Lane* Ped Zone Ped Ped Zone Ped Amenity Zone Amenity Zone *Parking/Trees Turn Lane/ Turn c/g 1.5’ Median. *Parking/Trees 8’ 8’ 8’ 7.5’ 22‘ 11’ 22‘ 7.5’ 8’ 8’ 8’ 70’ 24’ Setback Back of curb to back of curb 24’ Setback Right of Way-118’

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 21 Avenue - Two Lane Undivided • Widening for left turn lanes may be required in some circumstances in accordance with Description: The Avenue is the most common (non- CDOT standards. local) street providing access from neighborhoods to Proposed Behind the Curb: Minimum building commercial areas, between areas of the city, and, in setback is 24 feet from back of (unrecessed) recom- some cases, through neighborhoods. It is designed to mended curb. Tree planting is required with spacing, provide a balance of service for all modes of transpor- irrigation, subdrainage, and adequate soil space for tation, including accessibility for transit, pedestrians, roots per the Charlotte Tree Ordinance. and bicyclists in addition to carrying significant auto- mobile traffic. • Planting strip or recessed on-street parallel parking serve as buffer from traffic to pedes- Land Use: The land use will vary; within the plan area trians on sidewalk. The recessed parking is the desired uses will include medium to high density required in all locations feasible under CDOT mixed use and residential; and some office, industrial, standards, with intermittent planter islands warehouse, and distribution uses. to break up parking into bays no more than 100 feet in length. Planting strip with trees is Situation: This Avenue cross section is narrower than required in all other situations. the four-lane divided version used on other streets in the study area. It is recommended for Yancey Road, • Amenity zone provides supplemental tree Old Pineville Road, and Nations Crossing Road. The planting location. Trees in the amenity zone proposed cross-section will allow this street type to should be planted in curbed planters. The continue to perform an important mobility function amenity zone also provides additional paved for motorists, as well as to support safe and comfort- area for street furniture, paved access to on- able pedestrian and bicycle travel. street parking, and merchandising purposes. • Ped Zone is the usual location for the clear Existing Condition: This street has two lanes in each sidewalk. Where there is no on-street parking direction, without turn lanes or landscaped median. and planting strips are in place, the clear side- Right of way is generally about 60 feet, but varying walk can be pushed into the amenity zone more and less. location, and the ped zone can be used for landscaping, sidewalk dining, or paved mer- Proposed Curb to Curb: Recommended width is 37 chandising purposes. Encroachments into feet from back of curb to back of curb; right of way the ped zone for features such as steps and is 85 feet. open porches are allowed in accordance with the zoning ordinance, but encroachments at • One travel lane and bike lane in each direc- grade may not reduce the clear sidewalk to tion. less than 8 feet. Avenue-Two Lane Undivided

Central Av

Vehicle Vehicle *Includes 2.5’ Lane Lane curb and gutter. Bike Lane* Bike Lane* Ped Zone Ped Ped Zone Ped Parking/Trees Parking/Trees Amenity Zone Amenity Zone 8’ 8’ 8’ 7.5’ 22’ 7.5’ 8’ 8’ 8’ 37’ 24’ Setback Back of curb to back of curb 24’ Setback Right of Way-85’ Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 22 Office / Commercial Street - Wide • On-street parking on both sides. Curb exten- sions may be used to narrow street width at Description: Local streets provide access to residen- intersections and other locations where on- tial, industrial, commercial, or mixed-use develop- street parking is not appropriate. ment. The majority of Charlotte’s streets are classified • Widening for left turn lanes onto South as local streets and are typically built through the land Tryon Street may be required in accordance development process. with CDOT standards. Land Use: In the study area, the land use along these Proposed Behind the Curb: Minimum building streets is typically office, warehouse/industrial, and setback is 14 feet from back of (recessed) recom- retail development with an auto orientation. It may mended curb, or 21 feet from back of any extended include medium density mixed use development. curb. Tree planting is required with spacing, irriga- tion, subdrainage, and adequate soil space for roots Situation: The office/commercial streets are recom- per the Charlotte Tree Ordinance. mended in the portion of the Ttansit Station and General Corridor Areas that is intended primarily • Planting strip provides buffer from traffic to for non-residential uses. Office/commercial streets pedestrians on the sidewalk, and a landscaping are appropriate because they provide basic pedestrian opportunity. In locations with retail frontage amenities while allowing for reasonable vehicular or other high density applications, tree plant- access and speeds. ing in curbed planters, with paved amenity zone for street furniture, paved access to on- Existing Condition: These streets have one lane in street parking, and merchandising purposes each direction; some have on-street parking. Right of should be substituted for the planting strip. way is typically 50 feet. • Ped Zone is the usual location for the clear sidewalk. Encroachments into the ped zone Proposed Curb to Curb: Recommended width is 41 for features such as steps and open porches are feet from back of curb to back of curb; right of way allowed in accordance with the zoning ordi- is 69 feet. nance, but encroachments at grade may not reduce the clear sidewalk to less than 6 feet. • One travel lane in each direction shared with bicyclists.

Office/Commercial-Wide

Mixed Vehicle Zone *Includes 2.5’ curb and gutter.

Planting strip Planting or curbed planter strip or Planting curbed planter

Ped Zone Ped Ped Zone Ped Parking* Parking* 6’ 8’ 7’ 7’ 8’ 6’

Min. 41’ Min. 14’ Setback Back of curb to back of curb 14’ Setback Right of Way-69’

Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE Local Residential Street - Wide • Widening for left turn lanes onto South Tryon 23 Street or South Boulevard may be required in Description: Local streets provide access to residen- accordance with CDOT standards. tial, industrial, commercial or mixed-use develop- Proposed Behind the Curb: Minimum building ment. The majority of Charlotte’s streets are classified setback is 20 to 22 feet from back of (recessed) rec- as local streets and are typically built through the land ommended curb, or 27 to 29 feet from back of any development process. extended curb, depending on the sidewalk width requirement. Tree planting is required with spacing, Land Use: The land use is typically medium to high irrigation, subdrainage, and adequate soil space for density residential, with some mixed use develop- roots per the Charlotte Tree Ordinance. ment. • Planting strip provides buffer from traffic to Situation: Local residential streets are recommended pedestrians on the sidewalk, and a landscaping in portions of the study area where residential uses opportunity. In locations with retail frontage higher in density than single-family are in place or or other high density applications, tree plant- expected. They also are recommended in portions of ing in curbed planters, with paved amenity the transit station area off of the main thoroughfares zone for street furniture, paved access to on- where a predominance of residential development is street parking, and merchandising purposes expected. Redevelopment is anticipated, and with that should be substituted for the planting strip. high-quality neighborhood street design is desired. The local residential street cross-section is designed for • Ped zone is the usual location for the clear low traffic speeds and a comfortable walking, cycling sidewalk. For streets located within 1/4 mile and living environment. of the transit station, the minimum sidewalk width is 8 feet. Elsewhere in the plan area the Existing Condition: These streets have one lane in minimum width is 6 feet. each direction. Some have on-street parking. Right of • The Yard area is intended to provide addi- way varies widely, but is typically 50 feet. tional landscaping, and a buffer between side- walk and residential uses. Encroachments for Proposed Curb to Curb: Recommended width is 35 features such as steps and open porches are feet from back of curb to back of curb; right of way allowed in accordance with the zoning ordi- is 63 to 67 feet, depending on the sidewalk require- nance, but encroachments at grade may not ment. reduce the clear sidewalk to less than the required width. • One travel lane in each direction shared with bicyclists. • Parcels located on streets that have existing single-family zoning designations (R-3, R-4, • On-street parking on both sides. Curb exten- R-5, R-6, and R-8) either across the street, or sions may be used to narrow street width at abutting on the same side of the street, shall intersections and other locations where on- have a minimum setback of 30 feet. street parking is not appropriate.

