south corridor station area plans
Uptown
South End
New Bern
Scaleybark
Woodlawn
Tyvola
Archdale
Scaleybark
Transit Station Area Plan
ADOPTED BY CHARLOTTE CITY COUNCIL
OCTOBER 27, 2008
Arrowood
Sharon Road West
I-485/South Boulevard
2009
NORTH CAROLINA MARVIN COLLINS
OUTSTANDING PLANNING AWARD
SPECIAL THEME CATEGORY
Sustainable Community Planning
Table of Contents
Executive Summary
iii
Volume I: Concept Plan
1
Study Area Context
3
Planning Process
Plan Boundaries
Opportunities and Constraints
Vision
Goals
Land Use and Community Design
Transit Station Area General Corridor Areas
Wedge Neighborhood Areas
Transportation and Streetscape
Transportation/Street Design Recommendations
Streetscape Standards
Street Cross-sections
Avenue - Four-Lane Divided
Avenue - Four-Lane South Blvd LRT
Avenue - Two-Lane Divided
Avenue - Two-Lane Undivided
Boulevard
Main Street
Office/Commercial Street - Wide
Local Residential Street - Wide Rail Frontage / Multi-use Trail
Infrastructure and Public Facilities
Public Facility/Infrastructure Recommendations
Park and Greenway Recommendations
Environment
Environmental Recommendations
3
3
4
6
6
9
9
11
13
14
14
19
19
19
21
22
23
24
25
26
27
28
29
29
29
30
30
Volume 2: Implementation Plan
31
Public Sector Responsibilities
Private Sector Responsibilities
Corrective Rezonings
Implementation Strategies
33
33
33
34
Scaleybark Station Area Plan
i
Appendix
39
Existing Conditions
41
Demographics
Environment
Land Use and Urban Design
Transportation
Infrastructure /Public Facilities
List of Maps
42
43
52
59
Map 1: Study Area within Corridor Context
Map 2: Concept Plan
Map 3: Recommended Future Land Use
Map 4: Transportation Recommendations
Map 5: Streetscape Cross Section Key
2
7
8
17
18
Map 6: Corrective Rezonings
32
Scaleybark Station Area Plan
ii
41
iii
Executive Summary
Purpose
Vision
The Scaleybark Transit Station is the ninth station
heading south from Center City along the South
Corridor Light Rail Transit (LRT) line, also known
as the LYNX Blue Line.
The desired future for the study area is highlighted in
the following vision statement:
The Scaleybark study area will become one of a series
of vibrant, high density transit villages along the
The Scaleybark Transit Station Area Plan is the South Corridor. Within its boundaries, there will be
second of a series of plans for areas around the sta- three distinct areas:
tions south of South End. The Introduction to the
• Transit Station Area: The core of the study
South Corridor Station Area Plans lays the foundaarea will transform into an urban and pedestion for the station area plans. This plan builds on
trian-oriented center for the larger Scaleybark
that document. It analyzes current conditions in the
plan area. It will include opportunities for
area around the station, detailed in the Appendix.
living, working, shopping and recreating.
The Concept Plan makes recommendations to bring
• General Corridor Area: The area between
the right mix of development to complement the
the Transit Station Area and I-77 will include
transit investment, and to optimize the land use and
a range of uses appropriate for a Growth
infrastructure within the wider surrounding area to
Corridor. Existing light industrial, warehouse
support its continued viability. The Concept Plan is
and office uses will remain, especially in the
the only section of this document to be adopted by
areas close to the I-77 interchanges. Lower
City Council.
density single family neighborhoods will be
preserved and protected from incompatible
uses.
Study Area
• Wedge Neighborhood Area: The lower
The plan examines the area within approximately
density residential character of the existing
1/2 mile of the Scaleybark Transit Station. The actual
Colonial Village, Collingwood, and York
station is within the Median of South Boulevard
Road neighborhoods will be maintained.
near the intersection of Whitton Street. However,
the study area for the plan covers a much larger area, Land Use and Community Design
extending from I-77 to the Colonial Village neighborhood, Clanton Road to Nations Crossing Road. It The plan contains a number of recommendations
is mostly in a Growth Corridor, as envisioned by the related to Land Use and Community Design within
City’s Centers, Corridors and Wedges growth frame- each of the three areas noted in the vision statement,
work, but also includes a portion of the adjoining The recommendations, shown on Map 3, include:
neighborhoods, in a Wedge.
Transit Station Area
Opportunities & Constraints
Through examination of existing conditions in the
Scaleybark study area (see Appendix), opportunities
to build upon and constraints to overcome were identified. The Scaleybark study area is distinguished from
other South Corridor station areas by its uniquely
visible station location, and by several large assembled
parcels currently vacant and/or under development
right at the station. The study area is challenged by
existing land uses that do not generate transit activity, its relatively poor pedestrian environment, and its
disconnected street network.
Scaleybark Transit Station Area Plan
EXECUTIVE SUMMARY
• Promote mix of transit supportive land uses in
Transit Station Area, generally within 1/2 mile
of the station; support more intense development of CATS Park & Ride lot.
• Provide active, ground floor, non-residential
uses such as retail or office, at key locations.
• Create urban plazas near the Transit Station.
• Ensure that development adjacent to singlefamily neighborhoods provide good transition.
• Support redevelopment of Sloan Street and
Hollis Road duplexes under specific criteria.
UMUD, MUDD, NS, UR, and other urban zoning
iv General Corridor Area
districts that may be established. This section recom• Maintain locations for light industrial and mends future cross sections for streets, and identifies
warehouse uses.
• Maintain the existing single family neighborhoods that extend off of South Tryon Street
• Provide for a compatible sequence of land
uses along South Tryon Street in the vicinity
of the single family neighborhoods.
Wedge Neighborhood Area
• Maintain single family portion of Colonial
Village consistent with existing zoning.
• Support Moderate Density Residential Use of
the Southgate Apartments under specific criteria; ensure that redevelopment retains street
network and tree canopy, and provides appropriate height and density transition.
• Make adjustments to South Growth Corridor
boundary.
Transportation and Streetscape
building setbacks and streetscape standards based on
the ultimate curbline location. The standards will be
met by developers who undertake new development
or major renovation in the study area.
Based on the City’s Urban Street Design Guidelines,
future cross-sections have been determined for streets,
as well as the rail frontage, within the study area. Map
5 shows the location for each type. The following
street types are recommended for the plan area:
• Avenue: 4-lane divided, 4-lane South Blvd
•
•
•
•
•
LRT, 2-lane divided, and 2-lane undivided
Boulevard
Main Street
Office/Commercial Street- wide
Local Residential Street- wide
Rail Frontage/Multi-Use Trail
Infrastructure and Environment
Transportation recommendations address proposed
new streets and enhancements to existing streets to The core of the study area includes older built-out
make them more pedestrian and bicycle friendly. The industrial area as well as some strip commercial.
Its infrastructure may require augmentation for
recommendations, shown on Map 4, include:
more intense new uses. The plan recommendations
• Provide new street connections at key loca- include:
tions; Maintain and enhance existing street
• Relocate Scaleybark Branch Library in station
network. Consider limited number of new
area as a catalyst.
grade crossings of rail line at key locations.
• Encourage burying of overhead utility lines.
• Realign Old Pineville Road with Dewitt Lane
to divert traffic away from South Boulevard.
• Encourage small urban open spaces in Transit
Station Area.
• Eliminate sidewalk system gaps in Transit
Station Area, and in sidewalk connections to
• Make street trees a feature of all streets, and
the residential areas.
reduce impervious surfaces.
• Improve sidewalk system along major thor• Design new buildings to reduce stormwater
oughfares, and in General Corridor Area.
runoff and improve water quality; protect and
enhance watersheds.
• Enhance pedestrian and bicycle crossings at
key locations; pursue mid-block crossings.
Implementation Plan
• Add bicycle lane on Hartford Avenue.
• Site new development to allow for future The Implementation Plan recommends projects
to implement the policy recommendations of the
addition of bicycle lanes on thoroughfares.
Plan. Because the Implementation Plan is
• Replace rail crossing of Old Pineville Road Concept
not adopted by elected officials, it is a guide, not a
with a Yancey Road crossing.
commitment. The Implementation Plan recommends
a number of sidewalk improvement and street con• Install Pedestrian Lighting in key locations.
nection projects, as well as corrective rezonings as
Streetscape Cross-Sections
shown on Map 6.
The standards in this section supplement requirements in TOD zoning districts, as well as TS, PED,
Scaleybark Transit Station Area Plan
EXECUTIVE SUMMARY
Uptown
South End
New Bern
Scaleybark
Volume 1:
Concept Plan
Woodlawn
Tyvola
Archdale
Arrowood
Sharon Road West
I-485/South Boulevard
Scaleybark Transit Station Area Plan
1
2
Scaleybark Transit Station Area Plan
DR
Map 1: Study Area and South Corridor Boundaries
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Date: January 23, 2008
Scaleybark Transit Station Area Plan
3
Study Area Context
The Scaleybark Transit Station is the ninth station
heading south from Center City along the South
Corridor Light Rail Transit (LRT) line, also known as
the LYNX Blue Line. The first four stations are in the
Center City. The next three station areas are covered
in the South End Transit Station Area Plan. The New
Bern station area, located immediately to the north of
the Scaleybark station area, is addressed in the New
Bern Transit Station Area Plan.
be presentation to the Planning Committee of the
Charlotte-Mecklenburg Planning Commission who
will hear citizen comments and make a recommendation to the Charlotte City Council. The City Council
will also hear citizen comments and make a final decision concerning adoption of the plan.
Initial planning for the Scaleybark study area began
in conjunction with planning for the South Corridor
LRT line. A community planning and urban design
consulting firm and an interdepartmental staff team,
led by Planning Department staff, held public meetings to gather initial input from area residents and
property owners. More recently, City staff and property owners at the core of the station area have worked
with a design consultant to address street network and
infrastructure issues. A staff team has developed plan
recommendations based on citizen input, the area
context, consultant recommendations, and guidance
from a number of City Council adopted policies.
The plan area is bisected by the light rail line, is
bounded on the west by I-77 and also includes major
streets such as South Boulevard, South Tryon Street,
Clanton Road and Scaleybark Road. The larger plan
area falls primarily within the South Growth Corridor
but also includes a portion of a Wedge as defined by
the Centers, Corridors and Wedges growth framework. The plan boundaries are shown on Map 1; they
follow existing zoning and block configurations.
More detailed information on the background,
purpose and process for developing this, and other,
station area plans can be found in the companion
This document is the second of a series of plans for document, Introduction to the South Corridor Station
the station areas extending south from South End. Area Plans.
The plan is divided into the Concept Plan, the
Implementation Plan, and an Appendix containing a
thorough review of existing conditions. The Concept Plan Boundaries
Plan is the only section of the plan adopted by City
The Scaleybark Transit Station is located on the South
Council. The Concept Plan:
Corridor light rail line on South Boulevard at Whitton
between Clanton Road and Scaleybark Road.
• Defines the growth and development vision Street,
The
station
platform is located in the median of
for the area surrounding the Scaleybark LRT
South
Blvd.
This
station functions as a Neighborhood
station;
Station, meaning it serves pedestrians coming from
• Makes recommendations for land use, trans- a 1 mile radius around the station, with the support
portation, urban design, and other develop- of bus connections. As a Neighborhood Station, it is
ment-related topics;
designed to fit within the existing community fabric,
is surrounded by numerous Transit Oriented
• Updates the Centers, Corridors and Wedges and
Development
(TOD) redevelopment opportunities.
boundaries for the plan area from those initially outlined in the Transportation Action
This plan addresses the properties within approxiPlan; and
mately ½ mile of the Scaleybark Transit Station. For
• Serves as the official streetscape plan for contextual purposes, the boundaries of the Scaleybark
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 recommended for TOD and located within a ¼ to ½ mile
walk of the station.
Planning Process
The Transit Station Area, at the center of the plan area,
is the primary focus of this plan. This area will be the
most influenced by- and have the ability to influencethe success of the LRT line. The plan also addresses
Prior to adoption of the plan, staff will hold addi- portions of the Colonial Village, Collingwood and
tional public meetings with area residents and prop- York Road neighborhoods, as well as areas within the
erty owners to present the plan recommendations and South Growth Corridor but outside of the station
to receive feedback. The next step of the process will area, primarily between South Tryon Street and I-77.
Scaleybark Transit Station Area Plan
STUDY AREA CONTEXT
4
x
3030 South is an example of transit oriented development
pushing south from South End.
Opportunities and Constraints
Review of the existing conditions reveal a number
of opportunities and constraints to transforming
the core of the study area into a transit supportive
environment. Success will depend upon effectively
dealing with the constraints and capitalizing on the
opportunities described below.
For a complete discussion of existing conditions, see
the Appendix of this document.
Opportunities
• Improved Environment: Currently, the core
of the study area has few trees and minimal
landscaping and sites are largely covered with
asphalt or concrete. As the study area redevelops, there will be a significant opportunity to
improve the quality of the environment with
the addition of trees, landscaping and grassed
open spaces.
• Station Location: The highly visible
Scaleybark Transit Station sits in the median
of South Boulevard with a CATS Park and
Ride lot across the street on the west side. The
location of the station platform is easily accessible from both sides of South Boulevard. The
convenient and visible station location can be
a catalyst for the redevelopment of properties
on either side of the station, and can provide
a centerpiece for a truly unique transit oriented district.
The Scaleybark Transit Station is highly visible in a median
of South Boulevard.
• Assembled Land: Despite a large number of
small parcels in the study area, land assembly
has already begun. A significant portion of the
study area is held by a few owners. The master
planning effort involving four development
teams controlling thirty-six acres provides a
unique opportunity for a unique and coordinated transit village at this station.
• Redevelopment Momentum: A 2003 market
study by Charles Lesser & Company found
that the Scaleybark study area is poised for
redevelopment as a residentially-oriented
mixed-use area, either as an extension of
South End revitalization or as its own unique
housing core. The Scaleybark station area has
the potential to benefit from increased property values and development momentum
occurring in South End and the New Bern
station area.
• Underutilized Land: Much of the land in
the core of the Scaleybark plan area is vacant
or underutilized. The study area has the
potential to accommodate higher density uses
desired for a Transit Station Area.
