south corridor station area plans
Uptown
South End
New Bern
Scaleybark
Woodlawn
Tyvola
Archdale
Woodlawn
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
Volume I: Concept Plan
Study Area Context
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 - Two Lane Undivided
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
iii
1
3
3
3
4
6
6
9
9
11
13
14
14
19
19
19
21
22
23
24
25
25
25
26
26
Volume 2: Implementation Plan
27
Public Sector Responsibilities
Private Sector Responsibilities
Corrective Rezonings
Implementation Strategies
29
29
29
30
Woodlawn Transit Station Area Plan
i
Appendix
33
Existing Conditions
35
Demographics
Environment
Land Use and Urban Design
Transportation
Infrastructure /Public Facilities
List of Maps
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
28
Woodlawn Transit Station Area Plan
ii
35
36
37
46
53
iii
Executive Summary
Purpose
Vision
The Woodlawn Transit Station is the tenth station The desired future for the study area is highlighted in
heading south from Center City along the South the following vision statement:
Corridor Light Rail Transit (LRT) line, also known
The Woodlawn study area will become one of a series
as the LYNX Blue Line.
of vibrant, high density transit villages along the
The Woodlawn Transit Station Area Plan is the third South Corridor. Within its boundaries, there will be
of a series of plans for areas around the stations south three distinct areas:
of South End. The Introduction to the South Corridor
• Transit Station Area: The core of the study
Station Area Plans lays the foundation for the station
area will transform into a pedestrian-oriented
area plans. This plan builds on that document. It
urban district. The area west of the light rail
analyzes current conditions in the area around the
line will have a strong office orientation while
station, detailed in the Appendix.
the area to the east will include a mix of moderate to high intensity office, residential, and
The Concept Plan makes recommendations to bring
neighborhood serving retail.
the right mix of development to complement the
transit investment, and to optimize the land use and
• General Corridor Area: The remainder
infrastructure within the wider surrounding area. The
of the Growth Corridor, located between
Concept Plan is the only section of this document to
I-77 and the neighborhoods to the east,
be adopted by City Council.
will include a range of uses appropriate for
a Growth Corridor. The existing retail and
industrial uses which characterize Woodlawn
Study Area
are expected to remain in the near term, but
will redevelop over time.
The plan examines the area within approximately
1/2 mile of the Woodlawn Transit Station. The
• Wedge Neighborhood Area: The residential
actual station is along Old Pineville Road south of
character of the existing Madison Park and
Woodlawn Road. However, the study area for the plan
Collingwood neighborhoods will be maincovers a much larger area, extending from I-77 to the
tained.
Collingwood and Madison Park neighborhoods, for
several blocks on either side of Woodlawn Road. It Land Use and Community Design
is mostly in a Growth Corridor, as envisioned by the
City’s Centers, Corridors and Wedges growth frame- The plan contains a number of recommendations
work, but also includes a portion of the adjoining related to Land Use and Community Design within
neighborhoods, in a Wedge.
each of the three areas noted in the vision statement,
The recommendations, shown on Map 3, include:
Opportunities & Constraints
Through examination of existing conditions in the
Woodlawn study area (see Appendix), opportunities
to build upon and constraints to overcome were identified. The Woodlawn study area has a strong existing
office market. It has good vehicular access from I-77,
and a park-and-ride facility to take advantage of that
access. The station is challenged by its Old Pineville
Road location with little visibility or connection from
South Boulevard. There is no residential use in the
station area. Existing warehouse and industrial uses
do not generate transit activity. The station area has a
relatively poor pedestrian environment, and a disconnected street network.
Woodlawn Transit Station Area Plan
EXECUTIVE SUMMARY
Transit Station Area
• Promote mix of transit supportive land uses
in Transit Station Area, generally within 1/2
mile of the station;
• Provide active, ground floor, non-residential
uses such as retail or office, at key locations.
• Support more intense development of CATS
Park-&-Ride lot.
• Create urban plazas near the Transit Station.
iv
General Corridor Area
Streetscape Cross-Sections
• Maintain locations for office, light industrial The standards in this section supplement require-
and warehouse uses at appropriate locations.