Mixed Vehicle Zone *Includes 2.5’ curb and gutter. Parking* Planting Strip Planting Planting Strip Planting

Parking*

Ped Zone* Ped

Ped Zone* Ped Yard Yard **30’ setback across 6’ 6’ to 8‘ 8 ’ 7’ 7’ 8’ 6’ to 8‘ 6’ from or next to single 35’ **20’ to 22’ **20’ to 22’ family zoning. Setback Back of curb to back of curb Setback Right of Way-63’ to 67’ Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE *Minimum 8’ sidewalks are required along Local Residents streets located generally within 1/4 mile of the staion. Minimum 6’ sidewalks are allowed elsewhere.

**A minimum 30’ setback measured from the back of future curb is required when TOD zoning is located across from or next to single family zoning. 24 Rail Frontage / Multi-Use Trail track. Tree planting is required with spacing, irrigation, subdrainage, and adequate soil Description: The rail line is the centerpiece of the space for roots. Trees must be a columnar station area. The City has constructed a multi-use path form, planted a minimum of 5 feet out from in some areas running parallel to the rail line, typically the ballast curb, and approved by CATS. Tree on the west side. To spark activity along this pathway, spacing should be consistent with spacing for adjacent development is required to front it. New street trees, as required by the Charlotte Tree development is required to enhance the path where Ordinance. Decorative pedestrian scale light- it exists adjacent to the development site. Where the ing also should be provided. trail does not exist or is across the tracks, new devel- • The multi-use trail is required from the north opment will be required to construct the trail. boundary of the station area to Woodlawn Land Use Road. Where the rail line abuts Old Pineville : In the study area, the land use along these Road, the sidewalk and bike lane require- streets is typically office and retail development with ments for the street will replace the need for an auto orientation. It may include medium density the multi-use trail on that side of the rail mixed use development. line. The trail is to be a minimum of 12 feet Existing Condition wide, and should be constructed beyond the : An asphalt multi-use path has landscaped buffer. The trail location may be been constructed along the right-of-way in stations required to be more than 7 feet from the back to the north. Right of way varies, but is typically 130 of the ballast curb due to site features such as feet wide. Rail corridor frontage circumstances vary topography, drainage, and CATS equipment. widely, and generally reflect the warehouse/industrial The location of this trail must be approved by uses presently and formerly occupying the adjoining CATS. The trail material must be approved property. by Planning and CDOT. The trail can be Proposed Cross-Section widened to allow emergency fire access, but : The innermost portion of should not be used as a driveway for adjacent the right of way is reserved for light rail tracks. A land- development. scaped buffer and multi-use trail are planned beyond the tracks on both east and west sides. The multi-use • The minimum setback from the centerline of trail is to run from the north boundary of the station the tracks is 35 feet or the location of the right area to Woodlawn Road. The trail is for use by pedes- of way line, whichever is greater. However, trians and bicyclists. where the right of way line extends beyond the minimum setback required, development • The ballast curb for the light-rail line typi- may be allowed to encroach into the right of cally extends 16 feet from the center line in way as a method of encouraging development each direction. A decorative fence should be which is consistent with the City’s land use located adjacent to the ballast curb/trackway. vision and if the required written agreements with CATS are completed to occupy portions • A minimum of 7 feet outward from the ballast of the right-of-way. curb is reserved for a landscaped buffer to the

12’ CL 12' min 7’ min. 16' to 16' to 7’ min multi-use back of back of min. multi-use path* ballast curb ballast curb path* 35’ min. setback

*Material of multi-use trail to be approved by Planning CDOT *Location of multi-use trail to be approved by CATS Woodlawn Transit Station Area Plan TRANSPORTATION AND STREETSCAPE 25 Infrastructure and Public Facilities The core of the Woodlawn study area includes an Park and Greenway older built-out industrial area, as well as auto-oriented commercial, that are recommended for higher density Recommendations redevelopment. Its infrastructure, while sufficient and appropriate for its former uses, may require capac- 36. Encourage urban open spaces in the Transit ity increases for more intense new uses. The follow- Station Area. New developments in the area are ing recommendations are intended to address needs encouraged to provide usable urban open spaces, for additional or expanded infrastructure and public either on-site or off-site within the station area. facilities. Desirable types of urban open spaces include pocket parks, plazas, and community gardens. Public Facility/Infrastructure Recommendations 34. Conduct an infrastructure study to evaluate the adequacy of infrastructure (water, sewer, storm drainage) in the station area. The ability of the station area’s infrastructure to support high density redevelopment and capacity of the other utility systems is not known. To ensure that the station area will be able to support the new, higher-den- sity development recommended by this plan, a detailed infrastructure analysis is recommended. 35. Encourage the burying of utilities. Overhead utility lines detract from the appearance of the station area, which in turn may impact the eco- nomic competitiveness of a project. Overhead lines also may impact development density due to required clearances from the lines. As redevel- opment occurs, opportunities to relocate or bury utility lines should be pursued.

A major electric utility facility is located within the general New urban open space amenities in the vicinity of the sta- corridor area. tion are needed.

Woodlawn Transit Station Area Plan INFRASTRUCTURE AND PUBLIC FACILITIES 26 Environment The Woodlawn study area includes a substantial area 39. Protect or enhance the watersheds when possi- of present and former industrial development, much ble. The Woodlawn station area sits on a ridgeline of which is expected to be redeveloped in the coming that divides the Upper Little Sugar Creek water- years. The environmental recommendations focus on shed to the east and the Irwin Creek watershed means to improve air, water and land quality through to the west. Both the Upper Little Sugar Creek the redevelopment process. and Irwin Creek basins are listed as “Impaired” by regulating agencies. Further degradation to It should be noted that the establishment of dense either creek would be a negative impact to the transit oriented development within station areas is community. Any development or redevelopment intended to improve the environment of the region in the area will have a goal to improve the quality by concentrating growth where it can be supported of runoff, reduce flooding impacts, and reduce by transit and other infrastructure, by relieving the runoff if possible. This will primarily be achieved pressure for growth on outlying greenfield locations, with the provisions of the Post Construction and by reducing vehicular trips and trip lengths that Controls Ordinance. otherwise would extend to the outer edge of the met- ropolitan area. 40. Assist property owners with remediation of sites known or perceived to have contaminated soil. Soil contamination poses an obvious hazard Environmental Recommendations to the environment; however, it can also serve as 37. Make trees a key feature of all of the plan area. an obstacle to development. Since contamina- Woodlawn’s residential neighborhoods are made tion is a potential issue in the transit station area, distinctive by their mature tree canopy. A large property owners should be encouraged to partici- portion of the residential areas contained within pate in the funding programs offered by the City the study area has a significant tree canopy. Trees of Charlotte to financially assist with the clean up could become an identifying feature for the of contaminated sites. entire study area if they are added to streets in the Transit Station and Corridor Areas. In addi- tion to their aesthetic value, trees help to reduce stormwater run-off, slow soil erosion, absorb air pollutants and provide shade. Where street trees currently exist in the station area, they should be maintained and replaced as necessary. In parts of the station area where street trees do not currently exist, they should be planted as part of any new development or redevelopment in accordance with the streetscape cross-sections. 38. Design site plans for new buildings and reno- vations in the station area to improve water quality for stormwater run-off. Over the last decade, innovative design solutions have been developed to address the water quality of storm- water runoff. These best practices in on-site storm- water management include the use of bioswales or rain gardens, rooftop rain capture, and pervi- ous parking areas. Because of the large amount of impervious surface area and the proximity of nearby creeks, new developments and redevelop- ments in the station area are encouraged to incor- porate design features that improve the quality of stormwater leaving their site, consistent with The tree canopy in existing neighborhoods of the plan area the Council adopted Post Construction Controls is an amenity to be preserved and emulated in new develop- Ordinance. ment. Woodlawn Transit Station Area Plan ENVIRONMENT Uptown