• Library Relocation: Charlotte-Mecklenburg
Libraries has plans to relocate the existing
branch library located on South Boulevard at
Scaleybark Rd. There is the opportunity for
the relocated library to be a key civic element
of a new transit oriented development.
Scaleybark Transit Station Area Plan
STUDY AREA CONTEXT
• Potential Ridership Base: The Scaleybark
study area has a large residential population. The neighborhoods of Colonial Village,
Collingwood and York Road are home to
approximately 2,400 residents - many within
walking distance of the Transit Station. At
present, the amount of vacant and underutilized land surrounding the station creates
separation from the neighborhoods. This land
offers an opportunity to create a large transit
village, adding both riders to LYNX and
amenities to the surrounding area. A vibrant
village has not only the opportunity to generate its own new riders, but also make the
walk to the station for existing residents living
nearby much more attractive.
Constraints
• Existing Land Use and Zoning: Much of the
property at the core of the station area is currently planned, zoned and used for industrial
or warehouse uses. Such uses typically will not
meet the employment intensity and urban
design guidelines for transit oriented development.
• Station Area Street Network: There is a
noticeable lack of connectivity and relatively
sparse street network in the Scaleybark station
area. Many of the neighborhoods to the east
of South Boulevard have few connections
to South Boulevard, and street connections
between South Boulevard and South Tryon
Street are limited. Better connections and
an extensive street network will be needed
to support the high intensity transit oriented
development anticipated around the station.
• Poor Pedestrian/Bicycle Environment:
Many of the streets in the industrial and commercial districts lack the elements desired for
pedestrian and bicycle-friendly streets. These
streets are characterized by narrow sidewalks,
absent planting strips and street trees, multiple curb cuts, and poor lighting. However,
redevelopment will help this situation with
the addition of many of these elements in
conjunction with development.
• Lack of Open Space: The open space surrounding Collinswood Elementary School,is
the study area’s only public open space. The
closest park is Collins Park which is just
outside the study area.
Additional open
space, consistent with an urban environment,
is desirable in the station area.
Scaleybark Transit Station Area Plan
STUDY AREA CONTEXT
• Infrastructure Capacity: The ability of the
station area’s infrastructure to support high
density redevelopment and capacity of other
utility systems is not known. As new development and redevelopment occurs, the infrastructure should be updated where needed.
• Station Access: The Scaleybark Transit Station
is the only South Corridor station situated in
the median of a busy thoroughfare. While
this makes the station more accessible to both
sides of South Boulevard, the current lack of
adjacent activity and pedestrian scale poses
challenges. Without transit-oriented development with buildings near the street, South
Boulevard presently feels more like an environment for motorists, and is not pedestrian
friendly. Recently added signals and pedestrian crossings have calmed traffic some, but
ultimately, a better mix of adjacent land uses
oriented toward pedestrians will likely have
the best effect in creating a stronger sense of
place less dominated by motor vehicles.
5
6
Vision
Goals
The Scaleybark study area will become one of a series
of vibrant, high density transit villages along the
South Corridor. Within its boundaries, there will be
three distinct areas:
To achieve this vision, the following goals have been
identified for the Scaleybark study area. The goals
draw on adopted, or in-progress, City policies, many
of which were discussed in the Introduction to the
South Corridor Transit Station Area Plans.
• Transit Station Area: The core of the study
area will transform into an urban and pedestrian-oriented center for the larger Scaleybark
plan area. This center will include opportunities for living, working, shopping and recreating. The Scaleybark station area will be easily
identified by the Scaleybark light rail station
located in the landscaped median of South
Boulevard.
• General Corridor Area: The area between
the Transit Station Area and I-77 will include
a range of uses appropriate for a Growth
Corridor. Existing light industrial, warehouse
and office uses will remain, especially in the
areas close to the I-77 interchanges. Lower
density single family neighborhoods will be
preserved and protected from incompatible
uses.
• Wedge Neighborhood Area: The lower
density residential character of the existing
Colonial Village, Collingwood, and York
Road neighborhoods will be maintained.
Map 2 illustrates the development concept for the
Scaleybark plan.
1. Land Use: Promote higher density uses that are
served by the high capacity transportation facilities in the Corridor, while protecting the fabric of
the existing residential neighborhoods.
2. Community Design: Create a high quality
urban environment by enhancing the identity of
the station area, creating attractive streetscapes,
building on the synergy of public infrastructure
investments, and respecting the character of the
neighborhoods.
3. Transportation: Enhance the area’s transportation system by providing new street connections
and improving the pedestrian and bicycle environment.
4. Infrastructure/ Public Facilities: Provide the
infrastructure and public facilities needed to
support development in the Growth Corridor.
5. Environment: Improve the quality of Scaleybark’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 recommendations in the chapters that follow.
Scaleybark station is in the median of South Boulevard,
shown here with sculpture elements..
New residential development and multi-use trail near the
New Bern station.
Scaleybark Transit Station Area Plan
STUDY AREA CONTEXT
77
Scaleybark Transit Station Area Plan
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STUDY AREA CONTEXT
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Scaleybark Transit Station Area Plan
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Map 2: Concept Plan
Moderate Density Residential
Date: June 2008
8
Scaleybark Transit Station Area Plan
Map 3: Recommended Future Land Use
Proposed Land Use
Residential <= 4 DUA
Institutional
Residential <= 5 DUA
Office
Residential <= 8 DUA
Retail
Residential <= 12 DUA
Transit-Oriented - Residential
Residential <= 17 DUA
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Proposed Street Connections*
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1/2 Mile Walking Distance
Ground Floor Retail
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*Note: The location of the proposed streets is conceptual. Alternative locations,
consistent with the intent of the proposed network, will also be considered. For
alternatives to Scaleybark Rd/South Blvd intersection please refer to revised
version of Map 4.
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Produced by the Charlotte-Mecklenburg Planning Department.
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Date: September 17, 2008
Scaleybark Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
9
Land Use and Community Design
This chapter sets forth land use and community design
recommendations to achieve the vision and goals for
the Scaleybark plan area. An overview of the proposed
street network is also included.
The land use recommendations are shown on Map
3. The general location for each recommendation is
noted on the map extracts within each section, using
the item numbers below. The recommendations also
are cross referenced using the item numbers in the
This chapter divides the study area into three distinct Implementation Section of this plan.
districts:
eybark Transit Station Area Plan
ap 3: Recommended
Future Land Use
• Transit Station Area, the portion of the Transit Station Area
ons*
he City of Charlotte
e
e
GRAY M ONT
DR
I-7
7
DR
Proposed Land Use
South Growth Corridor
that
surrounds the Institutional
Residential <= 4 DUA
Scaleybark light rail station;
The Transit Station Area is located at the heart of the
Residential <= 5 DUA
Office
Residential <= 8 DUA
Retail
larger study area. The transit station’s location in the
• General Corridor Area,Residential
which
include Transit-Oriented
<= 12 DUA
Residential
median of -South
Boulevard will create a unique charResidential
DUA
Transit Oriented - Mixed
interchange, general land use,
and<= 17
neighboracter
distinct
from
the other South Corridor station
Office/Industrial-Warehouse-Distribution
hood preservation areas of the South Growth
areas.
The
following
recommendations aim to capiCorridor; and
talize on that unique character and create a new and
• Wedge Neighborhood Area, which is a distinct transit oriented district, and transforming the
part of the Wedge area just east of the South area into a vibrant, urban environment.
Growth Corridor.
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Land Use and Community Design
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1. Promote a mix of transit-supportive land uses
(residential, service-oriented retail, civic, office)
within the Transit Station Area. This will occur
primarily through new development.
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posed streets is conceptual. Alternative locations,
Transit Station
e proposed network,Map
will also3.1:
be considered.
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Station Area, ensure that uses, intensity, site
and facade design, and transportation elements are consistent with the Transit Station
Area Principles outlined in the Introduction to
South Corridor Station Area Plans.
• Design new development to support pedestrian activity, with buildings brought close to
the sidewalk and parking to the rear.
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• For new development within the Transit
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Area Recommendations
ITY
RS
IVE
UN
Higher density transit supportive development such as this is
appropriate in the Transit Station Area.
Scaleybark Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
N
W
E
S
10
Properties adjacent to the Scaleybark Station are lower density uses ready for redevelopment..
Dewitt Lane is a recent addition to the street network in the
Transit Station Area, connecting Clanton Road to Freeland
Lane.
2. Provide active ground floor non-residential
• Existing mature trees are preserved, as well
uses, such as retail or office, along South Boulevard
as much of the existing street network with
on both sides of the Scaleybark Transit Station
enhanced connectivity; and
and along Whitton Street as shown on Map 3. To
• The Residential Design Guidelines in the
be most accessible to transit users, design these
General Development Policies are met.
ground floor uses to include clear glass windows
and doors, as well as entrances that front on and 6. Orient new development to the multi-use
connect to the sidewalk.
pedestrian and bicycle trail along the LRT line
from the northern boundary of the station area
3. Support redevelopment of the existing CATS
to Clanton Road, and from Freeland Lane to the
park-and-ride surface parking lot and adjacent
south boundary. This includes providing active
land purchased by the City. Incorporate the CATS
ground floor uses and entrances along the trail.
park and ride facility into the new transit oriented
development.
7. Ensure that development adjacent to the
Colonial Village, Collingwood, and York Road
4. Create urban plazas or parks on both sides of
neighborhoods provides a good transition from
South Boulevard, at the entrance to the Scaleybark
the low scale neighborhoods to the taller buildTransit Station. These open spaces would serve as
ings at the core of the station area. In addition,
public gathering spaces adjacent to the station.
ensure that building and site design for development across the street from single family housing
5. Support Moderate Density Residential Use of
in the York Road neighborhood is of a scale and
the duplexes along Sloan Street and Hollis Road
design that complements the existing housing.
to transit oriented development – residential. The
area is within the ½ mile walk distance of the 8. Maintain the Scaleybark Branch Library as an
station and should be considered for redevelopinstitutional/civic use in the station area. If the
ment if the following criteria are met:
existing library is relocated, it should be a visible
part of a future transit oriented development in
• Usable park / open space is provided;
the center of the Scaleybark station area.
• A significant low to moderate income housing 9. Through the adoption of this plan, adjust the
component in accordance with Councilofficial boundary between the South Growth
adopted Affordable Housing Policies is
Corridor and the adjacent Wedge to the east to
included in a mixed income environment;
be consistent with the boundary shown on Map
• A mixture of housing types is provided;
3.
Scaleybark Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
Supporting Street Network
11
11
General Corridor Area
10.Provide new street connections needed to create
typical block lengths of 400 feet desired, or 600
feet maximum, as shown on Map 3. These connections are the highest priority for the plan area.
Critical elements of this street network include:
The section of the study area west of the Transit
Station Area and east of I-77 is classified as the
General Corridor Area and is located within the larger
South Growth Corridor. It has interstate access from
Clanton Road, as well as South Tryon Street, and
includes a range of uses designed to take advantage of
• A direct connection between Clanton Road its interstate access. Between the interchange areas are
across South Boulevard to Hartford Avenue,
established single family neighborhoods.
• Extension of Whitton Street from South
Boulevard to Dewitt Lane,
• Extension of Scaleybark Road across South
Boulevard and the light rail line as a new street
extension over to the extension of DeWitt
Lane or to Freeland Lane,
• Extension of Yancey Road from Old Pineville
Road across South Boulevard, to Scaleybark
Road, and connecting to Weona Road,
• Extension of Dewitt Lane across Freeland
Lane to connect to Old Pineville Road,
• Increased street network on the west side of
South Boulevard, and
12
• Additional connections between Sloan Street
CL
and South Boulevard.
AN
TO
N
It should be noted that the street network shown
RD
on Map 3 and Map 4 provides a representation
of the desired street network for the Scaleybark
12
station area and may require adjustments to
address site conditions. An alternative but comparable network, consistent with the intent of providing connectivity, will also be considered.
13
Scaleybark Transit Station
Map 3: Recommended Futur
GRAY M ONT
D
FIEL
BAR
DR
DR
I-7
7
DR
Proposed
Resid
Resid
Resid
Resid
Resid
Office
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Map 3.2: General Corridor Areas Recommendations
(NO
TO
*Note: The location of the proposed streets is conceptual. Alternative locations,
consistent with the intent of the proposed network, will also be considered.
LAND USE AND COMMUNITY DESIGN
LN
G
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RD
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12
Scaleybark Transit Station Area Plan
RD
ILL
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AV
W
14
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19
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11.Consider new grade crossings of the rail corridor at extension of Scaleybark Road, plus Yancey
Road, in conjunction with the street connections
outlined above. These potential crossings should
be thoroughly studied to assess the impact on the
LRT line, the transportation system and the area’s
economic development potential. In addition, the
existing Old Pineville Road crossing of the light
rail line, as well as the driveway crossing just south
of Freeland Lane, should be removed if these new
crossings are made.
YO
R
ST
PHILL
BRIABE
ND LN
12
Land Use and Community Design
19.The vacant property behind Orchard Circle
and Sarah Drive, alongside I-77 should be developed for residential use at a density not to exceed
8 dua, due to its proximity to, and access through
single family neighborhoods.
12.Maintain locations for low to moderate intensity office, warehouse, and light industrial uses
with easy interstate access in the plan area. This
will provide potential relocation opportunities for
uses that may need to relocate as the area immedi- Supporting Street Network
ately around this and other transit stations redevelop.
20.Maintain and enhance the existing street
network in the General Corridor Area as shown
13.Maintain and enhance the single-family housing,
on Map 3. New streets between South Tryon
at the densities shown on Map 3, in the York
Street and Old Pineville Road, south of :Yancey
Road neighborhood.
Road, are especially important.
14.The four residential properties along Dewitt
Lane just north of Freeland Lane, across from
and adjacent to property designated for TOD–
Mixed, are recommended for residential at 4
dua. However, the properties are appropriate for
TOD-Mixed if all property owners agree and the
property is consolidated for development.
It should be noted that the street network shown
on Map 3 and Map 4 provides a representation
of the desired street network for the Scaleybark
station area and may require adjustments to
address site conditions. An alternative but comparable network, consistent with the intent of
providing connectivity, will also be considered.
15.Similarly, the single family properties on
Ellenwood Place and Yorkshire Drive are recommended for residential at 4 dua. However, if
all property owners agree and the land is consolidated, redevelopment for TOD-Mixed would be
appropriate. If redevelopment occurs, street connections to Dewitt Lane and Tryclan should be
provided.