• Allow a mixture of retail, office, and residential uses at appropriate locations along South
Boulevard.
• Ensure that new development provides a good
transition to adjoining neighborhoods.
Wedge Neighborhood Area
ments in TOD zoning districts, as well as TS, PED,
UMUD, MUDD, NS, UR, and other urban zoning
districts that may be established. This section recommends future cross sections for streets, and identifies
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,
• Maintain the single family character of the future cross-sections have been determined for streets,
Collingwood and Madison Park neighbor- as well as the rail frontage, within the study area. Map
hoods consistent with existing zoning.
5 shows the location for each type. The following
• Recognize the opportunity for redevelopment street types are recommended for the plan area:
of the single family parcels fronting Woodlawn
• Avenue: 4-lane divided and 2-lane undivided
Road, under specific criteria.
• Office/Commercial Street- wide
Transportation and Streetscape
• Local Residential Street- wide
Transportation recommendations address proposed
• Rail Frontage/Multi-Use Trail
new streets and enhancements to existing streets to
make them more pedestrian and bicycle friendly. The Infrastructure and Environment
recommendations, shown on Map 4, include:
The core of the study area includes older built-out
• Provide new street connections at key loca- industrial area as well as some strip commercial.
tions. Maintain and enhance existing street Its infrastructure may require augmentation for
network as redevelopment occurs.
more intense new uses. The plan recommendations
• Realign streets in the area northwest of include:
Woodlawn Road and Nations Crossing
• Evaluate adequacy of infrastructure.
Road.
• Encourage burying of overhead utility lines.
• Eliminate sidewalk system gaps in Transit
Station Area, and in sidewalk connections to
• Encourage small urban open spaces in Transit
the residential areas.
Station Area.
• Improve sidewalk system along major thor• Make street trees a feature of all streets, and
oughfares, and in General Corridor Area.
reduce impervious surfaces.
• Enhance pedestrian and bicycle crossings at
• Design new buildings to reduce stormwater
key locations.
runoff and improve water quality; protect and
enhance watersheds.
• Extend bicycle lane on Woodlawn Road.
• Site new development to allow for future Implementation Plan
addition of bicycle lanes on thoroughfares.
• Consider replacement of existing private
driveway rail crossing off Old Pineville Road
with new street.
• Install Pedestrian Lighting in key locations.
The Implementation Plan recommends projects
to implement the policy recommendations of the
Concept Plan. Because the Implementation Plan is
not adopted by elected officials, it is a guide, not a
commitment. The Implementation Plan recommends
a number of sidewalk improvement and street connection projects, as well as corrective rezonings as
shown on Map 6.
Woodlawn Transit Station Area Plan
EXECUTIVE SUMMARY
Uptown
South End
New Bern
Scaleybark
Volume 1:
Concept Plan
Woodlawn
Tyvola
Archdale
Arrowood
Sharon Road West
I-485/South Boulevard
Woodlawn Transit Station Area Plan
1
2
Woodlawn Transit Station Area Plan
ST
Map 1: Study Area and South Corridor Boundaries
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Date: March 12, 2008
Woodlawn Transit Station Area Plan
3
Study Area Context
The Woodlawn Transit Station is the tenth station
heading south from Center City along the South
Corridor Light Rail Transit (LRT) line, also known
as the LYNX Blue Line. The Woodlawn Station
is located near the middle of the corridor, with the
Scaleybark Station to the north and the Tyvola Station
to the south.
tion to the Charlotte City Council. The City Council
will also hear citizen comments and make a final decision concerning adoption of the plan.
More detailed information on the background,
purpose and process for developing this, and other,
station area plans can be found in the companion
document, Introduction to the South Corridor Station
Area Plans.
This document is the third of a series of plans for
the station areas extending south from South End.