South End

New Bern

Scaleybark

Volume 2: Woodlawn 27 Implementation Tyvola Plan Archdale

Arrowood

Sharon Road West

I-485/South Boulevard Woodlawn Transit Station Area Plan 28 Woodlawn Transit Station Area Plan Map 6: Corrective Rezonings Corrective Rezonings Rezone to TOD-E CONWAY AVE SCALEYBARK RD YANCEY RD Rezone to TOD-M

VERBENA ST Rezone to B-2

PRESSLEY RD S TRYON ST Rezone to O-2 I-2 I-2 YEOMAN RD

APPLEGATE RD

I-2

MACIE ST CHALMERS ST GILEAD ST (NOT OPEN)

I-2 HARTFORD AVE

I-2 BARTLING RD B-2

BRIABEND DR COLLINGWOOD DR I-2 FIRWOOD LN

UNIVERSITY DR I-2 I-1 OLD PINEVILLE RD

W EXMORE ST NATIONS CROSSING RD R-4 I-2 I - 77

KENLOUGH DR APPLEGATE RD B-2 E EXMORE ST I-1 WALLINGFORD ST (NOT OPEN) I-2 R-4

AUTUMN CT B-2

I-2 I-2 R-4

NORTHGATE AVE

WOODLAWN RD R-4 SOUTH BLVD

B-1 R-4

R-4 MANHASSET RD

CHASTAIN AVE R-4 GENERAL PERSHING RD I-2 CONNECTING RD R-4 R-4 I-2 TOD-M MURRAYHILL RD T B-1SCD I-2 STACY BLVD B-2 R-4

OLD PINEVILLE RD R-4 ROCKFORD CT

PEACHTREE DR SOUTH INWOOD DR

SPRINGBROOK RD R-4 R-4 PENWAY CT MARSHALL AIR DR

GILMORE DR

I - 77 ROUNDTREE RD I-2 UR-2(CD)

R-4 PL OGLETHORPE

OLD WOODS RD ROME CT FAIRBLUFF PL

I-2 SCHOLTZ RD B-2 I-2 MURRAYHILL RD I-1 R-4

GRICE CT BAYLOR DR ROUNTREE RD PLYMOUTH ST I-2 FURMAN PL

LISSOM LN VINCENT LN

I-2

I-2 WEXFORD CT

HOYT CT

MILFORD RD WHITE OAK RD SEVENTY SEVEN CENTER DR

MINUET LN SENECA PL GLENHAM DR GLENHAM

SOUTH BLVD

BAKER DR

N

W E

GIS GIS

. Charlotte ...... m s. or p S e than ma 0 400 800 Produced by the Charlotte-Mecklenburg Planning Department. feet Date: March 12, 2008

Woodlawn Transit Station Area Plan IMPLEMENTATION PLAN 29 Implementation Plan The recommendations of theWoodlawn Transit Station Private Sector Responsibilities Area Plan will be implemented in a number of ways. First and foremost, all of the recommendations in The private sector will be responsible for developing the plan, once adopted, are City policy. As such, the and redeveloping properties within the plan area con- recommendations will guide future decision-making sistent with the vision, policies, and recommenda- in the study area, such as requests for rezoning and tions included in the Concept Plan. Ensuring that the updates to the Zoning and Subdivision Ordinances. infrastructure required in conjunction with develop- ment is provided will be part of these development This Implementation Plan outlines the strategies to responsibilities. help implement the land use, community design, transportation, and other development-oriented rec- ommendations contained in the adopted Concept Corrective Rezonings Plan. Implementation Strategies are listed on the following pages. The number of each action corre- The Planning Department will initiate corrective sponds to the number for the recommendation in the rezonings to implement the land use vision and rec- Concept Plan. The responsible agency and possible ommendations adopted as part of the Concept Plan. time frame also are included. The proposed rezonings are shown on Map 6. The rezoning process will occur after the adoption of the These Implementation Strategies will not be approved Concept Plan. by elected officials as part of the Concept Plan adop- tion. The strategies that require City Council approval The proposed rezonings to TOD-M may be initiated will be brought forward on a case by case basis after in one or more groups, or may be proposed on a case- the Concept Plan has been adopted and the public by-case basis in order to insure that new streets and has had an opportunity to give input. other recommendations of this plan are provided by new development. Because this Implementation Plan is not adopted by elected officials, the public sector sponsored items listed on the following pages are ideas for imple- mentation, not a commitment. The projects may be revised over time; as such this Implementation Plan should be updated periodically to reflect changes and progress. Public Sector Responsibilities With input from the community, the public sector will provide the policy framework for land development and will be responsible for making a number of infra- structure improvements. In addition, the Charlotte- Mecklenburg Planning Department in consultation with other City and County departments is respon- sible for initiating and guiding the corrective rezon- ing process and monitoring and reviewing rezonings proposed for the plan area to ensure that future devel- opment meets the required standards and reflects the intent of the adopted policy.

Woodlawn Transit Station Area Plan IMPLEMENTATION PLAN 30 Implementation Strategies The number of each action corresponds to the number for the recommendation in the Concept Plan. Action Item Type Lead Priority Agency Land Use and Community Design 1a Rezone area recommended for transit oriented devel- Zoning Planning Short opment to TOD-M and TOD-R per Map 6. (0-5 yr) 1b Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 2 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 3 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 4 Create urban plazas or park on park and ride site when Park Park & Rec/ as devel site redevelops. Station. CATS occurs 5 New street connections - Provide new street connec- Transp. CDOT as devel tions needed to create typical block lengths of 400 feet occurs desired, or 600 feet maximum, as shown on Map 4. 6 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 7 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 8a Rezone area recommended for office/retail to B-2 per Zoning Planning Short Map 6. (0-5 yr) 8b Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 9 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 10a Rezone area recommended for residential/office/retail Zoning Planning Short to B-2 per Map 6. (0-5 yr) 10b Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 11 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 12 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 13 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 14 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs

Woodlawn Transit Station Area Plan IMPLEMENTATION PLAN 31 Action Item Type Lead Priority Agency 15a Rezone area recommended for office to O-2 per Map Zoning Planning Short 6. (0-5 yr) 15b Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 16 Provide new street connections in the General Cor- Transp. CDOT as devel ridor Area. occurs 17 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 18 Use land use recommendations to guide and evaluate Zoning Planning as devel development proposals. occurs 19 Maintain existing street network for the Madison Park Transp. CDOT as devel and Collingswood neighborhoods. occurs Transportation and Streetscape 20 Provide new street connections in the Transit Station Transp. CDOT as devel Area. occurs 21 Provide new street connections in the General Cor- Transp. CDOT as devel ridor Area. occurs 22 Realign and improve streets in the area northwest of Transp. CDOT as devel Woodlawn Rd. and Nations Crossing Rd. occurs 23 Maintain the existing street network for the Madison Transp. CDOT as devel Park and Collingswood neighborhoods. occurs 24 Eliminate gaps in the sidewalk system within the Tran- Transp. CDOT as devel sit Station Area. occurs 25 Eliminate gaps in the sidewalk system leading from the Transp. CDOT Short residential areas to the Transit Station. (0-5 yr) 26 Widen sidewalk system along thoroughfares. Transp. CDOT as devel occurs 27 Improve the sidewalk network in the General Corridor Transp. CDOT as devel Area. occurs 28 Enhance pedestrian and bicycle crossings on major Transp. CDOT Medium thoroughfares. (5-10 yr) 29 Consider a pedestrian crossing of the LRT line at the Transp. CDOT/ Long (10+ station. CATS yr) 30 Extend designated bicycle lanes on Woodlawn Rd. Transp. CDOT Medium (5-10 yr) 31 Site new developments to allow future addition of Transp. CDOT as devel bicycle lanes on South Blvd. occurs 32 Replace current private driveway crossing with new Transp. CDOT/ Medium street connection. CATS (5-10 yr)

Woodlawn Transit Station Area Plan IMPLEMENTATION PLAN 32 Action Item Type Lead Priority Agency 33 Install pedestrian scale lighting in key locations. Transp. CDOT Medium (5-10 yr) Infrastructure and Public Facilities 34 Conduct and infrastructure study to evaluate the ad- Utilities E&PM / Medium equacy of infrastructure. CMU (5-10 yr) 35 Encourage the burying of utilities. Utilities Planning as devel occurs 36 Encourage urban open spaces in the Transit Station Park Planning / as devel Area. Park & Rec occurs Environment

37 Make trees a key feature of all of the plan area. Zoning / Planning / as devel Tree Ord. E&PM occurs 38 Design site plans for new buildings and renovations in Storm-water E&PM as devel the station area to improve water quality for stormwa- occurs ter run-off. 39 Protect or enhance the watersheds when possible. Storm-water Planning / as devel E&PM occurs 40 Assist property owners with remediation of sites Brownfield Econ. Dev. as devel known or perceived to have contaminated soil. occurs

Woodlawn Transit Station Area Plan IMPLEMENTATION PLAN Uptown

South End

New Bern

Scaleybark Appendix Woodlawn 33 Tyvola

Archdale

Arrowood

Sharon Road West

I-485/South Boulevard Woodlawn Transit Station Area Plan

35 Existing Conditions This chapter examines existing demographic, envi- ronmental, land use, design, transportation and infra- 80% structure conditions in the Woodlawn plan area. It provides a framework for understanding the opportu- 58% nities and constraints identified in the Concept Plan. 33%

10% Demographics 4% 4% 5% 5% 8% 7% 2% 0% According to the 2000 U.S. Census, the Woodlawn White Black American Asian/ Other Hispanic Indian Pacific study area is home to approximately 835 residents. Islander The majority of these residents are white (80%) and about ten percent (10%) are black. Hispanic residents Woodlawn Transit Station Area City of Charlotte Note: comprise eight percent (8%) of the area’s population. People of Hispanic origin are also included in the racial breakdown. Source: 2000 U.S. Census Block Data The age of the residents in the study area varies. Nineteen percent (19%) of the Scaleybark residents Population Characteristics for Woodlawn and Charlotte are below the age of 18, while fourteen percent (14%) Professional Doctorate are over the age of 65. The remaining 67% are working 1% 0% age adults. Less than Master 9th grade 4% 6% Approximately forty-four percent (44%) of residents in the study area have a household income of less than Bachelor $35,000, compared to the median income of $47,000 18% Grade 9-12 for households in Charlotte overall. 17%

Associate The highest level of educational attainment for most 6% residents in the study area is split between high school graduation (22%) and some college education (26%). HS Graduate Some College 22% Graduates with bachelor’s degrees are eighteen percent 26% (18%) while masters/professional degrees are only five percent (5%).

The differences in educational levels may contribute Source: 2000 U.S. Census Block Group Data to the diverse industries in which residents work. About thirty-two percent (32%) of employed resi- Educational Level for Woodlawn Station Area Plan dents work in the management/professional industry while another twenty-eight percent (28%) of residents work in the sales/office industry. Production/ Transportation/ Material Moving Although the work industry is diverse within the area, 14% Management/ the mode of transportation to work among residents Professional Construction/ 32% is very similar. 92% of the working population travel Maintenance to work by car, truck or van; 5% use public transpor- 13% tation and the other 3% are split between motorcy- clists and individuals who work at home. The average travel time to work is approximately 19 minutes. Sales/Office Service 28% 14% Issues/Opportunities The LYNK Blue Line can provide an alternative mode of transportation for area residents. Source: 2000 U.S. Census Block Group Data Employment Industry for Woodlawn Station Area Plan Woodlawn Transit Station Area Plan EXISTING CONDITIONS 36

Scaleybark Rd Scaleybark Rd

I-77 I-77

S Tryon St S Tryon St

d d R R g g n n si si s s o o

Cr Cr s d s d n R n R io io t e t e

l l

a l a l N i N i

v v

e e

n n

i i

P P

d d

l l

O O

Woodlawn Rd Woodlawn Rd

T T

I-77

South Bv South Bv

I-77

N N

W E W E

S

Old Pineville Rd Pineville Old Old Pineville Rd Pineville Old S 0 400 800 0 400 800 feet feet

15 - 25% Slope SWIM Buffers Tree Canopy (2002 Data) T Woodlawn Transit Station Greater Than 25% Slope T Woodlawn Transit Station and Line and Line Environment Natural Features Tree Cover The Woodlawn station area, like most station areas The tree canopy is the most plentiful natural feature along the South Corridor, sits upon a natural north- in the Woodlawn plan area. Trees shade approximately south ridge. Consequently, it does not have many thirty percent (30%) of the study area, primarily in sensitive natural features. Tributaries of Irwin Creek the residential neighborhoods. flow to the east and west of the ridge leaving the land around the station well-drained and without wetlands Issues/Opportunities or floodplains. Topography is relatively gentle with a Currently, the core of the study area has few trees and few steep slopes along the edge of the creeks and along minimal landscaping. As the study area redevelops, there I-77. will be a significant opportunity to improve the quality of the environment by planting additional trees and landscaping.

Tree canopy in the single family neighborhoods is an element to be preserved, and duplicated in redeveloping areas. Woodlawn Transit Station Area Plan EXISTING CONDITIONS 37 Land Use and Design The existing land use pattern within the Woodlawn station area is different than most areas located along existing rail corridors. Historically, the predominant land uses around rail corridors are industrial, ware- house or distribution uses. However, the Woodlawn station area has a mixture of commercial and residen- tial land uses, in addition to industrial. Existing Land Use and Design