16.The four properties along Freeland Lane at
Heriot Avenue, adjacent to the TOD designated property on Freeland and South Blvd., are
recommended for residential development at 8
dua. However, the properties are appropriate for
TOD-Mixed if all property owners agree and the
property is consolidated for development.
17.Provide for a compatible sequence of land uses
along South Tryon Street between Orchard
Circle and Bowman Road abutting single
family neighborhoods. Map 3 shows elements
of retail and office use at Peterson Drive reflecting
existing uses. The remaining frontage along this
street segment should be developed with residential uses compatible with the adjoining neighborhoods, not to exceed 12 dua.
18.Maintain the existing predominantly singlefamily housing of the properties along Orchard
Circle between South Tryon Street and I-77. As
currently developed, a density cap of 8 dua is
appropriate. The area could be redeveloped for
Office / Industrial / Warehouse / Distribution use,
but only if all property owners agree and only if
all properties are consolidated for development.
This is an example of higher density residential development
appropriate in Corridor and Wedge areas.
Scaleybark Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
13
Wedge Neighborhood Area
The Colonial Village and Collingwood neighborhoods are located in a Wedge, on the east side of the
Transit Station Area. These neighborhoods include
single family and multi-family housing, as well as
the Collinswood Elementary School. The following
recommendations are designed to protect the predominantly low density residential character of the
neighborhood, while allowing for redevelopment in
selected locations.
ransit Station Area Plan
mmended Future Land Use
Proposed Land Use
Residential <= 4 DUA
Institutional
Residential <= 5 DUA
Office
Residential <= 8 DUA
Retail
Residential <= 12 DUA
Transit-Oriented - Residential
Residential <= 17 DUA
Transit Oriented - Mixed
Office/Industrial-Warehouse-Distribution
Land Use and Community Design
21.Maintain the single family portion of the
Colonial Village and Collingwood neighborhoods at a density up to 4 dua, consistent with
existing land use and zoning.
D
IF
FIT
ST
H
ST
GR
IFF
ITH
AV
GR
FO
IF
ST
FIT
ER
H
Colonial Village and other single family neighborhoods in
the study area should be preserved.
NG
BL
OO
D
BA
NK
ST
AV
ST
ER
PL
YO
U
FO
HE
RD
NE
RM
22.Maintain Collinswood Elementary School as
an institutional/civic use.
O
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AV
RN
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AN
ST
AV
ST
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YN
AV
ST
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• Usable park / open space is provided;
• A significant low to moderate income housing
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Scaleybark Transit Station Area Plan
W
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LAND USE AND COMMUNITY DESIGN
S
0
component in accordance with Counciladopted Affordable Housing Policies is
included in a mixed income environment;
• A mixture of housing types is provided;
• Existing mature trees are preserved; and
• The Residential Design Guidelines in the
General Development Policies are met.
Y
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rnative locations,
considered.
23.Support the Moderate Density Residential Use
of the Southgate Apartments. In the event of
redevelopment, density should be maintained at
its current density of 17 dua, and the following
criteria should be met:
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24.Maintain the existing street network for the
Wedge Neighborhood Area. Create a street connection from the Southgate Apartments site to
South Boulevard at a location to be determined as
redevelopment occurs. It should be noted that this
map provides a representation of the desired street
network and may require adjustments to address
site conditions. An alternative but comparable
network consistent with the intent of providing
connectivity will also be considered.
14
Transportation and Streetscape
Transforming the existing streets into an attractive
and functional multi-modal street network is critical to the success of the plan area, especially the area
around the LRT station where transit-oriented development is planned. Providing a well-connected street
network is important throughout the study area to
facilitate mobility choices and minimize congestion.
In conjunction with the establishment of the LRT
line, the City made a number of improvements to the
Scaleybark street network through the South Corridor
Infrastructure Program (SCIP). This chapter recommends additional transportation improvements for
the plan area for new streets, street cross-sections and
streetscape elements.
Transportation/Street Design
Recommendations
This section outlines transportation recommendations
addressing both proposed new streets and enhancements to existing streets to make them more pedestrian and bicycle friendly. These include both City
sponsored capital improvements, as well as improvements that will be required in conjunction with new
development and redevelopment.
The general locations of the recommendations
are noted on Map 4. The recommendations also
are cross referenced using the item numbers in the
Implementation section of this plan.
Street Network
25.Provide new street connections in the plan
area, as discussed in item 10 in the Land Use
Section and shown on Map 4. Street connections
in the Transit Station Area are the highest priority
for this Plan, as these are needed to support high
density development and to provide additional
travel routes.
It should be noted that this map provides a representation of the desired street network and may
require adjustments to address site conditions. An
alternative but comparable network consistent
with the intent of providing connectivity will also
be considered.
26.Consider new grade crossings of the rail corridor at extension of Scaleybark Road, plus
Yancey Road, replacing the existing grade crossings on Old Pineville Road, as discussed in item
11 in the Land Use Section, in items 42 and 43 of
this section, and as shown on Map 4.
27.Realign Old Pineville Road with Dewitt Lane
to divert traffic away from South Boulevard and
offer more connection choices to South Tryon
Street and Clanton Road, as discussed in item
10. This plan also recommends amending the
Thoroughfare Plan to adopt the new alignment
of Old Pineville Road connecting to Dewitt Lane
as a Minor Thoroughfare. Old Pineville Road and
its existing alignment is currently classified as a
Major Collector.
28.Realign Hartford Avenue with Clanton Road,
as discussed in item 10, to improve east-west
mobility and offer more connection choices.
Upon realignment, traffic calming along existing
Hartford Avenue will be considered.
29.Increase connectivity in the Colonial Village
neighborhood, as discussed in item 10, by connecting Weona Avenue between Hartford Avenue
and Scaleybark Road and extending Weona
Avenue across Scaleybark Road to connect with
the Yancey Road extension.
30.Consider the addition of roundabouts at the
intersections of Dewitt Lane and Freeland Lane
and at Weona Avenue at Freeland Lane, in lieu of
four-way stops or signalized intersections.
31.Maintain and enhance the street network in the
General Corridor Area, as discussed in items 20
and 24. It should be noted that this map provides
a representation of the desired street network and
may require adjustments to address site conditions. An alternative but comparable network
consistent with the intent of providing connectivity will also be considered.
Sidewalks
32.Eliminate gaps in the sidewalk system within
the core of the plan area. While sidewalk
improvements have been made through the City
sponsored South Corridor Infrastructure Program
(SCIP), many sidewalk gaps remain in the Transit
Station Area. To handle the level of pedestrian
activity anticipated in the station area, gaps in the
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
15
The pedestrian system along South Boulevard typically lacks
a planting strip, and the sidewalk width is inadequate.
Recent improved sidewalk and planting strip at 3030 South
Boulevard provides greater pedestrian safety.
Though redevelopment seems likely, Freeland
sidewalk system, particularly those along Tryclan
Lane is a high priority area for sidewalk improveLane, Freeland Lane, Cama Street, and Whitton
ments, even if redevelopment does not occur.
Street, as shown on Map 4, should be eliminated
as new development occurs. New sidewalks and
planting strips should be built to the specifica- Pedestrian Crossings
tions of the streetscape cross-sections on the following pages.
36.Enhance pedestrian and bicycle crossings
across South Boulevard, South Tryon Street, and
33.Eliminate gaps in the sidewalk system leading
Clanton Road. Many of Scaleybark’s thoroughfrom the residential areas to the Transit Station.
fares are difficult for pedestrians and bicyclists to
The existing residential areas of Colonial Village,
cross due to factors such as traffic volume, traffic
Collingwood and York Road neighborhoods on
speed, number of lanes, frequent turning moveeither side of the Scaleybark Transit Station Area
ments, and distance between signalized cross
provide a large base of potential transit riders.
walks. Anticipating substantial redevelopment
Gaps in the sidewalk system which leads to the
near this particular station, the SCIP program did
transit station should be eliminated to promote
not make significant pedestrian improvements
pedestrian access to the LRT station. Specific sideto signalized intersections in the Scaleybark area.
walk projects include Hollis Road and Conway
This plan recommends adding enhanced crossAvenue. The boundaries are shown on Map 4.
ings, as shown on Map 4. In the station area, these
include:
34.Widen sidewalks along primary station area
streets. Currently, Scaleybark’s primary streets
• South Tryon Street at Clanton Road;
have sidewalks on both sides of the streets.
• South Tryon Street at Freeland Lane;
However, many of these sidewalks are only 5 feet
wide, which is not consistent with the recom• South Boulevard at Clanton Road;
mended width found in the Streetscape Standards
• South Boulevard at Whitton Street;
on the pages following. Additionally, planting
strips which separate pedestrians from vehicular
• South Boulevard at Scaleybark Road;
traffic are lacking. This plan recommends widen• South Boulevard at Freeland Lane, when
ing the sidewalks and adding planting strips along
Freeland Lane is extended across the LYNX
South Tryon Street, Clanton Road, Freeland Lane,
tracks;
Yancey Road, Old Pineville Road, and South
Boulevard within the study area boundaries.
• South Boulevard at Yancey Road, when Yancey
Road is extended across the LYNX tracks;
35.Improve the sidewalk network in the General
• Dewitt Lane at Yancey Road when Dewitt
Corridor Area. As the streetscape cross-sections
Lane is extended; and
recommend, new development and redevelopment should install sidewalks on all streets.
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
16
• Weona Avenue at Scaleybark Road when
Weona Avenue is extended.
Enhanced crossings may include a combination
of vehicle traffic signals, pedestrian countdown
signals, painted or textured cross walks, ADA
curb ramps, and pedestrian refuge islands in the
median.
37.Pursue enhanced pedestrian crossing of South
Boulevard supportive of development. Utilizing
the existing yet unopened “Z” pedestrian crossing
of LYNX near Hollis Drive and South Boulevard,
this plan recommends opening the crossing and
providing pedestrian accommodations across
South Boulevard, once development on either
side creates the demand.
38.Pursue a pedestrian connection between the
Southgate Apartments site on Conway Avenue
and Collinswood Elementary School.
Bicycle Accommodations
39.Add a designated bicycle lane to Hartford
Avenue. To tie into the bicycle lanes recommended throughout the station area (shown on
Map 4), a bicycle lane along Hartford Avenue
between Hollis Road and South Boulevard in the
Colonial Village neighborhood is recommended.
40.Site new development to allow future addition
of bicycle lanes on Avenues. This plan recommends the long-term installation of bicycle lanes
in the station area along South Boulevard, South
Tryon Street, Clanton Road, Freeland Lane,
Scaleybark Road, and Yancey Road as shown on
Map 4.
41.Include bicycle lanes on street extensions of
Dewitt Lane to Old Pineville Road, and Yancey
Road to Weona Avenue.
Improved LYNX Crossings
42.Consider replacement of the current Old
Pineville Road crossing with a crossing at Yancey
Road. Currently, Old Pineville Road crosses the
LYNX tracks as the fourth leg of the signalized
intersection of South Boulevard and Scaleybark
Road. This plan recommends Old Pineville Road
to be realigned and relocated to meet Dewitt Lane
at Freeland Lane via redevelopment. Combined
with a new LYNX crossing of Yancey Road extension to South Boulevard, the traveling public will
have more route choices between Old Pineville
Road and either South Boulevard or South Tryon
Street.
43.Extend Scaleybark Road over to an extension
of DeWitt Lane or to Freeland Lane via a new
LYNX crossing. Scaleybark currently becomes
Old Pineville Road across South Boulevard, crossing the LYNX line just beyond South Boulevard.
This plan recommends Scaleybark Road be
extended to connect to DeWitt Lane, or to
Freeland Lane as discussed in item 10 of the Land
Use and Community Design section.
Multi-Use Trail
44.Construct the multi-use trail running parallel
to the LRT line. A multi-use trail running from
Tremont Avenue to Clanton Road, primarily on
the west side of the LRT line, was constructed
as part of SCIP. In addition, a section was constructed from Freeland Lane to Old Pineville
Road. As new development or redevelopment
occurs, the trail should be added where it does
not exist or improved where it does exist, consistent with the cross-section recommendations
found on the following pages. Ultimately, the
trail should be located:
• between the northern plan boundary and
Clanton Road on both sides of the track;
• between Scaleybark Road and the southern
boundary on the east side of the track;
• between Freeland Lane and Old Pineville
Road, where Dewitt Lane connects.
45.As the trail is constructed through the development process, fill critical gaps where development is not occurring to facilitate travel to the
Transit Stations.
Street Lighting
46.Install Pedestrian Scale Lighting in key locations. Typical streetlights illuminate the roadway,
but do not provide significant lighting for the
pedestrian area of a street. Pedestrian scale lighting
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
blocks between Dewitt Lane and Weona Avenue.
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
17
Scaleybark Transit Station Area Plan
Revised Map 4: Future Transportation Network
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TRANSPORTATION AND STREETSCAPE
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18
Scaleybark Transit Station Area Plan
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Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
Streetscape Standards
Street Cross-Sections
Streets are more than just pathways to and through a
place. Streets are one of the most highly visible types
of urban places. As the entrance and exit to a community, streets have the ability to set the tone for the
surrounding environment.
Based on the City’s Urban Street Design Guidelines, the
future cross-sections have been determined for streets,
as well as the rail frontage, within the Scaleybark study
area, with the exception of the single family neighborhood areas, where little change to existing streets is
expected. The following street types are recommended
for the plan area:
The streetscape cross-sections on the following pages
are essential to “setting the tone” for the type of setting
desired in the plan area. The cross sections have been
developed in accordance with the Urban Street Design
Guidelines (USDG), adopted by City Council in
October 2007. The cross-sections set forth:
•
•
•
•
•
•
•
•
•
Avenue - Four-Lane Divided
Avenue - Four-Lane South Blvd LRT
Avenue - Two-Lane Divided
Avenue - Two-Lane Undivided
• Building setback requirements,
Boulevard
• Streetscape, sidewalk, and street tree requireMain Street
ments, and
Office/Commercial Street - Wide
• Future character of the streets regarding the
number of lanes, bicycle, pedestrian and
Local Residential Street - Wide
transit accommodations and provisions for
Rail Frontage/Multi-Use Trail
on-street parking.