The plan is divided into the Concept Plan, the
Implementation Plan, and an Appendix containing a Plan Boundaries
thorough review of existing conditions. The Concept
Plan is the only section of the plan adopted by City The Woodlawn transit station is located on the South
Council. The Concept Plan:
Corridor light rail line on Old Pineville Road, south
of Woodlawn Road. Unlike the transit stations to the
• Defines the growth and development vision North, the Woodlawn station has more visibility to
for the area surrounding the Woodlawn LRT Old Pineville Road than to South Boulevard. The
station;
Woodlawn Station is classified as a Regional Station
on its location near the regional roadways of
• Makes recommendations for land use, trans- based
Woodlawn
Road and I-77. It is designed to serve an
portation, urban design, and other developarea
of
5
miles
or greater, with the assistance of bus
ment-related topics;
connections and the 382-space park and ride facility
• Updates the Centers, Corridors and Wedges located directly across Old Pineville from the station
boundaries for the plan area from those ini- platform.
tially outlined in the Transportation Action
Plan; and
This plan addresses the properties within approxi½ mile of the Woodlawn Transit Station. For
• Serves as the official streetscape plan for mately
contextual
purposes, the boundaries of the Woodlawn
the station area once the Concept Plan is
Transit
Station
Area Plan cover an area larger than the
adopted.
transit station area, defined as the properties recommended for TOD and located within a ¼ to ½ mile
Planning Process
walk of the station.
Initial planning for the Woodlawn 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. The staff team and consultants
developed plan recommendations based on citizen
input, the area context, and guidance from a number
of City Council adopted policies.
Prior to adoption of the plan, staff will hold additional public meetings with area residents and property owners to present the plan recommendations and
to receive feedback. The next step of the process will
be presentation to the Planning Committee of the
Charlotte-Mecklenburg Planning Commission who
will hear citizen comments and make a recommendaWoodlawn Transit Station Area Plan
STUDY AREA CONTEXT
The plan area is bisected by the light rail line. It is
bounded on the west by I-77, and also includes major
streets such as Woodlawn Road, Old Pineville Road,
and South Boulevard. 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 boundaries are shown on Map 1; they follow
existing zoning and block configurations.
The Transit Station Area is the primary focus of this
plan. This area will be the most influenced by - and have
the ability to influence - the success of the LRT line.
The plan also addresses portions of the Collingwood
and Madison Park neighborhoods which are to the
east of the Woodlawn Transit Station, as well as areas
within the South Growth Corridor that extends west
to I-77.
4
The Woodlawn Transit Station Platform.
Opportunities and Constraints
Review of the existing conditions reveals 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 opportunities, described below.
For a complete discussion of existing conditions, see
the Appendix of this document.
Opportunities
• Office Potential: A strong existing office
environment exists on Chastain Avenue with
the Woodlawn Green Office Park at over
250,000 square feet. There is the potential
to add more office development, as a part
of transit oriented development, within the
station area.
• Housing Diversity: Unlike many other stations, the Woodlawn area has little diversity in
its housing stock with only the single family
neighborhoods in the eastern portion of the
study area. The opportunity exists to maintain the existing stable neighborhoods while
increasing the diversity in housing stock by
adding some multi-family development at the
core of the station area.
The Woodlawn station area has a strong existing office market, although at low suburban densities.
• Stable Residential Neighborhoods:
The
Collingwood and Madison Park neighborhoods provide a strong residential element
to the station area. Protection of these neighborhoods will be especially important as new
higher, intensity development is added to the
station area.
• Major Interstate Access: Woodlawn Road
offers convenient access to Interstate 77 and
I-85 via Billy Graham Parkway. Within this
station, there are opportunities for moderate to high intensity development, especially
office development, that can be served by
both transit and vehicular access.
• Improved Transportation Environment:
The Woodlawn Road and South Boulevard
intersection improvement/redesign makes
the area safer, more attractive, and offers
better access for pedestrians, cars, and bikes.
As development occurs, additional transportation improvements should include similar
facilities to accommodate a variety of users.
• Redevelopment Potential: The Woodlawn
station area has a number of factors that make
it desirable for redevelopment. These include
excellent access to I-77 and a large amount of
vacant or underutilized land within the core
of the station area.
Woodlawn Transit Station Area Plan
STUDY AREA CONTEXT
Constraints
• Park/Open Space: Currently, there is no
• Station Visibility: The Woodlawn Transit
•
•
•
•
Station is located on Old Pineville Road.