Industrial Most of the industrial land uses in the station area are located west of Old Pineville Road and east of I-77. Most industrial buildings are single story and vary in The C&T refinery between South Boulevard and Old Pinev- square footage. However, there is one industrial use ille Road is a large industrial use in the southern portion of that stands out. The C&T refinery is a major indus- the station area. trial facility that is prominently located on South Boulevard on a site of over 15 acres. Retail Most retail uses in the station area are single story out par strip retail and out-parcels focused along South Boulevard and Woodlawn Road. The shopping center at Woodlawn Road and South Boulevard anchored by Home Depot is one of the larger retail centers, with over 150,000 square feet of retail space. A number of automobile-oriented retail centers are located in Office the plan area. The Woodlawn station area has a large office park within the ½ mile walking distance of the station plat- form. The Woodlawn Green office complex was built in the early 1970s and offers over 250,000 square feet of office space in a campus style setting. Other office uses are scattered throughout the station area, mostly located off of Old Pineville Road in single story sub- urban office buildings or converted houses and indus- trial buildings. Residential The Collingwood and Madison Park neighbor- hoods provide a residential base on the east side of Woodlawn Green is a large office complex close to the light the station area. These two neighborhoods make up a rail station. large residential district. However, only a portion of the neighborhoods are in the plan area. Issues/Opportunities Over 250,000 square feet of office space exists in the Woodlawn Green Office Park with available land for addition space. Multi-family housing is a desirable use in a transit station area. However, the Woodlawn station area has no multi- family housing. A majority of the original housing stock in the Woodlawn plan area was built in the 1950s and 1960s.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 38 Woodlawn Existing Land Use

Existing Land Use

Single Family - Detached S Tryon St

Retail

Office

Warehouse/Distribution

Industrial

Institutional

Nations Crossing Rd Utility Old Pineville Rd

Parking

Vacant

T Woodlawn Transit Station and Line Woodlawn Rd

T

South Bv

I - 77

N

W E

S

DR

GIS GIS

. Charlotte ...... m s. or p 0 400 800 e than ma feet Date: December 27, 2007

(Issues/Opportunities, continued) Most uses in the plan have an automobile-oriented design, generally considered incompatible with transit oriented development. Industrial/warehouse uses are the predominant types closest to the station. However, these uses are typically not very transit supportive, unless they have a significant number of employees. The existing C&T refinery could be a disincentive to new residential development close to this facility.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 39 Woodlawn Adopted Land Use

Adopted Land Use

S Tryon St Single Family <= 3 DUA

Single Family <= 4 DUA Central Multi-Family District Retail

Plan Industrial (1993) Institutional - Light

Nations Crossing Rd Old Pineville Rd Transit Oriented - Mixed Plan Boundary Southwest T Woodlawn Transit District Station and Line Plan (1991) Woodlawn Rd

T

South Bv

I - 77 SouthSouth

Old Pineville Rd Pineville Old DistrictDistrict PlanPlan (1993)(1993)

N

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DR

GIS GIS S

. Charlotte ...... m s. or p e than ma 0 400 800 Date: October 3, 2007 feet

Adopted Land Use Plans Upon adoption, the Woodlawn Station Area Plan Prior to the adoption of this plan, the Charlotte becomes the governing land use policy document for City Council-adopted Central District Plan (1993), properties within the plan boundaries. The updated Southwest District Plan (1991), and South District future land uses are presented inthe Land Use Plan (1993) – all as amended by council-approved Recommendations section of this document. rezonings – provided the governing land use policy for the Woodlawn plan area. The map above shows Issues and Opportunities which areas have been covered by each policy docu- An update to the currently adopted land use plans ment. provides an opportunity to promote higher intensity and pedestrian-oriented development surrounding the The Central District Plan and South District Plan Woodlawn station. recommend retail and residential in the areas east of South Boulevard. All three adopted plans recom- mend retail and industrial land uses west of South Boulevard and focus on preserving and promoting neighborhoods within the plan boundaries.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 40 Woodlawn Existing Zoning

Zoning Category Acreage % of Total Single Family 118.6 20.6 Urban Residential 2.6 0.5 I - 77 Business 68.1 11.8 S Tryon StI-2 Commercial Center 25.1 4.4 I-2 Industrial - Light 34.7 6.0 Industrial - Heavy 321.54.6 55.9 Transit-Supportive 0.8 I-2 I-2 T Woodlawn Transit 575.3 100.0 Station and Line I-2 I-2 B-2 I-2

I-1 R-4 I-2 ions Crossing Rdville Rd

Nat I-2 Pine B-2 I-1 Old I-2 R-4 B-2 I-2 I-2 R-4 R-4 B-1 R-4

R-4 R-4 I-2 Woodlawn Rd R-4 R-4 I-2 TOD-M T I-2 B-1SCD R-4 B-2 R-4

I - 77

R-4 R-4

South Bv I-2

R-4 UR-2(CD) Old Pineville Rd Pineville Old B-2 I-2 R-4

I-2

I-2 GIS GIS I-1 . Charlotte ...... m s. or p e than ma

I-2 Date: January 25, 2008 I-2 N

W E

S

0 400 800 feet

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 41 Existing Zoning In general, the zoning for the Woodlawn station reflects the existing development pattern, with indus- trial and retail zoning along South Boulevard, Old Pineville Road and Woodlawn Road. The existing neighborhoods east of South Boulevard are zoned for single family residential development. Issues/Opportunities The development built under the existing industrial and business zoning will typically not meet the intensity, use and community design guidelines for transit oriented development. There have been no development-initiated TOD rezon- ings in the Woodlawn plan area.

The CATS park and ride lot is zoned transit oriented-mixed. Most land on South Boulevard, south of Woodlawn Road, is zoned for retail businesses.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 42 Scaleybark Rd Established Neighborhoods The Woodlawn plan area includes significant portions S Tryon St of two established neighborhoods: Collingwood and Madison Park. These neighborhoods are categorized Rd Collingwood as “transitioning” and “stable” respectively by the ing Neighborhood Rd Charlotte Neighborhood Quality of Life Study (2006). Cross ville These two neighborhoods make up the vast majority tions Na Pine of the residential for the station area, with the excep-

Old tion of some scattered residential lots on the west side

Woodlawn Rd of the station area. Most of the houses were built in the 1960s and are usually single story. T Issues/Opportunities It will be important to protect the existing single family neighborhoods in the eastern portion of the plan area. South Bv Madison Park Neighborhood

I-77 Land Use Accessibility Index

N

W E Land use accessibility is often described as convenience

S 0 400 800 or ease of reaching activities and destinations, particu- feet larly shopping, schools, parks and local transit routes. 85% of residents within the Woodlawn plan area are within ¼ mile of shopping and 96% of residents within a ¼ mile of local transit. This is a much greater percentage than for Charlotte overall. However, only 2% of Woodlawn Station area residents are within ¼ Median Household Income of schools and 25% within a ¼ mile of parks. $47,281 Issues/Opportunities Potential development around the station area provides $37,400 an opportunity to improve the mixture of land uses that are accessible to Woodlawn residents. This is especially $46,082 important for parks and schools.