When this plan is approved, the streetscape standards Map 5 shows the desired location for each of these
specified herein will become the official “Streetscape street types. Consult this map to identify the recPlan” for the study area, as referred to in the zoning ommendation for a specific street, then refer to the
standards for a number of the City’s urban zoning dis- matching cross-section on the following pages. Streets
tricts. As such, all new development on sites zoned within neighborhood areas slated for preservation are
TOD, TS, PED, UMUD, MUDD, NS, UR, or other intended for preservation as well, so new cross securban zoning districts that may be established must tions for these areas are not provided.
be designed in accordance with these standards. The
specifications in the cross-sections are based on typical Avenue - Four-Lane Divided
conditions and may vary based upon further study
and in unique circumstances.
Description: The Avenue is the most common (nonlocal) street type in Charlotte, providing access from
Note that these cross-sections are not plans for imme- neighborhoods to commercial areas, between areas of
diate road improvements, but many are recommended the city, and, in some cases, through neighborhoods.
long-term changes. Improvements such as on-street It is designed to provide a balance of service for all
parking, streetscape enhancements, and sidewalk modes of transportation, including accessibility for
installation typically will be implemented through transit, pedestrians, and bicyclists in addition to carprivate redevelopment, although the City may fund rying significant automobile traffic.
minor improvements. New streets also typically will
be implemented through private development, while Land Use: The land use will vary; within the plan
major improvements to existing streets generally will area the desired uses will be typically medium to high
be constructed by the City.
density mixed use and residential.
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
19
• Planting strip or recessed on-street parallel
(Avenue - Four-Lane Divided, continued)
parking serve as buffer from traffic to pedestrians on sidewalk. The recessed parking is
Situation: The major thoroughfares in the study
required in all locations feasible under CDOT
area are classified primarily as Avenues. The four lane
standards, with intermittent planter islands
divided type is recommended for South Boulevard
to break up parking into bays no more than
except where the LRT line is in the median; South
100 feet in length. Planting strip with trees is
Tryon Street north of Clanton Road; and Clanton
required in all other situations. South Tryon
Road west of South Tryon Street to I-77. The proStreet is a state highway, and current state regposed cross-section will allow these streets to conulations do not permit on-street parking. If
tinue to perform an important mobility function for
circumstances change in the future such that
motorists, as well as to support safe and comfortable
on-street parking would be allowable, onpedestrian and bicycle travel.
street parking would be required for further
development projects per zoning standards.
Existing Condition: These streets typically have two
The on-street parking is optional on South
lanes in each direction; some are widened for left turn
Boulevard south of Scaleybark Road.
lanes near intersections. Right of way is typically 60
feet, although South Boulevard varies significantly.
• Amenity zone provides supplemental tree
South Tryon Street is 80 feet.
planting location. Trees in the amenity zone
should be planted in curbed planters. The
Proposed Curb to Curb: Recommended width is 70
amenity zone also provides additional paved
feet from back-of-curb to back-of-curb; right-of-way
area for street furniture, paved access to onis 118 feet.
street parking, and merchandising purposes.
• Ped zone is the usual location for the clear side• Two travel lanes and bike lane in each direcwalk. Where there is no on-street parking and
tion.
planting strips are in place, the clear sidewalk
• Continuous center lane for left turns and
can be pushed into the amenity zone location
pedestrian refuge; to include mid-block landand the ped zone can be used for landscapscaped pedestrian refuge islands in some locaing, sidewalk dining, or paved merchandising
tions.
purposes. Encroachments into the ped zone
for features such as steps and open porches are
Behind the Curb: Minimum building setback is 24
allowed in accordance with the zoning ordifeet from back of (unrecessed) recommended curb.
nance, but encroachments at grade may not
Tree planting is required with spacing, irrigation,
reduce the clear sidewalk to less than 8 feet.
subdrainage, and adequate soil space forAvenue-4
roots per theLane Divided
Charlotte Tree Ordinance.
22‘
24’ Setback
11’
22‘
70’
Back of curb to back of curb
Ped Zone
7.5’
Amenity Zone
8’ 8’
Bike Lane*
8’
Vehicle
Lanes
*Parking/Trees
Bike Lane*
Vehicle
Lanes
Turn Lane/
Median. 1.5’ c/g
*Parking/Trees
*South Blvd:
On-street parking
is optional south of
Scaleybark Road.
Amenity Zone
Central Av
Ped Zone
20
7.5’
8’
8’
8’
*Includes 2.5’
curb and gutter.
24’ Setback
Right of Way-118’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
• Wide median as constructed for the light rail
Avenue - Four-Lane South Blvd LRT
Description: The Avenue is the most common (nonlocal) street type in Charlotte, providing access from
neighborhoods to commercial areas, between areas of
the city, and, in some cases, through neighborhoods.
It is designed to provide a balance of service for all
modes of transportation, including accessibility for
transit, pedestrians, and bicyclists in addition to carrying significant automobile traffic.
tracks, station, pedestrian refuge, and landscaping; intermittent lane for left turns.
Behind the Curb: Minimum building setback is 24
feet from back of (unrecessed) recommended curb.
Tree planting is required with spacing, irrigation,
subdrainage, and adequate soil space for roots per the
Charlotte Tree Ordinance.
• Planting strip or recessed on-street parallel
parking serve as buffer from traffic to pedestrians on sidewalk. The recessed parking is
required in all locations feasible under CDOT
standards, with intermittent planter islands
to break up parking into bays no more than
Situation: The major thoroughfares in the study area
100 feet in length. Planting strip with trees is
are classified primarily as Avenues. A highly unique
required in all other situations.
four-lane LRT median cross-section exists for South
• Amenity zone provides supplemental tree
Boulevard, in the blocks where the LRT line is within
planting location. Trees in the amenity zone
the wide median. The cross-section allows the street
should be planted in curbed planters. The
to continue to perform an important mobility and
amenity zone also provides additional paved
access function for motorists, as well as to support
area for street furniture, paved access to onsafe and comfortable pedestrian and bicycle travel.
street parking, and merchandising purposes.
Existing Condition: This street has two lanes in each
• Ped zone is the usual location for the clear sidedirection with some left turn lanes near intersections.
walk. Where there is no on-street parking and
There is a wide landscaped median through which the
planting strips are in place, the clear sidewalk
light rail line runs. Right-of-way varies widely.
can be pushed into the amenity zone location
and the ped zone can be used for landscapProposed Curb to Curb: The width of the median
ing, sidewalk dining, or paved merchandising
with its light rail track and station elements varies.
purposes. Encroachments into the ped zone
Recommended width of each section of street and
for features such as steps and open porches are
bike lane is 31 feet from back-of-curb to back-ofallowed in accordance with the zoning ordicurb.
nance, but encroachments at grade may not
South Boulevard-4 Lane Divided
reduceLRT
the Section
clear sidewalk to less than 8 feet.
• Two travel lanes and bike lane in each direction.
Land Use: The land use will vary; within the plan
area the desired uses will be typically medium to high
density mixed use and residential.
22‘
Vehicle
Lanes
(South
Boulevard)
22‘
7.5’
8’ 8’ 8’
24’ Setback
24’ Setback
Right of Way Varies
Scaleybark Transit Station Area Plan
South Boulevard:
Clanton Road to Freeland Lane
Landscaped Median
Ped Zone
7.5’
Light Rail Section
Amenity Zone
Bike Lane*
8’ 8’
Landscaped Median
Bike Lane*
Parking/Trees
8’
Vehicle
Lanes
(South
Boulevard)
Parking/Trees
Ped Zone
Amenity Zone
Central Av
TRANSPORTATION AND STREETSCAPE
*Includes 2.5’
curb and gutter.
21
• Continuous center lane for left turns and
Avenue - Two-Lane Divided
pedestrian refuge; to include mid-block landscaped pedestrian refuge islands in some locations.
Proposed Behind the Curb: Minimum building
setback is 24 feet from back of (unrecessed) recommended curb. Tree planting is required with spacing,
irrigation, subdrainage, and adequate soil space for
roots per the Charlotte Tree Ordinance.
Description: The Avenue is the most common (nonlocal) street providing access from neighborhoods to
commercial areas, between areas of the city, and, in
some cases, through neighborhoods. It is designed to
provide a balance of service for all modes of transportation, including accessibility for transit, pedestrians,
and bicyclists in addition to carrying significant automobile traffic.
• Planting strip or recessed on-street parallel
Land Use: The land use will vary; within the plan
area the desired uses will be typically medium to high
density mixed use and residential.
parking serve as buffer from traffic to pedestrians on sidewalk. The recessed parking is
required in all locations feasible under CDOT
standards, with intermittent planter islands
Situation: This Avenue cross section is narrower than
to break up parking into bays no more than
the four-lane divided version used on other streets in
100 feet in length. Planting strip with trees is
the study area. It is recommended for the portion of
required in all other situations.
Clanton Road between South Boulevard and South
• Amenity zone provides supplemental tree
Tryon Street, and on Dewitt Lane between Clanton
planting location. Trees in the amenity zone
Road and Freeland Lane. The proposed cross-section
should be planted in curbed planters. The
will allow this street type to continue to perform an
amenity zone also provides additional paved
important mobility function for motorists, as well
area for street furniture, paved access to onas to support safe and comfortable pedestrian and
street parking, and merchandising purposes.
bicycle travel.
• 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, with left turn lanes near intersections, and
and planting strips are in place, the clear sidesome landscaped median. Right of way is variable,
walk can be pushed into the amenity zone
generally about 60 feet.
location, and the ped zone can be used for
landscaping, sidewalk dining, or paved merProposed Curb to Curb: Recommended width is 48
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 96 feet.
open porches are allowed in accordance with
the zoning ordinance, but encroachments at
• One travel lane and bike lane in each direcgrade may not reduce the clear sidewalk to
Avenue-Two Lane Divided
tion.
less than 8 feet.
11‘
24’ Setback
11‘
7.5’
11’
48’
Back of curb to back of curb
Ped Zone
7.5’
Parking/Trees
8’ 8’
Amenity Zone
Bike Lane*
8’
Vehicle
Lane
Bike Lane*
Parking/Trees
Vehicle
Lane
Turn Lane/
Ped. Refuge
1.5’ c/g
Amenity Zone
Central Av
Ped Zone
22
8’
8’
8’
*Includes 2.5’
curb and gutter.
24’ Setback
Right of Way-96’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
• One travel lane and bike lane in each direc-
Avenue - Two-Lane Undivided
tion.
• Widening for left turn lanes may be required
in some circumstances in accordance with
CDOT standards.
Proposed Behind the Curb: Minimum building
setback is 24 feet from back of (unrecessed) recommended curb. Tree planting is required with spacing,
irrigation, subdrainage, and adequate soil space for
roots per the Charlotte Tree Ordinance.
Description: The Avenue is the most common (nonlocal) street providing access from neighborhoods to
commercial areas, between areas of the city, and, in
some cases, through neighborhoods. It is designed to
provide a balance of service for all modes of transportation, including accessibility for transit, pedestrians,
and bicyclists in addition to carrying significant automobile traffic.
Land Use: The land use will vary; within the plan area
the desired uses will include medium to high density
mixed use and residential; and some office, industrial,
warehouse, and distribution uses.
• Planting strip or recessed on-street parallel
parking serve as buffer from traffic to pedestrians on sidewalk. The recessed parking is
required in all locations feasible under CDOT
standards, with intermittent planter islands
Situation: This Avenue cross section is narrower than
to break up parking into bays no more than
the four-lane and two-lane divided versions used on
100 feet in length. Planting strip with trees is
other streets in the study area. It is recommended for
required in all other situations.
Freeland Lane, Yancey Road, Old Pineville Road,
Nations Crossing Road, the portion of Scaleybark
• Amenity zone provides supplemental tree
Road within the Station Area, proposed extensions
planting location. Trees in the amenity zone
of Dewitt Lane south of Freeland Lane, and proshould be planted in curbed planters. The
posed extensions of Freeland Lane, Yancey Road, and
amenity zone also provides additional paved
Weona Avenue. The proposed cross-section will allow
area for street furniture, paved access to onthis street type to continue to perform an important
street parking, and merchandising purposes.
mobility function for motorists, as well as to support
• Ped Zone is the usual location for the clear
safe and comfortable pedestrian and bicycle travel.
sidewalk. Where there is no on-street parking
and planting strips are in place, the clear sideExisting Condition: This street has two lanes in each
walk can be pushed into the amenity zone
direction, without turn lanes or landscaped median.
location, and the ped zone can be used for
Right of way is generally about 60 feet, but varying
landscaping, sidewalk dining, or paved mermore and less.
chandising purposes. Encroachments into
the ped zone for features such as steps and
Proposed Curb to Curb: Recommended width is 37
open porches are allowed in accordance with
feet from back of curb to back of curb; right of way
the zoning ordinance, but encroachments at
is 85 feet.
Avenue-Two Lane Undivided
grade may not reduce the clear sidewalk to
less than 8 feet.
7.5’
22’
Ped Zone
Bike Lane*
8’
Amenity Zone
Parking/Trees
8’
Vehicle
Lane
Bike Lane*
Amenity Zone
8’
Vehicle
Lane
Parking/Trees
Ped Zone
Central Av
7.5’
8’
8’
8’
37’
24’ Setback Back of curb to back of curb
Right of Way-85’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
24’ Setback
*Includes 2.5’
curb and gutter.
23
• Two travel lanes and bike lane in each direc-
Boulevard
Description: Boulevards are intended to move large
numbers of vehicles, often as “through traffic,” from
one part of the city to another, and to other lower
level streets in the network. Thus, the modal priority
shifts toward motor vehicles, while still accommodating pedestrians and cyclists as safely and comfortably
as possible.
Land Use: The land use will vary; within the plan
area the desired uses will be typically medium to high
density mixed use; residential; and office, industrial,
warehouse, and distribution uses.
tion.
• Continuous median with left turn lanes and
pedestrian refuge.
Behind the Curb: Minimum building setback is 24
feet from back of (unrecessed) recommended curb.
Tree planting is required with spacing, irrigation,
subdrainage, and adequate soil space for roots per the
Charlotte Tree Ordinance.
• Planting strip serves as buffer from traffic to
pedestrians on sidewalk. South Tryon Street is
a state highway, and current state regulations
do not permit on-street parking.
• Ped zone is the usual location for the clear
sidewalk.