Consequently, those traveling along the study
area’s major thoroughfares are less likely to see
the station, and its location may be an obstacle to transit oriented development.
Ridership Base: The Woodlawn study area
has a relatively small number of residents, and
the residential neighborhoods in which they
live are more than a ½ mile walk from the
station. As a result, most boarding the train
at the Woodlawn station will arrive by automobile.
Assembled Land: Most of the properties close
to the Woodlawn station are small sites in
individual ownership. This will make transit
oriented development more difficult because
land assembly will typically be required to
create parcels large enough for this type of
development. Further from the station, much
of the property is in larger parcel ownership.
Major Industrial Land Use: The vegetable oil
refinery creates a barrier for pedestrian access
and redevelopment in the southern portion of
the station area and could be a disincentive to
new residential development.
Improved Environment: Currently, the core
of the study area has few trees and minimal
landscaping. As the study area redevelops,
there will be significant need to improve the
quality of the environment by planting additional trees and landscaping.
Existing retail shopping centers and industrial uses pose challenges in maximizing the potential of the Woodlawn station
area.
Woodlawn Transit Station Area Plan
STUDY AREA CONTEXT
•
•
•
•
existing park or open space in the station
area.
Existing Land Use, Density and Design:
The heart of the station area does not currently
contain the type of uses, density or site design
to support transit. Warehouse and industrial
uses do not provide the services or environment desired by transit riders and densities are
too low to cultivate a critical mass of people.
Street Network: The Woodlawn plan area
currently has a largely disconnected street
network that is not consistent with a higher
density transit oriented development future.
East-West Mobility: Woodlawn Road is an
important east/west connection through the
station area. However, it is the only east/west
crossing of the rail line.
Pedestrian Environment: Many of the
streetscapes in the industrial and commercial
districts of the study area are uninviting to
pedestrians. With intermittent narrow sidewalks, absent planting strips and street trees,
multiple curb cuts, and poor lighting, the
streets are currently more oriented to vehicular travelers than pedestrians.
The Woodlawn Station (at right in photo) is located on Old
Pineville Road, south of Woodlawn Road..
5
6
Vision
Goals
The Woodlawn study area will become one of a series
of vibrant transit villages along the LYNX Blue Line.
Within its boundaries, there will be three discrete
areas:
To achieve this vision, the following goals have been
identified for the Woodlawn 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 plan
area will transform into a pedestrian-oriented,
urban district. The area west of the light rail
line will have a strong office orientation while
the area to the east will include a mix of moderate to high intensity office, residential, and
neighborhood serving retail.
• General Corridor Area: The remainder of the
Growth Corridor, located between I-77 and
the neighborhoods in the eastern part of the
plan area, will include a range of uses appropriate for a Growth Corridor. The existing
retail and industrial uses which characterize
Woodlawn are expected to remain in the near
term, with some redeveloping over time.
• Wedge Neighborhood Area: The residential
character of the existing Madison Park and
Collingwood neighborhoods will be maintained, and these neighborhoods will remain
a vital part of the plan area.
Map 2 illustrates the development concept for the
Woodlawn plan area.
1. Land Use: Promote moderate to high density uses
that are served by the high capacity transportation
facilities in the Growth Corridor, while protecting the fabric of residential neighborhoods in the
Wedge.
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 recent public infrastructure
investments, and respecting the character of the
neighborhoods.
3. Transportation: Improve the area’s transportation system by providing new street connections
within the Growth Corridor and by improving
the pedestrian and bicycle facilities throughout
the plan area.
4. Infrastructure/ Public Facilities: Provide the
infrastructure and public facilities needed to
support growth in the Corridor.
5. Environment: Improve the quality of Woodlawn’s
environment, focusing on enhancing the tree
canopy, improving water quality from stormwater
run-off, and providing open space for the station
area.
The vision and goals serve as the basis for the recommendations in the chapters that follow.
The intersection of South Boulevard and Woodlawn Road
recently got a streetscape makeover.
The multi-use trail near New Bern Station will extend into
the Woodlawn plan area.
Woodlawn Transit Station Area Plan
STUDY AREA CONTEXT
77
Woodlawn Transit Station Area Plan
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Produced by the Charlotte-Mecklenburg Planning Department.