Average House Value $149,488 96% 85% $119,995

53% 57% $192,844

25% Percent Homeowners 12% 16% 2% 58% Within 1/4 Within 1/4 Within 1/4 Within 1/4 mile mile of mile of mile of of a local bus 27% Shopping Schools Parks Transit Route Woodlawn Population Charlotte Population 55%

Madison Park Collingwood Charlotte Source: 2006 Charlotte Neighborhood Quality of Life Study

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 43 Scaleybark Rd Scaleybark Rd

I-77

S Tryon St S Tryon St

d R g n Rd si s o ing Cr Rd s d n R io Cross t e l

a l

i ville N

v tions e n

i

Na Pine P

d

l

O Old

Woodlawn Rd

TOD-M

Woodlawn Rd

#04-103

T T

I-77

South Bv

South Bv UR-2(CD) #07-005

N N

W E W E

S Rd Pineville Old I-77 S 0 400 800 0 400 800 feet feet

Vacant or Underdeveloped T Woodlawn Transit Station & Line 1/4 Mile 1/2 Mile T Woodlawn Walk Distance Walk Distance Transit Station Building Permits 2004-07 Recent Rezoning (2004) and Line

¼ and ½ Mile Walk Distance Development Activity / Potential Opportunities The Woodlawn Station has a significant amount of There has been only one rezoning petition filed land within a ½ mile walk (typically 10 minutes) on since 2004. That petition, for the TOD-M (Transit the west side of the light rail line. However, the area Oriented Development - Mixed) zoning district, was is limited east of the tracks as the rail line creates a filed by the CATS for the park and ride lot across Old barrier. Pineville Road from the Woodlawn Transit Station. The area has also seen very little in terms of new build- Issues/Opportunities ing permits issued, with just 16 commercial build- Although there is an extensive area within ½ mile walk ing permits issued from 2004-2007. The majority of of the transit station east of the tracks, there is an opportu- the development in the area took place prior to the nity to expand the area within a ½ mile walk by adding 1980s. Many of the older commercial and industrial street network and connections. buildings are classified as underdeveloped and ripe for redevelopment, especially in the area surrounding the The rail line acts as a barrier for the area west of the transit station. tracks. The single-family neighborhoods are over 1/2 mile walk to the station. Issues and Opportunities Potential development around the station provides an opportunity to improve the mixture of land uses in the plan area. However, the transit oriented development potential surrounding the Woodlawn transit station is somewhat hampered due to the existing Norfolk Southern Railroad (NSRR) running along the east side of the station. The tracks act as a barrier and inhibit pedes- trian and vehicular access to the transit station from the properties on the east side along South Boulevard.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 44 Woodlawn Large Parcel Ownership

Large Parcel Ownership Scaleybark Rd Non-Profit S Tryon St Public Private T Woodlawn Transit Station and Line

Nations Crossing Rd Old Pineville Rd

Woodlawn Rd

T

South Bv

I - 77

N

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GIS GIS

. Charlotte . S ...... m s. or p DR e than ma 0 400 800

Date: February 21, 2007 feet

Large Parcel Ownership Much of the property in the Woodlawn plan area is in Issues and Opportunities large parcel ownership: either single parcels of 4 acres Most of the properties close to the Woodlawn light rail or greater; or abutting parcels in single ownership of station are small sites, usually in individual ownership. 4 acres or greater. This pattern of ownership is usually This ownership pattern will make transit oriented devel- a positive factor for redevelopment. However, most of opment more difficult, because assembling larger parcels the large parcels are located either on South Boulevard is needed for TOD. or along I-77, and are not close to the transit station. Some of the largest properties include the vegetable oil refinery on South Boulevard and the shopping center at the corner of Woodlawn and South Boulevard.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 45 Market Research and Development Projections Issues/Opportunities In early 2003, Robert Charles Lesser & Company completed a market study of the future South Corridor While the larger Woodlawn station area has good regional light rail station areas entitled “Station Area Allocations access, the light rail station is located on Old Pineville for New Office Retail and Multi-family Development Road, instead of the more heavily traveled Woodlawn along the South LRT Line 2000-2025.” The study Road or South Boulevard. Transit oriented development noted: “Woodlawn represents one of two stations is less likely to be initially drawn to this location. with very strong regional access, offering direct inter- change access to I-77, both north and south, as well as The Norfolk Southern rail line and light rail line, as well strong access to I-85 via Billy Graham Parkway. This as existing topography, are barriers to accessing the highly stronger access, as well as the higher traffic volumes visible parcels on South Boulevard from the light rail on Woodlawn and South Boulevard, greatly enhances station on Old Pineville Road. opportunities for more intense commercial develop- ment around the station.” The C&T refinery could negatively impact the devel- opment potential of immediately surrounding develop- The study provided the following assessment of transit- ment. supportive development potential in the Woodlawn station area: 1. There is no large vacant land available, but there are a number of parcels ready for redevelopment. These parcels would need to be assembled for transit oriented development. 2. Access and high visibility will work to attract retail development in the plan area that could be more community serving. 3. Residential development is more likely to be a mid- to late-term endeavor (after 2015) and be located in the north and northeast portion of the station area. 4. Substantial office development has the greater potential and is more likely to happen to the station area in the near Smaller parcels near the station will need to be assembled for term. Most of the office development transit oriented development. would likely be located to the west of the LRT line, with regional access provided by I-77. However the study also found that on the south side of the station along South Boulevard, residential and office opportunities diminish somewhat from the impact, visual and otherwise, of the C&T refinery.

The existing refinery could deter nearby residential develop- ment.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 46 Transportation Scaleybark Rd

S Tryon St

d The Street Network R g n si The number of route choices available to pedestrians, s o

Cr bicyclists and motorists describes the adequacy of an s d n R io t e

l area’s street network. A dense, well-connected network a l N i

v

e

n offers greater choices of routes and more direct routes i

P

d to destinations than does a less connected network, l

O

1,100

Woodlawn Rd

and therefore provides greater overall system capac-

22,900

ity.

30,000 26,100 1,200 Route choices are measured by the number of lane- T I-77 29,000 miles of streets, number of intersections (nodes), I-77

South Bv 400 number of blocks (links), and the connectivity index. 1,600 A lane-mile is one mile of a single roadway lane. The 800 more lane-miles of streets there are, the greater the overall traffic carrying capacity. The connectivity index quantifies how well a roadway network con-

nects destinations and is calculated by dividing the N

W E number of roadway links by the number of roadway Rd Pineville Old S nodes. A connectivity index of 1.45 or more is desir- 0 400 800 able for transit station areas. feet Traffic Counts: Average Daily Volume Woodlawn Station Area Year of Count Speed Limits T Woodlawn 25 Area size (square miles) .94 2002 Transit Station 30 and Line 2004 Miles of streets: 11.2 35 2005 40 Lane-mile of streets: 26.7 2006 45 55 Connectivity Index: 1.18

Issues/Opportunities: There is a noticeable lack of street connectivity from the Within the station area, Woodlawn Road is the only residential neighborhoods to South Boulevard and from public street (and grade-separated) crossing of the LYNX non-residential areas to Old Pineville Road. As com- Blue Line. Currently a private at-grade driveway cross- mercial properties redevelop along South Boulevard, Old ing north of Woodlawn Road offers the opportunity to Pineville Road and the new light rail line, there will be create a new public street serving redevelopment, as well opportunities to provide a more robust street network as offer an alternate east-west route to Woodlawn Road that better links people and places. This improved street for local traffic. network includes not only streets that connect to South Boulevard and Old Pineville Road, but also streets that parallel them. Woodlawn Road is the only east-west thoroughfare in the Woodlawn study area. As this area grows and rede- velops with time, the lack of another such route will be noticed by increased levels of traffic congestion on South Boulevard, Old Pineville Road and Woodlawn Road. Additional east-west streets that can help accommodate the expected increase in travel in the study area can be built through the redevelopment process.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 47 Scaleybark Rd Additional Facilities: Interstate Highway 77 (I-77) runs north-south, as a S Tryon St cross-country, interstate highway between Columbia, South Carolina, and Cleveland, Ohio. Within Rd

ing Charlotte, I-77 travels between the South Carolina Rd state line and the Lake Norman area. Unlike I-85, the Cross ville only other cross-country interstate highway travers- tions Na Pine ing Charlotte, I-77 more directly serves downtown,

Old serving as a radial expressway for South and Southwest Charlotte. Within the Woodlawn area, I-77 serves

Woodlawn Rd as the western study boundary and has partial clo- T verleaf interchanges at both South Tryon Street and Woodlawn Road near their intersections with Billy Graham Parkway.