• The additional planting strip behind the sidewalk is intended to provide additional landscaping, and a buffer between sidewalk and
building uses. It can be used for landscaping, sidewalk dining, or paved merchandising purposes, as appropriate to the land use.
Encroachments into this strip for features
such as steps and open porches are allowed
in accordance with the zoning ordinance, but
encroachments at grade may not reduce the
clear sidewalk to less than 8 feet.
Situation: South Tryon Street is a major thoroughfare. From Clanton Road southward, traffic volumes
and speeds increase significantly from the portion
of South Tryon Street to the north. In this area, a
four-lane divided Boulevard cross section is recommended.
Existing Condition: South Tryon Street has two
lanes in each direction, widened for left turn lanes
in some locations. Right of way is typically 80 feet,
varying in some locations.
Proposed Curb to Curb: Recommended width is
76 feet from back-of-curb to back-of-curb; right-ofway is 124 feet.
Boulevard-South Tryon Street-Clanton Road to I-77
7.5’
22‘
24’ Setback
17’
22‘
76’
Back of curb to back of curb
Planting Strip
8’
Ped Zone
8’
Bike Lane*
Bike Lane*
8’
Vehicle
Lanes
Planting Strip
Planting Strip
Vehicle
Lanes
Turn Lane/
Median. 1.5’ c/g
Ped Zone
Central Av
Planting Strip
24
7.5’
8’
8’
8’
*Includes 2.5’
curb and gutter.
24’ Setback
Right of Way-124’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
16’ Setback
24‘
8.5’ 8’ 8’
41’
Back of curb to back of curb
Right of Way-73’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
Ped Zone
8’ 8.5’
Amenity Zone
Amenity Zone
8’
Mixed Vehicle Zone
Parking/Trees*
Ped Zone
Parking/Trees*
Proposed Behind the Curb: Minimum building
Main Street
setback is 16 feet from back of recommended recessed
Description: Main Street is a “destination” street that curb. Tree planting is required with spacing, irrigaprovides access to and functions as a center of civic, tion, subdrainage, and adequate soil space for roots
social, and commercial activity. Development along per the Charlotte Tree Ordinance.
main streets is dense and focused toward the pedes• Planting strip or recessed on-street parallel
trian realm.
parking serve as buffer from traffic to pedestrians on sidewalk. The recessed parking is
Land Use: In the plan area, the desired land use is
required in all locations feasible under CDOT
typically medium to high density mixed use with
standards, with intermittent planter islands to
ground level retail.
break up parking into bays no more than 100
feet in length.
Situation: A Main Street is recommended in the
heart of the station area, at Whitton Street. Here,
• Amenity zone provides supplemental tree
pedestrians receive the highest priority of all the
planting location. Trees in the amenity zone
transport modes. To accommodate pedestrian traffic,
should be planted in curbed planters where
a wide pedestrian zone and an amenity zone are recplanting strip is not in place. The amenity
ommended.
zone also provides additional paved area for
street furniture, paved access to on-street
Existing Condition: Whitton Street has one lane
parking, and merchandising purposes.
in each direction with variation in turn lane and
• Ped zone is the usual location for the clear
parking arrangement. Right of way varies from 50
sidewalk. Where there is no on-street parking
feet upward.
and planting strips are in place, the clear sidewalk can be pushed into the amenity zone,
Proposed Curb to Curb: Recommended width is 41
and the ped zone can be used for landscapfeet from back-of-curb to back-of-curb; right-of-way
ing, sidewalk dining, or paved merchandising
is 73 feet.
purposes. Encroachments into the ped zone
for features such as steps and open porches are
• One travel lane in each direction shared with
allowed in accordance with the zoning ordibicyclists.
nance, but encroachments at grade may not
• Widening for left-turn lane on Whitton Street
reduce the clear sidewalk to less than 8 feet.
intersection with South Boulevard.
16’ Setback
*Includes 2.5’
curb and gutter.
25
• On-street parking on both sides. Curb exten-
Office / Commercial Street - Wide
Description: Local streets provide access to residential, industrial, commercial, or mixed-use development. The majority of Charlotte’s streets are classified
as local streets and are typically built through the land
development process.
Land Use: In the study area, the land use along these
streets is typically office, warehouse/industrial, and
retail development with an auto orientation. It may
include medium density mixed use development.
Situation: The office/commercial streets are recommended in the portion of the General Corridor Area
that is intended for non-residential uses. Office/commercial streets are appropriate because they provide
basic pedestrian amenities while allowing for reasonable vehicular access and speeds.
Existing Condition: These streets have one lane in
each direction; some have on-street parking. Right of
way is typically 50 feet.
Proposed Curb to Curb: Recommended width is 41
feet from back-of-curb to back-of-curb; right-of-way
is 69 feet.
• One travel lane in each direction shared with
bicyclists.
sions may be used to narrow street width at
intersections and other locations where onstreet parking is not appropriate.
• Widening for left-turn lanes onto South
Tryon Street may be required in accordance
with CDOT standards.
Proposed Behind the Curb: Minimum building
setback is 14 feet from back of (recessed) recommended curb, or 21 feet from back of any extended
curb. Tree planting is required with spacing, irrigation, subdrainage, and adequate soil space for roots
per the Charlotte Tree Ordinance.
• Planting strip provides buffer from traffic to
pedestrians on the sidewalk, and a landscaping
opportunity. In locations with retail frontage
or other high density applications, tree planting in curbed planters, with paved amenity
zone for street furniture, paved access to onstreet parking, and merchandising purposes
should be substituted for the planting strip.
• Ped Zone is the usual location for the clear
sidewalk. Encroachments into the ped zone
for features such as steps and open porches are
allowed in accordance with the zoning ordinance, but encroachments at grade may not
reduce the clear sidewalk to less than 6 feet.
7’
Min.
14’ Setback
7’
41’
Back of curb to back of curb
Ped Zone
8’
Planting strip or
curbed planter
Parking*
6’
Mixed Vehicle Zone
Parking*
Planting strip
or curbed planter
Office/Commercial-Wide
Ped Zone
26
8’
6’
*Includes 2.5’
curb and gutter.
Min.
14’ Setback
Right of Way-69’
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
Local Residential Street - Wide
• Widening for left-turn lanes onto South Tryon 27
Street or South Boulevard may be required in
Description: Local streets provide access to residenaccordance with CDOT standards.
tial, industrial, commercial or mixed-use development. The majority of Charlotte’s streets are classified Proposed Behind the Curb: Minimum building
as local streets and are typically built through the land setback is 20 to 22 feet from back of (recessed) recommended curb, or 27 to 29 feet from back of any
development process.
extended curb, depending on the sidewalk width
Land Use: The land use is typically medium to high requirement. Tree planting is required with spacing,
density residential, with some mixed use develop- irrigation, subdrainage, and adequate soil space for
roots per the Charlotte Tree Ordinance.
ment.
Situation: Local residential streets are recommended
in portions of the study area where residential uses
higher in density than single-family are in place or
expected. They also are recommended in portions of
the transit station area off of the main thoroughfares
where a predominance of residential development is
expected. Redevelopment is anticipated, and with that
high-quality neighborhood street design is desired.
The local residential street cross-section is designed for
low traffic speeds and a comfortable walking, cycling
and living environment.
Existing Condition: These streets have one lane in
each direction. Some have on-street parking. Rightof-way varies widely, but is typically 50 feet.
Proposed Curb to Curb: Recommended width is 35
feet from back-of-curb to back-of-curb; right-of-way
is 63 to 67 feet, depending on the sidewalk requirement.
• One travel lane in each direction shared with
Parking*
Planting Strip
Ped Zone
Yard
6’ to 8‘
Parking*
Ped Zone
6’
pedestrians on the sidewalk, and a landscaping
opportunity. In locations with retail frontage
or other high density applications, tree planting in curbed planters, with paved amenity
zone for street furniture, paved access to onstreet parking, and merchandising purposes
should be substituted for the planting strip.
• Ped zone is the usual location for the clear
sidewalk. For streets located within 1/4 mile
of the transit station, the minimum sidewalk
width is 8 feet. Elsewhere in the plan area the
minimum width is 6 feet.
• The Yard area is intended to provide additional landscaping, and a buffer between sidewalk and residential uses. Encroachments for
features such as steps and open porches are
allowed in accordance with the zoning ordinance, but encroachments at grade may not
reduce the clear sidewalk to less than the
required width.
• Parcels located on streets that have existing
single-family zoning designations (R-3, R-4,
R-5, R-6, and R-8) either across the street, or
abutting on the same side of the street, shall
have a minimum setback of 30 feet.
Planting Strip
Yard
bicyclists.
• On-street parking on both sides. Curb extensions may be used to narrow street width at
intersections and other locations where onstreet parking is not appropriate.
• Planting strip provides buffer from traffic to
8’
7’
7’
8’
6’ to 8‘
6’
Mixed Vehicle Zone
35’
**20’ to 22’
**20’ to 22’
Back of curb to back of curb Setback
Setback
Scaleybark Transit Station Area Plan
Right of Way-63’ to 67’
TRANSPORTATION AND STREETSCAPE
*Includes 2.5’
curb and gutter.
**30’ setback across
from or next to single
family zoning.
28
• A minimum of 7 feet outward from the ballast
Rail Frontage / Multi-Use Trail
curb is reserved for a landscaped buffer to the
track. Tree planting is required with spacing,
irrigation, subdrainage, and adequate soil
space for roots. Trees must be a columnar
form, planted a minimum of 5 feet out from
the ballast curb, and approved by CATS. Tree
spacing should be consistent with spacing for
street trees, as required by the Charlotte Tree
Ordinance. Decorative pedestrian scale lighting also should be provided.
• The multi-use trail, a minimum of 12 feet
wide, should be constructed beyond the landscaped buffer. If there is an existing asphalt
trail, it should be replaced by an enhanced
trail. The trail location may be required to be
more than 7 feet from the back of the ballast
curb due to site features such as topography,
drainage, and CATS equipment. The location
of this trail must be approved by CATS. The
trail material must be approved by Planning
and CDOT. The trail can be widened to
allow emergency fire access, but should not be
used as a driveway for adjacent development.
Where the rail line abuts Old Pineville Road,
the sidewalk and bike lane requirements for
the street will replace the need for the multiuse trail on that side of the rail line.
• The minimum setback from the centerline of
the tracks is 35 feet or the location of the right
of way line, whichever is greater. However,
where the right of way line extends beyond
the minimum setback required, development
may be allowed to encroach into the right of
way as a method of encouraging development
which is consistent with the City’s land use
vision and if the required written agreements
with CATS are completed to occupy portions
of the right-of-way.
Description: The rail line is the centerpiece of the
station area. The City has constructed a multi-use
path running parallel to the rail line, typically on the
west side. To spark activity along this pathway, adjacent development is required to front it. New development is required to enhance the path where it exists
adjacent to the development site. Where the trail does
not exist or is across the tracks, new development will
be required to construct the trail.
Land Use: The land use is typically medium to high
density mixed use, especially residential, with some
ground-level retail.
Existing Condition: An asphalt multi-use path has
been constructed along portions of the right-of-way,
typically along the west side of the tracks north of
Clanton Road. Right of way varies, but is typically
130 feet wide. Rail corridor frontage circumstances
vary widely, and generally reflect the warehouse/
industrial uses presently and formerly occupying the
adjoining property.
Proposed Cross-Section: This cross section applies to
all portions of the rail frontage except for the segment
where the rail line is in the median of South Boulevard.
The innermost portion of the right of way is reserved
for light rail tracks. A landscaped buffer and multiuse trail are planned beyond the tracks on both east
and west sides. The trail is for use by pedestrians and
bicyclists.
• The ballast curb for the light-rail line typically extends 16 feet from the center line in
each direction. A decorative fence should be
located adjacent to the ballast curb/trackway.
12’
min
multi-use
path*
7’ min.
16' to
back of
ballast curb
CL
16' to
back of
ballast curb
12'
min
7’
min. multi-use
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
Scaleybark Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
Infrastructure and Public Facilities
The core of the Scaleybark 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- 51.Encourage urban open spaces in the Transit
Station Area. New developments in the area are
ity increases for more intense new uses. The followencouraged to provide usable urban open spaces,
ing recommendations are intended to address needs
either on-site or off-site within the station area.
for additional or expanded infrastructure and public
Desirable types of urban open spaces include
facilities.
pocket parks, plazas, and community gardens.
The intersection of South Boulevard and Whitton
Street is a high priority for open space.
Public Facility/Infrastructure
Recommendations
47.Relocate the Scaleybark Branch Library into
a new transit oriented development at the
Scaleybark Station as discussed in item 8. A
16,500 square feet building is currently proposed
to be constructed.
48.Study opportunities for transit connectivity
between the schools and LRT. Explore the possibilities to provide transit service connectivity for
students and employees accessing the two magnet
schools within the area.
49.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-density development recommended by this plan, a
detailed infrastructure analysis is recommended.
50.Encourage the burying of utilities. Overhead
utility lines detract from the appearance of the
station area, which in turn may impact the economic competitiveness of a project. Overhead
lines also may impact development density due
to required clearances from the lines. As redevelopment occurs, opportunities to relocate or bury
utility lines should be pursued.
New urban open space amenities are needed to supplement
Collins Park.
Scaleybark Transit Station Area Plan
INFRASTRUCTURE AND PUBLIC FACILITIES
29
30
Environment
The Scaleybark study area includes a substantial area of 54.Protect or enhance the watersheds when possipresent and former commercial and industrial develble. The Scaleybark station area sits on a ridgeline
opment, much of which is expected to be redeveloped
that divides the Upper Little Sugar Creek waterin the coming years. The environmental recommenshed to the east and the Irwin Creek watershed
dations focus on means to improve air, water and land
to the west. Both the Upper Little Sugar Creek
quality through the redevelopment process.
and Irwin Creek basins are listed as “Impaired” by
regulating agencies. Further degradation to either
It should be noted that the establishment of dense
creek would be a negative impact to the comtransit oriented development within station areas is
munity. Any development or redevelopment in
intended to improve the environment of the region
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 metropolitan area.
55.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
an obstacle to development. Since contamination
52.Make trees a key feature of the entire plan
is a potential issue in the transit station area, proparea. Scaleybark’s residential neighborhoods are
erty owners should be encouraged to participate
made distinctive by their mature tree canopy.
in the funding programs offered by the City of
Approximately 30% of the study area has a sigCharlotte to financially assist with the assessment
nificant tree canopy. Trees could become an idenof contaminated sites.
tifying feature for the entire study area if they are
added to streets in the Transit Station and Corridor
Areas. In addition 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.