Woodlawn Transit Station Area Plan
STUDY AREA CONTEXT
Neighborhood Preservation
Mixed Residential/Commercial
Date: March 2008
8
Woodlawn Transit Station Area Plan
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Date: March 12, 2008
Woodlawn Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
9
Land Use and Community Design
This chapter sets forth land use and community design Transit Station Area
recommendations to achieve the vision and goals for
the Woodlawn plan area. An overview of the proposed The Transit Station Area is located at the heart of the
street network is also included.
larger study area. The station area is home to a wide
array of industrial, retail and office uses. The followThis chapter divides the 602-acre area into three dis- ing recommendations are designed to allow this lower
tinct districts:
intensity, suburban area to transform, over time, into
a higher-intensity urban district.
• Transit Station Area, the portion of the
South Growth Corridor that surrounds the
Land Use and Community Design
Woodlawn light rail station;
• General Corridor Area, which includes inter- 1. Promote transit-supportive land uses (residenchange and general land use areas of the South
tial, retail, civic, office) within the Transit Station
Growth Corridor; and
Area. The area west of the light rail line is recommended for
employment
based transit oriented
Proposed
Street Connections*
• Wedge Y RNeighborhood
Area
,
which
is
a
D
Available
Street
Right of Way
development.
The
development
should be primarCE the Wedge area just east of the South
part Yof
N
A
1/4 Mile Walking Distance
ily office oriented,
with
limited
residential and/or
Growth Corridor.
1/2 Mile Walking Distance
retail. EastGround
of the
Floorrail
Retail line, a greater mixture of
The land use recommendations are shown on Map
transit oriented uses is planned, with residential,
3. The general location for each recommendation is
office and a limited amount of supporting retail
noted on the map extracts within each section, using
being appropriate.
the item numbers below. The recommendations also
are cross referenced using the item numbers in the
• New development within the Transit Station
Implementation Section of this plan.
Area should have uses, intensity, site and
facade design, and transportation elements
that 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.
Woodlawn Transit Station Area Plan
HA V
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*Note: The location of the proposed streets is
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intent of the proposed network, will also be considered.
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Map 3: Recommended Future Land Use
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Woodlawn Transit Station Area Plan
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LAND USE AND COMMUNITY DESIGN
CEN
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VI
Higher density transit supportive development such as this is
appropriate in the Transit Station Area.
LN
Map 3.1: Transit Station Area Recommendations
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10
Woodlawn Station has a surface park-and-ride lot, proposed
for redevelopment, with ground floor retail and structured
parking.
2. Provide active ground floor non-residential
uses, such as retail or office, in the area immediately surrounding the station, along Old Pineville
Road, south of Woodlawn Road and north of
Springbrook Road. These uses should be designed
to support both the transit users and surrounding
residents and employees. Design of these ground
floor uses should include clear glass windows
and doors as well as entrances that front on and
connect to the sidewalk system.
3. Encourage redevelopment of the CATS Parkand-Ride facility to integrate a mixture of transit-supportive land uses (residential, retail, civic,
office). Development should include ground floor
retail that wraps a parking facility to create an
active streetscape while providing complimentary
land uses in the transit station area.
4. Create urban plazas or parks near the transit
station. An open space should be incorporated
into redevelopment of the park and ride facility.
Additionally, open space should be included in
redevelopment of the Woodlawn Marketplace site
at South Boulevard and Woodlawn Road.
Supporting Street Network
5. Provide new street connections needed to create
typical block lengths of 400 feet desired or 600
feet maximum, as shown on Maps 3 and 4. These
connections are the highest priority for the plan
area. Specifically, construct the following streets:
Existing development just east of the Woodlawn station is
traditional suburban retail.