South Bv Norfolk Southern is a major Class I railroad. The Norfolk Southern network extends over 20,000 miles over 22 states, the District of Columbia and Ontario.

I-77 Within the Woodlawn area, Norfolk Southern owns N

W E and operates a spur running along the east side of

S 0 400 800 the LYNX, serving the refinery on South Boulevard feet southwest of its intersection with Inwood Drive.

Freeway Ramp Major Thoroughfare Collector Freeway

Minor Thoroughfare T Woodlawn Transit Station and Line

The Thoroughfare Plan The Mecklenburg-Union Thoroughfare Plan is the adopted major roadway plan for Mecklenburg and Union counties. The Thoroughfare Plan is used to assure that the most appropriate street system is devel- oped to meet existing and future travel needs. Streets are classified and designed according to their intended functions so that land use and traffic conflicts are minimized. The street classifications applicable to the Woodlawn station area are as follows: Thoroughfares: South Boulevard, South Tryon Street and Woodlawn Road are major thoroughfares serving the Woodlawn area. As major thoroughfares, these streets are designed to accommodate large volumes of traffic at moderate speeds and provide access to major commercial, industrial and residential land uses. Collectors: Old Pineville Road is a collector street, carrying traffic between the thoroughfares and local streets at moderate volumes and speeds and providing access to adjacent land uses. Local Streets: The remaining roadways are local streets that carry lower traffic volumes, have slow operating The Woodlawn Road connection to I-77 serves an important speeds and provide access to individual properties. regional transportation function.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 48 Street Classifications Streetscape and Typical Sections South Boulevard is generally four travel lanes wide with turn lanes added at its signalized intersections. Sidewalks of varying widths are located along both sides of the street, sometimes sepa- rated from travel lanes by planting strips and sometimes placed directly behind the curb and gutter. Street lighting is provided on utility poles. (Photo shows South Boulevard looking south towards Woodlawn Road.)

Woodlawn Road is generally four travel lanes wide with turn lanes added at its signalized intersections. Sidewalks of varying widths are located along both sides of the street, sometimes separated from travel lanes by planting strips and sometimes placed directly behind the curb and gutter. Street lighting is provided on utility poles. (Photo shows Woodlawn Road looking west towards South Boulevard.)

Old Pineville Road is two travel lanes wide, with bike lanes (both sides) and sidewalk (on the west side). Planting strips are pro- vided between the sidewalk and the street curb for much of its length. Street lighting is provided on utility poles. (Photo shows Old Pineville Road.)

Local Streets vary in appearance according to the adjacent land uses. Industrial and commercial streets are relatively wide (30 to 40 feet) with two travel lanes, some on-street parking, few side- walks and typically no planting strip. (Photo shows Nations Crossing Road.)

Residential Streets are narrower (approximately 24 feet wide) with sidewalks on one side of the street or no sidewalks at all. (Photo shows Baylor Drive.)

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 49 Scaleybark Rd Boulevard: A short segment of Woodlawn Road, from Nations Crossing Road to I-77, qualifies as a S Tryon St Boulevard. Boulevards are intended to move large numbers of vehicles from one part of the city to Rd another. Thus, the modal priority shifts toward motor ing

Rd vehicles, while still accommodating pedestrians and Cross cyclists as safely and comfortably as possible. ville tions

Na Pine Locals: The majority of roadways are local residential Old and local commercial streets that provide direct access Woodlawn Rd to residential and commercial properties. These streets are intended to safely accommodate pedestrians and T bicyclists by providing sidewalks, planting strips with trees and low speed limits.

South Bv Issues/Opportunities: Regardless of their classification, a number of streets in the study area fail to consistently provide the street elements or element dimensions desired in an urban environment. I-77 While new streets will include the desired elements and N W E dimensions, many of the deficiencies on existing streets S 0 400 800 will be addressed when adjacent properties redevelop. feet

Avenue Boulevard Not Classified T Woodlawn Transit Station and Line

Street Typology The Urban Street Design Guidelines recommend how Charlotte’s streets should be planned and designed to provide viable transportation choices. The guidelines are intended to ensure a process that considers the needs of pedestrians, bicyclists and motorists, as well as the affects on adjacent land uses when planning and designing streets. Streets are classified according to land use and transportation contexts and should be designed accordingly. Currently, the streets in the plan area fall into the fol- lowing categories: Avenues: Within the context of the street design guide- lines, South Boulevard, Woodlawn Road and Old Pineville Road function closest to Avenues. Avenues are intended to serve a diverse set of functions for a wide variety of land uses and should be designed to provide a balance of service for all transportation modes. Avenues provide an important mobility func- tion for motorists, but are expected to provide a high level of comfort, safety and convenience to pedestri- ans and bicyclists. Avenues are generally limited to four or less travel lanes (except at major intersections) with block lengths up to 600’. Common elements should include sidewalks, planting strips or amenity zones with street trees, and bicycle lanes. Woodlawn Road is an important Avenue in the plan area.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 50 Woodlawn Pedestrian & Bike Facilities

Pedestrian & Bike Pressley Rd Scaleybark Rd Facilities Yancey Rd Verbena St Partial Sidewalk Tryon St Complete Sidewalk

Existing Bike Lane

T Woodlawn Transit Station Briabend Dr Collingwood Dr and Line I-77

Woodlawn Rd

Wallingford St Applegate Rd

Manhasset Rd

Sterling Dr

Chastain Av Connecting Woodlawn Rd Rd T Stacy Bv

Rockford Ct

Inwood Dr Springbrook Rd

M

u r Scholtz Rd ra yh ill Rd

Zephyr Ln Rountree Rd Furman Pl

Lissom Ln

Old Pineville Rd

I-77

Seventy-Seven Center Dr N

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Minuet Ln

Existing Pedestrian &

Seneca Pl

GIS GIS

. Charlotte . S ...... m s. or p Bicycle Facilities e than ma 0 400 800 Date: March 12, 2008 feet Pedestrian System: Of the nearly 11 miles of streets in the Woodlawn well as Old Pineville Road through the entire station station area, 19% have sidewalks on both sides of the area (1 mile). street, 35% have sidewalk on one side and 39% have no sidewalk. These figures include sidewalks recently Issues/Opportunities: built by the South Corridor Infrastructure Program More east-west streets that connect to South Boulevard (SCIP) along South Boulevard, as well as sections of and Old Pineville Road are needed to provide better Murrayhill Road, Inwood Drive, and Gilmore Drive. pedestrian and bicycle mobility in the study area. The SCIP also funded a pedestrian connection between current large block sizes and vehicular environment Christine Avenue and Old Pineville Road along the along these two streets discourage these alternative forms north side of the new park-and-ride lot to enhance of travel, especially pedestrian travel. access to the Woodlawn station from the west. Better north-south pedestrian and bicycle routes are Bicycle System: needed parallel to South Boulevard and Old Pineville Prior to SCIP, there were no designated facilities for Road. Opportunity to build these routes will come as bicyclists in the Woodlawn study area. Using SCIP commercial properties redevelop along South Boulevard funds, bike lanes were added to Woodlawn Road (0.5 and Old Pineville Road. miles) between Old Pineville and Murrayhill Roads, as Woodlawn Transit Station Area Plan EXISTING CONDITIONS Level Of Service Scaleybark Rd 51