53.Design site plans for new buildings and renovations 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 stormwater runoff. These best practices in on-site stormwater management include the use of bioswales or
rain gardens, wet ponds etc, and pervious parking
areas. Because of the large amount of impervious
surface area and the proximity of nearby creeks,
new developments and redevelopments in the
station area are encouraged to incorporate design
features that improve the quality of stormwater
leaving their site, consistent with the Council The tree canopy in existing neighborhoods of the plan area
adopted Post- Construction Controls Ordinance. is an amenity to be preserved and emulated in new development.
Scaleybark Transit Station Area Plan
ENVIRONMENT
Uptown
South End
New Bern
Scaleybark
Volume 2:
Implementation
Plan
Woodlawn
Tyvola
Archdale
Arrowood
Sharon Road West
I-485/South Boulevard
Scaleybark Transit Station Area Plan
31
32
Scaleybark Transit Station Area Plan
Map 6: Corrective Rezonings
I-7
Rezone to TOD-M
Rezone to R-8
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Produced by the Charlotte-Mecklenburg Planning Department.
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Date: March 12, 2008
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
33
Implementation Plan
The recommendations of the Scaleybark Transit Station
Area Plan will be implemented in a number of ways.
First and foremost, all of the recommendations in
the plan, once adopted, are City policy. As such, the
recommendations will guide future decision-making
in the study area, such as requests for rezoning and
updates to the Zoning and Subdivision Ordinances.
This Implementation Plan outlines the strategies to
help implement the land use, community design,
transportation, and other development-oriented recommendations contained in the adopted Concept
Plan. Implementation Strategies are listed on the
following pages. The number of each action corresponds to the number for the recommendation in the
Concept Plan. The responsible agency and possible
time frame also are included.
These Implementation Strategies will not be approved
by elected officials as part of the Concept Plan adoption. The strategies that require City Council approval
will be brought forward on a case by case basis after
the Concept Plan has been adopted and the public
has had an opportunity to give input.
Because this Implementation Plan is not adopted by
elected officials, the public sector sponsored items
listed on the following pages are ideas for implementation, 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 infrastructure improvements. In addition, the CharlotteMecklenburg Planning Department in consultation
with other City and County departments is responsible for initiating and guiding the corrective rezoning process and monitoring and reviewing rezonings
proposed for the plan area to ensure that future development meets the required standards and reflects the
intent of the adopted policy.
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
Private Sector Responsibilities
The private sector will be responsible for developing
and redeveloping properties within the plan area consistent with the vision, policies, and recommendations included in the Concept Plan. Ensuring that the
infrastructure required in conjunction with development is provided will be part of these development
responsibilities.
Corrective Rezonings
The Planning Department will initiate corrective
rezonings to implement the land use vision and recommendations adopted as part of the Concept Plan.
The proposed rezonings are shown on Map 6. The
rezoning process will occur after the adoption of the
Concept Plan.
The proposed rezonings to TOD-M may be initiated
in one or more groups, or may be proposed on a caseby-case basis in order to insure that new streets and
other recommendations of this plan are provided by
new development.
34
Implementation Strategies
The number of each action corresponds to the number
for the recommendation in the Concept Plan.
Action Item
Type
Lead
Agency
Priority
Land Use and Community Design
1a
Rezone area recommended for transit oriented development
to TOD-M per Map A6.
Zoning
Planning
Short
(0-5 yr)
1b
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
2
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
3
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
4
Create urban plazas or park on both sides of South Blvd. at
the entrance to the Scaleybark Transit Station.
Park
Park & Rec
Short
(0-5 yr)
5a
Rezone area recommended for transit oriented development
to TOD-R per Map A6.
Zoning
Planning
Short
(0-5 yr)
5b
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
6
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
7
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
8
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
9
Update Centers, Corridors & Wedges Boundaries.
Planning
Planning
Short
(0-5 yr)
10
New street connections - Provide new street connections
needed to create typical block lengths of 400 feet desired,
or 600 feet maximum, as shown on Map 3. Specifically,
extend streets as noted in the plan.
Transp.
CDOT
as devel
occurs
11
Consider new grade crossings of the rail corridor at
extension of Scaleybark Road plus Yancey Road.
Street
Rail"
CDOT
CATS
as devel
occurs
12
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
35
Action Item
Type
Lead
Agency
Priority
13
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
14
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
15
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
16
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
17a
Rezone the properties adjacent to single family
neighborhoods along S. Tryon Street between Bowman
Rd. and Orchard Circle, to R-12 MF per Map 6.
Zoning
Planning
Short
(0-5 yr)
17b
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
18a
Rezone the properties along Orchard Circle to R-8 per
Map 6.
Zoning
Planning
Short
(0-5 yr)
18b
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
19a
Rezone the properties behind Orchard Circle and Sarah
Drive to R-8 per Map 6.
Zoning
Planning
Short
(0-5 yr)
19b
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
20
Provide new street connections in the General Corridor
Area.
Transp.
CDOT
as devel
occurs
21
Maintain the single family portion of the Colonial Village
and Collingwood neighborhoods
Planning
Planning
as devel
occurs
22
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
23
Use land use recommendations to guide and evaluate
development proposals.
Zoning
Planning
as devel
occurs
24
Maintain and enhance the existing street network for the
Wedge neighborhoods.
Transp.
CDOT
as devel
occurs
Transp.
CDOT
as devel
occurs
Transportation / Street Design
25
see #10.
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
36
Action Item
Type
Lead
Agency
Priority
26
see #11.
Transp.
CDOT
as devel
occurs
27
Realign Old Pineville Rd. with Dewitt Lane (see #10).
Transp.
CDOT
as devel
occurs
28
Realign Hartford Avenue with Clanton Rd. (see #10).
Transp.
CDOT
Medium
(5-10 yr)
29
Increase connectivity in the Colonial Village
neighborhood (see #10).
Transp.
CDOT
Medium
(5-10 yr)
30
Consider the addition of roundabouts at the intersections
of Dewitt Lane and Freeland Lane, and at Weona Avenue
and Freeland Lane in lieu of four-way stops or signalized
intersection (see #10).
Transp.
CDOT
as devel
occurs
31
see #20 and 25
Transp.
CDOT
as devel
occurs
32
Eliminate gaps in the sidewalk system within the core of
the plan area.
Transp.
CDOT
Medium
(5-10 yr)
33
Eliminate gaps in the sidewalk system leading from the
residential areas to the Transit Station.
Transp.
CDOT
Medium
(5-10 yr)
34
Widen sidewalks along primary station area streets.
Transp.
CDOT
Medium
(5-10 yr)
35
Improve the sidewalk network in the General Corridor
Area.
Transp.
CDOT
Medium
(5-10 yr)
36
Enhance pedestrian and bicycle crossings across South
Blvd., South Tryon Street, and Clanton Rd.
Transp.
CDOT
Medium
(5-10 yr)
37
Pursue enhanced pedestrian crossing of South Blvd.
supportive of development.
Transp.
CDOT
Medium
(5-10 yr)
38
see #24.
Transp.
CDOT
as devel
occurs
39
Add a designated bicycle lane to Hartford Avenue.
Transp.
CDOT
Medium
(5-10 yr)
40
Site new developments to allow future addition of bicycle
lanes on Avenues.
Transp.
CDOT
Medium
(5-10 yr)
41
Include bicycle lanes on street extensions of Dewitt Lane
to Old Pineville Rd. and Yancey Rd. to Weona Avenue.
Zoning
Planning /
E&PM
Short
(0-5 yr);
as devel
occurs
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
37
Action Item
Type
Lead
Agency
Priority
42
Replace the current Old Pineville Rd. crossing with a
crossing at Yancey Rd.
Transp.
CDOT
Medium
(5-10 yr)
43
Extend Scaleybark road over to an extension of DeWitt
Lane or to Freeland Lane via a new LYNX crossing.
Transp.
CDOT
Medium
(5-10 yr)
44
Construct the multi-use trail running parallel to the LRT
line.
Zoning
Planning /
CATS /
CDOT
as devel
occurs
45
Fill critical gaps in the multi-use trail where development
is not occurring to facilitate travel to the Transit Stations.
Transp.
CDOT
as devel
occurs
46
Install pedestrian scale lighting.
Transp.
CDOT
Medium
(5-10 yr)
Infrastructure and Public Facilities
47
Relocate the Scaleybark Branch Library into a new transit
oriented development at the Scaleybark Station.
Civic
PLCMC
Medium
(5-10 yr)
48
Study the possibility for transit connectivity between the
schools and LRT.
Transp.
CDOT /
CMS /
CATS
Medium
(5-10 yr)
49
Conduct and infrastructure study to evaluate the adequacy
of infrastructure.
Utilities
E&PM /
CMU
Medium
(5-10 yr)
50
Encourage the burying of utilities.
Utilities
Planning
as devel
occurs
51
Encourage urban open spaces in the Transit Station Area.
Park
Planning /
Park & Rec
Medium
(5-10 yr)
Environment
52
Make streets a feature of all streets.
Zoning/
Tree Ord.
Planning /
E&PM
as devel
occurs
53
Design site plans for new buildings and renovations in
station area to improve water quality for stormwater runoff.
Stormwate
E&PM
as devel
occurs
54
Protect or enhance watersheds when possible.
Stormwater
E&PMa
as devel
occurs
55
Assist property owners with remediation of sites known or
perceived to have contaminated soil.
Brownfield
Econ. Dev.
as devel
occurs
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
38
Scaleybark Transit Station Area Plan
IMPLEMENTATION PLAN
Uptown
South End
New Bern
Scaleybark
Appendix:
Woodlawn
Tyvola
Archdale
Arrowood
Sharon Road West
I-485/South Boulevard
Scaleybark Transit Station Area Plan
39
41
Existing Conditions
This chapter examines existing demographic, environmental, land use, design, transportation, and
infrastructure conditions and trends in the Scaleybark
study area. It provides a framework for understanding the opportunities and constraints identified in the
Concept Plan.
Demographics
According to the 2000 U.S. Census, the Scaleybark
study area is home to approximately 2,400 residents.
While the largest group of residents is white (43%),
it is a smaller percentage than in the City as a whole.
The percentage of Hispanic residents (33%) is considerably greater than the City as a whole.
Ages of the residents in the study area are fairly
diverse. Twenty-three percent (23%) of the Scaleybark
residents are below the age of 18, while ten percent
(10%) are over the age of 65. The remaining 67% are
working age adults.
Approximately fifty percent (50%) of residents in the
study area have a household income under $35,000,
compared to the median income of $47,000 for
households in Charlotte overall. The highest level of
educational attainment is quite diverse, as seen on
the accompanying diagram. Differences in educational levels may contribute to the diverse industries
in which residents work. About twenty-five percent
(25%) of residents work in the sales/office industry
while another twenty-three percent (23%) have occupations in the management/professional industry.
Although residents work within a diversity of industries, the mode of transportation to work among residents is very similar. 90% of the travel to work by
car, truck or van, 7% use public transportation and
the other 3% is split between bicyclists, motorcyclists
and individuals that work at home. The average travel
time to work is 21 minutes.
Issues/Opportunities
As the area continues to grow, the diverse population provides an opportunity for this area to become a unique
place for people to live and work.
In addition, the LYNX Blue Line can provide an alternative mode of transportation for residents within the
area.
58%
43%
29%
33%
33%
19%
6% 4%
1% 0%
White
7%
5%
Black American Asian/
Indian Pacific
Islander
Other
Hispanic
Origin
City of Charlotte
Scaleybark Transit Station Area
Source: 2000 U.S. Census Block Data
Note: People of Hispanic origin are also included in the racial breakdowns.
Population Charactertistics for Scaleybark and Charlotte
Professional
Doctorate
Associate
2%
3%
0%
Master
4%
Bachelor
Less than
9th grade
16%
10%
Grade 9-12
Some College
20%
21%
HS Graduate
24%
Source: 2000 U.S. Census Block Group Data
Educational Level for Scaleybark Station Area Plan
Production/
Transportation/
Material Moving
16%
Management/
Professional
23%
Construction/
Maintenance
19%
Service
17%
Sales/Office
25%
Source: 2000 U.S. Census Block Group Data
Employment Industry for Scaleybark Station Area Plan
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
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Tree Canopy (2002 Data)
T
Scaleybark Transit Station
and Line
Environment
Natural Features
The Scaleybark station area, like most stations areas
along the South Corridor, sits upon a natural northsouth ridge. Consequently, it does not have many
sensitive natural features. Tributaries of Irwin Creek
flow to the east and west of the ridge leaving the land
around the station well drained and without wetlands
or floodplains. Topography is relatively gentle with a
few steep slopes along the edge of the creeks and along
I-77.
The tree canopy in existing neighborhoods is an amenity to
be preserved and emulated in new development.
Tree Cover
The tree canopy is the most plentiful natural feature
in the Scaleybark plan area. Trees shade approximately
thirty percent (30%) of the study area, primarily in
the residential neighborhoods.
Issues/Opportunities
Currently, the core of the study area has few trees and
minimal landscaping. As the study area redevelops, there
will be a significant opportunity to improve the quality
of the environment by planting additional trees and
landscaping.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
43
Land Use and Design
Existing Land Use and Design
The existing land use pattern within the Scaleybark
station area is reflective of its historical relationship
with the Norfolk-Southern Railroad corridor. The
area was originally designed to support industrial uses.
Over time, the core of the area has developed with a
mixture of commercial and office uses, with residential uses bordering each side of the station area.
Industrial
Most of the industrial buildings in this station area are
single story structures located near the rail line. These
include buildings in the 45,000-square-foot range, as
well as buildings as small as 7,000 square feet buildings on smaller sites. Since the 1950s and 60s, some
industrial uses have transitioned to more commercial
uses. There remains a concentration of industrial uses
in the southern portion of the study area.
Commercial
Commercial uses within the station area are predominantly single-story, auto-oriented strip retail developments. The Crosland Center Shopping Center was the
largest strip center in the station area. A number of
years ago, the center was converted to office, but now
has redevelopment potential due to recent vacancy of
the current office space.