• Conversion of Sterling Drive to a public
street;
• A new “L” street from South Boulevard at
Inwood Drive to Woodlawn Road;
• A new east-west street from South Boulevard
to the new “L” street, with a pedestrian connection to the Woodlawn Transit Station;
• A new east-west street from the southern
terminus of Nations Crossing Road to Old
Pineville Road;
• Extension of Chastain Avenue from
Springbrook Road to Rountree Road;
• A new east-west street following parallel property lines roughly 500 feet north of
Springbrook Road from Old Pineville Road
at the transit station to Chastain Avenue;
• A new east-west street following parallel property lines roughly 500 feet south of
Springbrook Road from Old Pineville Road
to future Chastain Avenue extension; and
• A new north-south street following property
lines roughly 600 feet west of Old Pineville
Road from Minuet Lane to the future eastwest street linking Old Pineville Road with
the southern terminus of Nations Crossing
Road.
It should be noted that this map provides a representation of the desired street network and may
require adjustments to address site conditions.
An alternate but comparable network, consistent
with the intent of providing connectivity, will
also be considered.
Woodlawn Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
General Corridor Area
Land Use and Community Design
With the exception of the Transit Station Area, the 6. Maintain locations for low to moderate intensity office and industrial/warehouse distribuportion of the study area between I-77 and the neightion uses. The properties just south of Verbena
borhoods east of South Boulevard is classified as a
Street and west of Nations Crossing Road curGeneral Corridor Area. It has interstate access from
rently have a mixture of office and light industrial
Woodlawn Road and includes a range of commercial
uses. The area west of Old Pineville Road and
and industrial uses designed to take advantage of its
south of the Duke Energy facility has a similar
interstate access. These include restaurants, hotels,
mix of uses. The plan supports maintaining a
an array of commercial/retail development in the
mixture of office and industrial/warehouse uses at
Woodlawn Marketplace, and a major industrial use,
low densities, typically 0.25 floor area ratio (FAR)
the C&T Refinery.
or less.
7. Maintain the Woodlawn Baptist Church as an
institutional/civic use within the study area.
8. For the area around the I-77 and Woodlawn
Road interchange, maintain low to moderate
intensity retail and office uses.
Woodlawn Transit Station Area9.Plan
Accommodate a mixture of low intensity indusST
trial, office and retail uses in the area north of
Map 3: Recommended Future Land Use
ERHILL
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11.Recognize the existing Duke Energy facility as
a utility use.
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12.Provide an opportunity for a mixture of retail
and office land uses for the properties to the
east and to the north of the C&T refinery. This
area is envisioned to accommodate a mixture
of pedestrian-oriented uses, similar to transit
oriented development, but at a lesser intensity. Development may be single use or include
a mixture of uses. New development plans also
should be consistent with the appropriate design
guidelines in the General Development Policies.
Building heights should not exceed four (4) stories
or 40’ in height in this area.
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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.
BA
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Ground Floor Retail
10.Allow
a mixture of residential, office and retail
land uses along South Boulevard between the
more intense TOD developments surrounding
the Scaleybark and Woodlawn transit stations.
This area is envisioned to accommodate a mixture
of pedestrian-oriented uses, similar to transit
oriented development, but at a lesser intensity. Development may be single use or include
a mixture of uses. New development plans also
should be consistent with the appropriate design
guidelines in the General Development Policies.
Building heights should not exceed four (4) stories
or 40’ in height in this area.
VI
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1/2 Mile Walking Distance
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Proposed Street Connections*
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and
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1/4 Mile Walking Distance
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Office/Retail/Industrial-Warehouse-Distribution
Transit Oriented Development - Mixed
Transit Oriented Development - Employment
Residential > 22 DUA
LAND USE AND COMMUNITY DESIGN
..
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Office/Retail
Industrial
Residential <= 4 DUA
ps
...
Produced by the Charlotte-Mecklenburg Planning Department.
0
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Woodlawn Transit Station
Area Plan
PL
GLENHA M DR
Proposed Land Use
Residential/Office/Retail
Office
Map 3.2: General Corridor
Areas Recommendations
Utility
Office/Industrial-Warehouse-Distribution
N
W
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Date: March 12, 2008
11
11
12
The C&T Refinery is an active industrial facility in close
proximity to Woodlawn Station.
13.Recognize the C&T Refinery as an industrial use.
However, if the site redevelops, the development
should include a mixture of office and retail land
uses of the same character as those recommended
for the property to the east of the refinery.