Level of Service (LOS) measures the quality of service I-77 S Tryon St provided by a transportation facility to its users. The d R g City of Charlotte evaluates level of service for pedes- in 1 ss o trians, bicyclists and motorists and uses the results to r C s n d help balance their competing needs when planning io R t

a e

l N l i and designing streets. Levels of service range from v

e

n

i

A through F, with desirable levels of service based P

2 d

Ol

on the street typologies of the Urban Street Design

3

Guidelines. Transit station areas are intended to be

highly accessible for pedestrians and bicyclists, and 4 therefore should have good pedestrian and bicycle Woodlawn Rd level of service (A to B). Lower levels of service for T motorists are acceptable if necessary to achieve the desired pedestrian and bicycle levels of service. South Bv

I-77 Pedestrian and bicycle level of service is rated according to the level LOS Rating Scale of comfort and safety N A Excellent W E offered by the design Rd Pineville Old S B Very Good 0 400 800 features at signalized feet intersections, while C Good motor vehicle level D Fair T of service is based on E Poor Existing signalized intersection Woodlawn motorist delays. Motor Transit Station vehicle quality of service F Failure and Line Level of Service (LOS) Signalized Intersection Pedestrian Bike Vehicular Volume to Capacity Ratio Volume to Capacity AM Peak Ration PM Peak

1 S Tryon Rd & Pressley Rd C D- .60 B .80 C 2 W Woodlawn Rd & Nations D+ E .68 C .75 B Crossing Rd

3 W Woodlawn Rd & Old C C .80 D .90 D Pineville Rd

4 South Bv & E Woodlawn B D+ .79 D .86 D is also measured by the volume to capacity ratio (v/c), Woodlawn and Old Pineville Roads through SCIP. which describes an intersection’s ability to process Although improved, pedestrian and bicycle crossing traffic within peak time periods. Values greater than enhancements are still desirable at several intersec- .95 suggest an intersection is near its capacity during tions. While motorists experience stops and delays this time period and that motorists may experience resulting from the close proximity of the Woodlawn substantial congestion. Road intersections of South Boulevard and Old Pineville Road, the overall quality of traffic condi- Existing signalized intersections within the station tions is reasonably good today. Traffic conditions are area are mapped with the accompanying table listing expected to worsen, however, as station area land uses Levels of Service by intersection. Pedestrian facilities intensify and traffic volumes in the South Boulevard/ at the major intersections are generally good, except Old Pineville Road corridor continue to grow. Woodlawn Road and Nations Crossing Road. Most crossings were recently improved, thanks to work Issues/Opportunities: done by the light rail project and SCIP. Similarly, Improved levels of service are needed for pedestrians and some bicycle lanes were recently created, notably on bicyclists. Woodlawn Transit Station Area Plan EXISTING CONDITIONS 52

Existing Roadway Travel Times Scaleybark Rd Travel time is another indicator of the service quality I-77 59 provided by transportation facilities and can be used S Tryon St d R to describe the overall mobility of an area. g n si s o

Cr s d Present day traffic conditions in the Woodlawn n R io 36 t e

l

a l N i station area are reasonably good. South Boulevard and v

e

n

i

Woodlawn Road have adequate capacity and motor- P

d

l

ists do not typically experience excessive delays or 24 O Woodlawn Rd

stops at major intersections. The recent reconstruc-

tion of the South Boulevard and Woodlawn inter-

section has improved travel and safety by providing 82x T visual cues for motorists and shorter crossing distances 30 for pedestrians. Pedestrian facilities at major intersec-

South Bv

tions are generally good and bicycle accommodations I-77 are improved, thanks in large part to the work done 12 by the signature intersection and the South Corridor Infrastructure Program.

N

Issues/Opportunities: W E While vehicle level of service and travel times are gener- Rd Pineville Old S 0 400 800 ally good in the Woodlawn area, expected growth and feet intensified development in the future will likely result in Route 12 Route 36 increased congestion on existing streets. Without a more T Woodlawn extensive street network, motorists will experience longer Route 24 Route 59 Transit Station delays and travel times as more people are forced to travel Route 30 Route 82x and Line on the few through streets that serve the area, such as South Boulevard, Old Pineville Road, and Woodlawn Public Transportation Road. An improved street grid will aid motorists, pedes- Charlotte Area Transit (CATS) offers public transpor- trians and bicyclists by providing more routes to travel tation service in and through the Woodlawn area with destinations. a combination of light rail vehicles and buses. Light Rail Service: Within the Woodlawn plan area, the light rail line runs between and parallel to Old Pineville Road and South Boulevard, adjacent to the Norfolk Southern freight rail line. Light rail patrons are able to access the line at the Woodlawn station, which is located near the intersection of Woodlawn Road and Old Pineville Road. A 386-space park-and-ride facility is sited east of the transit station on Old Pineville Road. Light rail service was projected to carry 9,100 pas- sengers per day by the end of the first year of service, but after three months of service has been averaging close to 12,000. Bus Service: Since the late 2007 opening of light-rail service in the South Corridor, CATS restructured area bus service to improve connections with light-rail sta- tions. Currently, CATS provides bus service in the Woodlawn area with four local bus routes, as shown on the accompanying map. Routes 24, 30 and 36 are new routes.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS 53 Infrastructure/Public Facilities Scaleybark Rd Collinswood Education S Tryon St Elementary School Charlotte Park There are no CMS (Charlotte-Mecklenburg Schools) Executive Center facilities in the Woodlawn station area, but the area is Collins served by schools nearby in adjoining areas. Rd Park

Rd ville ing Public Libraries, Parks, Police and Fire Pine Cross Public Libraries of Charlotte-Mecklenburg County Old (PLCMC) has no facility within the station area. tions Na Woodlawn Woodlawn Rd However, there is a branch library to the north at Marketplace South Boulevard and Scaleybark Road. T Charlotte Park and Recreation has no facilities within the area. Academy However, Collins Park is just northeast of the plan area. South Bv Police have no physical facility plans for the station

I-77 area but will oversee CATS Transit Police as well as N Vanguard Center Seneca Place provide service through the Westover Division. Shopping Center W E Business Park S Seneca Square 0 400 800 The Woodlawn Station Area is served by the Charlotte Shopping Center feet Fire Department station number 12 based slightly off South Boulevard, south of Woodlawn Road. No new Infrastructure Type T Woodlawn facilities are projected. Fire Station Transit Station and Line Issues/Opportunities Prior to full development of the area, the need for new Water and Sewer and Storm Water Management fire and police facilities should be verified. Charlotte-Mecklenburg Utilities (CMU) has worked proactively to replace and install upgraded lines under The study area lacks public open space and the opportu- the light rail line in anticipation of density increases. nity to develop small green spaces may be lost without a Many of the upgrades have been financed by SCIP clear goal and funding for such amenities. (South Corridor Improvement Program). City Storm Water Services currently has a project pending on Briabend Drive, south of Woodlawn Road and off of South Boulevard. Issues/Opportunities Increased density will increase demand on CMU ser- vices. With increased density CMU will be able to serve a larger number of customers per mile compared to a more suburban setting. City Storm Water Services may experience an increased amount of run-off in the overall plan area, due to the fact that this area is less dense and contains less impervious surface than the station areas to the north. Redevelopment of this area should address the quality and quantity of storm water runoff.

Woodlawn Transit Station Area Plan EXISTING CONDITIONS CHARLOTTE-MECKLENBURG TRANSPORTATION PLANNING

www.charlotteplanning.org 600 East Fourth Street, Charlotte, NC 28202-2853 PH: 704-336-2205 FAX: 704-336-5123