Existing industrial buildings in the station area are
single story industrial park type properties.
Existing commercial development tends to be auto
oriented, suburban type design.
Residential
Most single-family housing in the area was built in the
1950s and 1960s, and is generally single story ranch
and split level housing. Multi-family development
is somewhat scattered in the eastern portion of the
station area. Hollis Road, Sloan Street, and Weston
Street contain multi-family land uses that are generally townhouses or duplexes.
Civic
A branch library sits at the corner of the South
Boulevard and Scaleybark Road intersection in the
Crosland Center Shopping Center. Churches and an
elementary school also are located in the plan area.
The predominant housing type in the Scaleybark area
is suburban ranch style on relatively large lots.
Typical institutional uses include churches, an elementary school and a public library.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
44
Scaleybark Existing Land Use
Existing Land Use
Single Family - Detached
Single Family - Attached
uth
Bv
Multi-Family
So
Retail
Office
Warehouse/Distribution
Cla
Industrial
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Transportation
Mixed Use
Scaleybark Transit Station
and Line
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500
1,000
feet
Issues/Opportunities
Industrial/warehouse land uses are not the ideal land
uses at the core of transit station areas unless they have a
large concentration of employees.
There is an opportunity to maintain the diversity and
affordability of the mixture of housing types within the
Scaleybark station area.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
45
Scaleybark Adopted Land Use - Central District Plan (1993)
Adopted Land Use
Single Family <= 4 DUA
Bv
Single Family <= 5 DUA
uth
Single Family <= 8 DUA
So
Multi-Family
Institutional
Office
Cla
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Warehouse/Distribution
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Transit Supportive
Development - Mixed
T
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Scaleybark Transit Station
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Date: February 26, 2008
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Adopted Future Land Use
The Central District Plan (1993) was the most recently
completed land use plan for the study area. It has been
updated incrementally by Council-approved rezonings. The plan covers Charlotte’s central city, a large
area bounded by Routes 4 and I-85 and encompassing nearly a third of the city’s population.
For the Scaleybark station area, the Central District
Plan recommends protecting existing neighborhoods.
It encourages redevelopment east of South Boulevard
to retail and business uses, while the west side of
South Boulevard should support industrial/business/
office park type uses. Properties along South Tryon
should prevent any major intensification of industrial
uses, as well as promote compatible commercial uses
adjacent to residential.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
N
W
E
S
0
500
1,000
feet
Upon adoption, the Scaleybark Station Area Plan will
become the governing land use policy document for
properties within the plan boundaries. The updated
future land uses are presented in the Land Use
Recommendations section of this document.
Issues/Opportunties
An update to the currently adopted land use plans provides an opportunity to promote higher intensity and
pedestrian oriented development to complement the
LYNX Blue Line.
46
Scaleybark Existing Zoning
Zoning
Category
Single Family
182.7
Multi-Family
74.3
Office
1.8
71.4
Business
Business - Distribution 46.4
Industrial - Light
42.8
Industrial - Heavy
149.4
53.7
Transit-Oriented
622.5
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Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
47
Existing Zoning
The accompanying map shows existing zoning for the
properties within the Scaleybark Station Area. Much
of the zoning reflects the existing development pattern
in the station area, with industrial and retail zoning
along South Boulevard and South Tryon Street, and
residential zoning at the edge of the plan area.
Issues/Opportunities
The development built under the existing industrial and
business zoning typically will not meet the intensity, use,
and community design guidelines for transit oriented
development.
Recent rezonings to TOD-M are consistent with transit
oriented development desired around a rapid transit
station.
Residential and industrial uses adjoin in a number of places
throughout the study area.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
The study area is home to some attractive business/industrial
uses such as the Piedmont Natural Gas Operations Center.
So
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Bv
48
Cla
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I-77
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Sedgefield
Neighborhood
York Road
Neighborhood
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Issues and Opportunities
Single family neighborhoods border the eastern and
western edge of the station area and provide stability
in an area that will potentially experience more intense
development along the rail corridor.
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Colonial Village
Neighborhood
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Neighborhoods
The Charlotte Mecklenburg Quality of Life Study
identifies three neighborhoods in the Scaleybark
station area: Colonial Village, York Road and
Collingwood. The study considers social well being,
physical characteristics, crime, and economic vitality.
Household characteristics such as median income,
average house value and percentage of homeownership are illustrated in the table below.
Collingwood
Neighborhood
Land Use Accessibility Index
The residents in this area are well served by the
mixture of land uses. Scaleybark’s land use accessibility scores higher than residents throughout the City
of Charlotte. For example, 47% of Scaleybark residents are within a ¼ mile of a school, whereas only
12% of residents throughout the City are that close
to a school.
1,000
feet
Median Household Income
$55,999
Issues/Opportunities
Potential development around the station area provides
an opportunity to further enhance the mixture of land
uses that are easily accessible to Scaleybark residents.
$37,400
$18,092
$46,082
Average House Value
$146,171
$119,995
$56,094
$192,844
Percent Homeowners
59%
85%
83%
51%
47%
33%
27%
12%
55%
Within 1/4
mile of
55%
Colonial Village
Collingwood
61%
Shopping
York Road
Charlotte
Source: 2006 Charlotte
Neighborhood Quality
of Life Study
Within 1/4
mile of
Schools
Scaleybark Population
16%
Within 1/4
mile of
Parks
Within 1/4 mile
of a local bus
Transit Route
Charlotte Population
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
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49
feet
1/2 Mile
Walk Distance
T
Scaleybark
Transit Station
and Line
¼ and ½ Mile Walk Distance
The Scaleybark Station has an extensive amount of
land within a ½ mile walk (typically 10 minutes)
based on the current street network. The current walk
distance extends throughout the non-residential core
of the station area and into the surrounding neighborhoods.
Issues/Opportunities
Although there is an extensive area within ½ mile walk
distance of the transit station, there is an opportunity to
expand the area and to shorten trips to the Scaleybark
station by adding street network and connections.
Vacant or
Underdeveloped
Building Permits
2004-07
T
Scaleybark
Transit Station
and Line
Development Activity/Potential Opportunities
There were only three commercial building permits
granted in the study area between 2004 and 2006.
One of these was for building demolition. However,
there have been a number of rezoning requests
approved since 2004. Rezoning requests are typically
a precursor to development. Five rezoning requests
were for the Transit Oriented Development-Mixed
district to allow for transit supportive development.
There are 30.03 acres of vacant land in the study area
and 55.99 acres of underdeveloped land. There are a
number of vacant and underutilized properties in the
study area that are appropriate for redevelopment.
Priority redevelopment parcels are located on or near
South Boulevard. Recent rezonings to TOD-M will
support such development.
Issues/Opportunities
The large amount of vacant and underutilized land, as
well as recent TOD rezonings, indicate strong redevelopment opportunities in the Scaleybark station area.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
50
Scaleybark Large Parcel Ownership
Ownership
So
uth
Bv
Non-Profit
Public
Private
Cla
nR
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T
ST
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I-77
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than ma
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Large Parcel Ownership
While much of the study area consists of small parcels
in individual ownership, there are larger concentrations in consolidated ownership. The above map
shows such larger holdings as indicated by tax records,
whether consisting of a single parcel or of a number of
smaller adjacent parcels. The larger holdings include
some public and non-profit owners with specific purposes, such as Charlotte-Mecklenburg Schools is an
institutional land owner in the area. However, as
indicated on the map, there is a considerable amount
of property in larger blocks along the corridor that is
is privately owned.
South Bv
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Date: February 19, 2008
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GIS
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Ya
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W
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S
0
500
1,000
feet
Issues/Opportunities
The large parcels within the study area have the potential
of accommodating higher density transit oriented development uses with less assemblage than would be necessary
with smaller holdings.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
Market Research and Development Projections
In early 2003, Robert Charles Lesser & Company
completed a market study of the future South
Corridor light rail station areas entitled “Station Area
Allocations for New Office Retail and Multi-family
Development along the South LRT Line 2000-2025.”
The study found that “Scaleybark is poised for redevelopment as a residentially-oriented mixed-use area,
either as an extension of South End revitalization or
as its own unique housing core.”
station. Together, these property owners control 36
acres.
1. The splitting of South Boulevard should
enhance development opportunities for
several larger properties located on the
western side of the rail line.
Historic Resources
The South Corridor Light Rail Environmental Impact
Statement identified one structure within the study
area qualified for historic designation, and no areas
potentially eligible for historic district designation.
Issues/Opportunities
The Scaleybark station area has the potential to benefit
from increased property values and development momentum from TOD development occurring in the New Bern
station area and in South End.
The master planning effort involving four development
teams at the core of the study area provides a unique
The study cited the following factors as catalysts for opportunity for a significant and coordinated transit
transit-supportive development in the Scaleybark village at this station.
Station area:
2. Office users will be attracted to the
Scaleybark station area by an urban mixeduse environment with loft or village-type
space, including office space above retail
or first floor offices below residential.
However, the report does suggest that, because of relatively indirect interstate access and limited east-west
access, the opportunity for wide-serving retail and
office use is limited. Retail development is projected
to accommodate 50,000 square feet by 2025, while
residential development has more significant opportunity in the station area.
In the latter part of 2007, four development teams
have partnered with the City to develop a master plan
for transit oriented development surrounding the
The Scaleybark area has a substantial stock of older warehouse and industrial properties where redevelopment might
occur.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
The South 21 Drive In Restaurant, built in 1955, is
on the east side of South Boulevard near Whitton
Street. It is representative of the types of automobileoriented, family restaurants that had become popular
across the nation by the 1950’s. Attached to the front
of the building is a long, flat canopy supported by
metal poles that shelters parking spaces. At the street
is the original sign with its characteristic modern
design. Although built in great numbers after World
War II, drive-ins have become rare. This is a wellpreserved example, and is particularly notable for its
original signage.
The South 21 Drive In is identified as eligible for historic
designation.
51
So
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10,200
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7,400
South Bv
17,300
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Route choices are measured by the number of lanemiles of streets, number of intersections (nodes),
number of blocks (links), and the connectivity index.
A lane-mile is one mile of a single roadway lane.
The more lane-miles of streets there are, the greater
the overall traffic carrying capacity. The connectivity
index quantifies how well a roadway network connects
destinations and is calculated by dividing the number
of roadway links by the number of roadway nodes.
A connectivity index of 1.45 or more is desirable for
transit station areas.
Cla
Old P
inev
ille
Rd
The Street Network
The number of route choices available to pedestrians,
bicyclists and motorists describes the adequacy of an
area’s street network. A dense, well-connected network
offers greater choices of routes and more direct routes
to destinations than does a less connected network,
and therefore provides greater overall system capacity.
Bv
Transportation
I-77
52
1,000
feet
Traffic Counts: Average daily volume
Scaleybark Station Area
Year of Count
Area size (square miles)
1.0
Miles of streets:
13.8
2003
Lane-mile of streets:
33
2004
Connectivity Index:
1.27
Issues/Opportunities:
There is a noticeable lack of street connectivity from the
neighborhoods out to South Boulevard and to South
Tryon Street. There is also a lack of connectivity in the
Station Area, generally between South Boulevard and
South Tryon Street. As commercial properties redevelop
along these two thoroughfares, there will be opportunities
to provide a more robust street network that better links
people and places. This improved street network includes
not only streets that connect to South Boulevard and
South Tryon Street, but also streets that parallel them.
By extending Dewitt Lane northward to Clanton Road,
the City has started the framework for a new network of
streets between South Boulevard and South Tryon Street
that can be extended further by new development.
2002
2006
Speed Limits
25
30
35
45
55
T
Scaleybark
Transit Station
and Line
With redevelopment opportunities south of Freeland
Lane, Dewitt Lane can be extended southward to connect
with Old Pineville Road, thus providing a significant
new travel alternative to South Boulevard.
Clanton Road is the only true east-west thoroughfare in
the Scaleybark study area. As this area grows and redevelops with time, the lack of another such route will be
noticed by increased levels of traffic congestion on South
Boulevard, South Tryon Street and Clanton 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.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
Bv
So
uth
Cla
nto
nR
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Collectors: Old Pineville Road, Yancey Road, and
Freeland Road are collector streets, carrying traffic
between the thoroughfares and local streets at moderate volumes and speeds and providing access to adjacent land uses.
I-77
ST
ryo
nS
t
Local Streets: The remaining roadways are local streets
that carry low traffic volumes, have slow operating
speeds and provide access to individual properties. T
Sc
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500
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Additional Facilities
Interstate 77 (I-77) runs north-south, as a cross-country, interstate highway between Columbia, South
Carolina, and Cleveland, Ohio. Within Charlotte,
I-77 travels between the South Carolina state line and
the Lake Norman area. Unlike I-85, the only other
cross-country interstate highway traversing Charlotte,
I-77 more directly serves downtown, functioning as a
radial expressway for South and Southwest Charlotte.
Within the Scaleybark area, I-77 serves as the western
study boundary and has a full-access interchange at
Clanton Road.
1,000
feet
Freeway Ramp
Major Thoroughfare
Local Street
Freeway
Major Collector
Minor Thoroughfare
Not Classified
T
Scaleybark Transit
Station and Line
Existing Thoroughfares
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 developed 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
Scaleybark station area are as follows:
Issues/Opportunities:
Old Pineville Road is classified as a major collector.
However, it functions more like a thoroughfare. There is
opportunity to realign Old Pineville Road with an extension of Dewitt Lane. Such realignment opportunity also
can help alleviate travel on South Boulevard, especially
between Clanton and Scaleybark Roads.
Thoroughfares: South Boulevard, South Tryon Street
and Clanton Road are major thoroughfares serving
the Scaleybark 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.
Scaleybark Road is a minor thoroughfare that collects
traffic from the local collector streets and carries it to
the major thoroughfares. Minor thoroughfares are
designed to carry moderate traffic volumes at moderate speeds and provide access to residential, commercial and institutional land uses.
South Tryon Street is classified as a Major Thoroughfare. It
is lacking in amenities for users other than automobiles.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
53
54
Street Classifications
Streetscape and Typical Sections
South Boulevard is generally four travel lanes wide with turn lanes added at
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. A two track light rail line runs in a 70’ to 80’ wide
median in the middle of South Boulevard between Scaleybark and Clanton
Roads.
South Tryon Street is generally four travel lanes wide with turn lanes added
at 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. There is a narrow concrete median located in the middle
of Tryon Street that restricts left turn access onto and off of Tryon Street, except
at intersections.
Clanton Road is three travel lanes wide (with bike lanes) from South Boulevard
to Tryclan Street. From Tryclan Street to South Tryon Street, Clanton Road
widens to five travel lanes (and no bike lanes). There are intermittent sidewalks
along Clanton Road, sometimes located directly behind the curb and gutter
and sometimes behind a planting strip.
Scaleybark Road consists of two wide travel lanes, bike lanes and sidewalks.
Planting strips are provided between the sidewalks and street curb. Street lighting is provided on utility poles.
Old Pineville Road is two travel lanes wide, with bike lanes and sidewalk (on
the west side). Planting strips are provided between the sidewalk and the street
curb for much of its length. Street lighting is provided on utility poles.
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 sidewalks and typically no planting strip.
Residential streets are narrower (approximately 24 feet wide) with no sidewalks, except for those streets where the South Corridor Infrastructure Program
built sidewalk and planting strips.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
Bv
So
uth
Cla
nto
nR
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. While new streets will be built to provide the
desired features, deficiencies on existing streets can be
addressed when adjacent properties redevelop.
I-77
ST
ryo
nS
t
d
T
South Bv
ar
k
Rd
500
b
ey
0
al
E
S
Sc
N
W
Old P
inev
ille
Rd
y
ce
Clanton Road is the only east-west Avenue in the
Scaleybark study area west of South Boulevard. Freeland
Lane and Yancey Road offer possibilities for additional
east-west Avenues.
Rd
n
Ya
1,000
feet
Avenue
Locals: The majority of roadways are local residential
and local commercial streets that provide direct access
to residential and commercial properties. These streets
are intended to safely accommodate pedestrians and
bicyclists by providing sidewalks, planting strips with
trees and low speed limits.
T
Not Classified
Scaleybark Transit Station
and Line
At Clanton Road, South Tryon Street changes from a
parallel thoroughfare to South Boulevard to more of a
radial arterial with Interstate highway connections.
Given this change in character and function, The part of
South Tryon Street south of Clanton Road may be better
classified as a Boulevard.
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 following categories:
Avenues: Within the context of the street design guidelines, South Boulevard, South Tryon Street, Clanton
Road, Scaleybark 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 function for motorists, but are
expected to provide a high level of comfort, safety and
convenience to pedestrians 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.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
South Boulevard is classified as an Avenue. It is in need of a
number of improvements, such as planting strips with street
trees and wider sidewalks.
55
56
Scaleybark Pedestrian & Bike Facilities
Fa
ir
n
iffi
th
u
Yo
St
Gr
Fo
s
t
Ma
yS
ter
Multi-Use Trail
loo
gb
Av
ter
th
St
Gr
hu
Dr
er
rr i
ng
t
rs
Ba
m
El
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d
lto
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n
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Ct
Be
Blai
Wy
Rd
nto
th
sh
ar
Pa
rk
Cla
iffi
M
Scaleybark Transit Station
al
tex
iffi
Trade
Existing Bike Lane
Ide
Po
in
So
uth
Bv
Ha
ve
rfo
rd
Pl
Oa
kc
res
tP
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Gr
Complete Sidewalk
St
Try
c
Bv
Or
uth
Ty
s
on
St
y
wa
on
Cr
v
rd A
r tfo
es
sle
yR
Ve
rb
Ha
aS
t
..
...
Bicycle System: Prior to SCIP, there were no designated facilities for bicyclists in the Scaleybark study
area. Using SCIP funds, a signed on-street bicycle
route with bike lanes (1.2 miles in length) has been
added to Clanton Road, DeWitt Lane and Freeland
Lane.
Multi-Use Trail: A key north-south pedestrian and
bicycle connection has been constructed by SCIP
adjacent to the light rail line. Because of space constraints, the trail is discontinued between Clanton
Road and Freeland Lane. In this section, pedestrians
may use the sidewalk adjacent to South Boulevard
and bicyclists are encouraged to use a signed on-street
route (with bike lanes) consisting of Clanton Road,
Dewitt Lane, and Freeland Lane.
E
d
ps
Briarbend
R
than ma
W
k
ore
N
ar
.m
Date: May 3, 2007
b
ey
..
Charlotte
al
GIS
Sc
South Bv
en
d
Na
Cr tions
os
sin
gR
d
Old P
inevil
le Rd
Pr
Av
C
ch
ard
Av
Rd
an
en
Ell
ma
d
llis
T
Ca
r tf
or
Ho
Slo
wo
o
d
rew
ar t
Stu
E
Ha
So
ire
itt Ln
sh
And
Dr
Dew
Yo
rk
S
Bv
Try
o
nS
t
lan
..
Existing Pedestrian &
Bicycle Facilities
Pedestrian System:
Of the nearly 14 miles of
streets in the Scaleybark
station area, 22% have
sidewalks on both sides
of the street, 42% have
sidewalk on one side and
36% have no sidewalk.
These figures include
sidewalks recently built
by the South Corridor
Infrastructure Program
(SCIP) along several key
local streets that connect
to South Boulevard and
South Tryon Street, as
well as sidewalk built
as part of the extension and connection of
Dewitt Lane to Clanton
Road.
dS
dA
v
Partial Sidewalk
T
t
wo
o
Pedestrian & Bike
Facilities
Dr
S
0
500
1,000
feet
Issues/Opportunities:
More east-west streets that connect to South Boulevard
and South Tryon Street are needed to provide better
pedestrian and bicycle mobility in the study area. The
current large block sizes along the thoroughfares discourage these alternative forms of travel, especially pedestrian
travel.
Better north-south pedestrian and bicycle routes are
needed parallel to South Boulevard and South Tryon
Street. The planned extension of Old Pineville Road to
connect with Clanton Road (using Dewitt Lane) will
provide one such route. The opportunity to build these
routes will come as commercial properties redevelop along
South Boulevard and South Tryon Street.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
57
So
uth
Bv
Level Of Service
Level of Service (LOS) measures the quality of service
provided by a transportation facility to its users. The
City of Charlotte evaluates level of service for pedestrians, bicyclists and motorists and uses the results to
help balance their competing needs when planning
and designing streets. Levels of service range from
A through F, with desirable levels of service based
on the street typologies of the Urban Street Design
Guidelines. Transit station areas are intended to be
highly accessible for pedestrians and cyclists, and
therefore should have good pedestrian and bicycle
level of service (A to B). Lower levels of service for
motorists are acceptable if necessary to achieve the
desired pedestrian and bicyclist levels of service.
Cla
nto
t
nS
ST
ryo
I-77
3
500
South Bv
Rd
0
Old P
inev
ille
Rd
E
S
k
Excellent
Very Good
Good
Fair
Poor
Failure
r
ba
ey
al
W
Sc
2
3
4
2
d
yR
ce
N
1
1
4
LOS Rating Scale
Signalized Intersection
d
T
n
Ya
A
B
C
D
E
F
nR
1,000
feet
T
Existing signalized intersection
Level of Service (LOS)
Pedestrian Bike
Scaleybark
Transit Station
and Line
Vehicular
Volume to Capacity Ratio
AM Peak
Volume to Capacity
Ration PM Peak
S Tryon St & Clanton Rd
C
E+
.57
C
.84
D
South Bv & Clanton Rd
B
C
.44
B
.69
C
South Bv & Whitton St
B+
D
.43
B
.55
B
South Bv & Scaleybark Rd
C
E
.50
B
.73
C
Pedestrian and bicyclist level of service is rated according to the level of comfort and safety offered by the
design features at signalized intersections, while motorist level of service is based on motorist delays. Motorist
quality of service is also measured by the volume to
capacity ratio (v/c), which describes an intersection’s
ability to process traffic within peak time periods.
Values greater than .95 suggest an intersection is near
its capacity during this time period and that motorists
may experience substantial congestion.
and bicycle accommodations are improved, thanks
to work done by the light rail project and SCIP.
Although improved, pedestrian and bicycle crossing
enhancements are still desirable, especially for cyclists.
While motorists experience stops and delays resulting
from operation of the LYNX Blue Line, the overall
quality of traffic conditions is reasonably good today.
Traffic conditions are expected to worsen, however, as
station area land uses intensify and traffic volumes in
the South Boulevard/South Tryon corridor continue
to grow.
Existing signalized intersections within the station
area are mapped with the accompanying table listing Issues/Opportunities:
Levels of Service by intersection. Pedestrian facili- Pedestrian and bicycle levels of service need to be improved
ties at the major intersections are generally good for this to be an ideal location for transit oriented development.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
Bv
So
uth
Cla
nto
nR
16
d
59
ST
ryo
nS
t
30
T
41x
Sc
ale
y
d
yR
ce
N
W
E
S
0
500
36
ba
rk
R
59
South Bv
n
Ya
Old P
inev
ille
Rd
Issues/Opportunities:
While vehicle level of service and travel times are generally good in the Scaleybark area, expected growth and
intensified development in the future will likely result
in increased congestion on existing streets. Without a
more extensive street network, motorist will experience
longer delays and travel times as more people are forced to
travel on the few through streets that serve the area, such
as South Boulevard, South Tryon Street, and Clanton
Road. An improved street grid will aid motorists, pedestrians and bicyclists by providing more routes to travel
destinations.
82x
d
Existing Roadway Travel Times
Travel time is another indicator of the service quality
provided by transportation facilities and can be used
to describe the overall mobility of an area. Present
day traffic conditions in the Scaleybark station area
are reasonably good. South Boulevard and South
Tryon Street have adequate capacity, and motorists
do not typically experience excessive delays or stops
at major intersections. The recent reconstruction of
South Boulevard to accommodate light rail service
has improved traffic flow between Clanton Road
and Scaleybark Road by providing wider travel lanes
and a median that limits left turn access to just a few
locations. However, some of the traffic flow benefits
gained through this reconstruction are offset by rail
crossing delays. Pedestrian facilities at major intersections are generally good and bicycle accommodations
are improved, thanks in large part to the work done by
the light rail project and the infrastructure program.
I-77
58
1,000
feet
Route 16
Route 41x, 82x
Route 30
Route 59
Route 36
T
Scaleybark
Transit Station
and Line
Public Transportation
Charlotte Area Transit System (CATS) offers public
transportation service in and through the Scaleybark
area with a combination of light rail vehicles and
buses.
Light Rail Service:
The light rail line runs in the middle of South Boulevard
within the Scaleybark station area. Light rail patrons
are able to access the line at the Scaleybark station,
which is located near the intersection of Whitton
Street and South Boulevard. A park-and-ride facility
is sited west of the transit station on South Boulevard.
Light rail service was projected to carry 9,100 passengers per day at the end of the first year of service,
but after three months of service has been averaging
closer 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 stations. Currently, CATS provides bus service in the
Scaleybark area with several local bus routes, as shown
on the accompanying map. Routes 36 and 59 are new
routes.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
59
Infrastructure/Public Facilities
Marie G. Davis
Elementary School
Cla
nto
CATS
Maintenance
Facility
nR
d
ST
ryo
nS
t
Phillips
Industrial
Park
CATS
Park &
Ride
Sedgefield
Elementary
School
T
Issues/Opportunities
Both Schools are located beyond the ½ mile walking distance from the light rail station but could be accessible
by feeder bus.
Library
d
1,000
Rd
feet
South Bv
k
500
ar
0
b
ey
E
S
Collinswood
Elementary
School
al
N
W
Old P
inev
ille
Rd
R
ey
nc
Ya
Sc
Having two schools within an accessible range will help
make this area a housing choice for families with K-8
school children.
So
uth
77 Corporate
Business Park
I-77
Marie G. Davis School abuts the area to the north,
within the New Bern Station Area. Marie G. Davis is
undergoing extensive renovations and new construction. Eventually , it will house a Junior ROTC magnet
school with a grades 6-12 and about 800 students.
Bv
Education
Charlotte-Mecklenburg’s Collinswood Elementary
school falls within the study area. Collinswood is a
stable highly sought after magnet school.
Collins
Park
Public Libraries, Parks, Police and Fire
Public Libraries of Charlotte-Mecklenburg County
Storm Water Improvement
T Scaleybark
(PLCMC) currently has a small facility at the corner
Transit Station
Utilities - Water Main Improvement
of Scaleybark Road and South Boulevard. It does not
and Line
meet many current library standards. PLCMC plans
to relocate this facility, potentially into a new transit Water and Sewer and Storm Water Management
oriented development at the Scaleybark Station. A
Charlotte-Mecklenburg Utilities (CMU) has worked
16,500 square feet facility is proposed.
proactively to replace and install upgraded lines under
Park and Recreation has no facilities within the study the light rail line in anticipation of density increases.
area. Collins Park is located just outside of the plan Many of the upgrades have been financed by SCIP
(South Corridor Improvement Program).
area.
Police have no physical facility plans for the station
area but will oversee CATS Transit Police as well as
provide service through the Westover Division.
City Storm Water Services also has upgraded or intends
to upgrade storm water, not only in the station area,
but in adjacent neighborhoods. The projects have
been financed by several means, including SCIP and
the Neighborhood Improvement Programs.
Fire service for the area is provided through Fire
Station Number 12, based just off South Boulevard,
south of Woodlawn Road. No new facilities in the Issues/Opportunities
Increased density will increase demand on CMU services
area are projected.
as well as increase storm water run off.
Issues/Opportunities
Prior to full development of the area, the need for new fire Increased run-off may not be as noticeable here as it may
and police facilities should be evaluated. Existing facili- in other station areas due to the current volume of imperties just outside the area may be adequate, but should be vious surfaces. Many commercialized industrial sites in
the study area are mostly impervious. Redevelopment of
verified.
these could result in measures to address the quantity and
The Study Area lacks public open space and the opportu- quality of storm water runoff.
nity to develop small green spaces may be lost without a
With increased density, CMU will be able to serve a
clear goal and funding for such amenities.
larger number of customers per mile compared to a more
Redevelopment of the existing library can serve as a cata- suburban setting.
lyst for creating a pedestrian and transit oriented development.
Scaleybark Transit Station Area Plan
EXISTING CONDITIONS
CHARLOTTE-MECKLENBURG
PLANNING
www.charlotteplanning.org
TRANSPORTATION
600 East Fourth Street, Charlotte, NC 28202-2853
PH: 704-336-2205
FAX: 704-336-5123