14.Ensure that development adjacent to the
Madison Park and Collingwood neighborhoods provides a good transition from the low
scale neighborhoods to the taller buildings at the
core of the station area.
15.Maintain the existing office uses in the Vanguard
Center Office Park which is a predominantly
low intensity office development oriented toward
Tyvola Road.
Supporting Street Network
16.Provide new street connections needed to create
typical block lengths of 600 feet desired, or 650
feet maximum, as shown on Maps 3 and 4.
Specifically, construct the following streets:
• A realigned and improved Chalmers Street
from Old Pineville Road to Yeoman Road;
• An opened and improved Wallingford Street
from West Exmore Street to Chalmers Street;
• An opened and improved Gilead Street from
Chalmers Street to Verbana Street;
• A new east-west street along parallel property lines roughly 700 feet north of Exmore
Street from future opened Wallingford Street
to South Boulevard via a converted at-grade
LYNX crossing off Old Pineville Road;
Vanguard Center office park is at the edge of the station
area, accessible from I-77, generally from Tyvola Road.
• A new north-south street along a parallel
property line roughly 500 feet west of Old
Pineville Road from East Exmore Street to
Woodlawn Road;
• An extension of Briarbend Lane from South
Boulevard to Sterling Drive;
• An extension of Northgate Avenue to South
Boulevard;
• An extension of Chastain Avenue, from
Springbrook Road to Lissom Lane;
• A new north-south street running parallel to and roughly 600 feet east of Chastain
Avenue;
• A new north-south street running parallel to
and roughly 600 feet west of the future extension of Chastain Avenue from Springbrook
Road to Rountree Road;
• A new connection between Lissom Lane and
Minuet Lane; and
• The extensions of both Seventy Seven Center
Drive and Rountree Road to a shared “T”
intersection.
It should be noted that this map provides a representation of the desired street network and may
require adjustments to address site conditions.
An alternate but comparable network, consistent
with the intent of providing connectivity, will
also be considered.
Woodlawn Transit Station Area Plan
LAND USE AND COMMUNITY DESIGN
Wedge Neighborhood Area
18.Recognize the opportunity for redevelopment
of the single family parcels fronting Woodlawn
Road to residential up to 8 dua. This recommenThe Madison Park and Collingwood neighborhoods
dation is intended to provide land use guidance
are located in a Wedge, on the east side of the Transit
should the area redevelop in a similar pattern
Station Area and include primarily single family
to residential properties east of the study area
housing. The following recommendations are designed
approaching Park Road. New development should
to protect the low density residential character of the
incorporate multiple parcels. Development should
neighborhood, while allowing for redevelopment in
be oriented to the public street with parking to the
selected locations along Woodlawn Road.
side or the rear of buildings. A townhome style
of development is recommended with residential
Land Use and Community Design
units having individual entrances. Heights should
be limited to two stories to maintain compatibil17.Maintain the single family Proposed
portion
of
the
ity with the single family homes in the neighborStreet Connections*
Collingwood and Madison Available
ParkStreet
neighborRight of Way
hood.
1/4 Mile
Walking Distance
hoods at a density up to 4 dua,
consistent
with
Mile Walking Distance
existing land use and zoning. 1/2
One parcel on the east side South Boulevard, at
Ground Floor Retail
the south end of the study area, is zoned and used
for business purposes, but extends deep into the
neighborhood. This property is not proposed for
corrective rezoning at present. However, when
redeveloped, the segment that extends into the
neighbohood is proposed for residential use at a
density of 8 dua, designed to maintain compatibility with the adjoining neighborhood.
Transit Station Area Plan
I
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CONWAY
HA V
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ERHILL
ommended Future Land Use
D AV
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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.
AL
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Supporting Street Network
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19.Maintain the existing street network for the
Madison Park and Collingwood neighborhoods
and enhance the network by extending Northgate
Avenue to South Boulevard in conjunction with
redevelopment along South Boulevard, as shown
on Maps 3 and 4. 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.
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The single family neighborhoods in the study area should be
preserved.
NE
CA
GLENHA M DR
Map 3.3: Neighborhood Area Recommendations
Residential/Office/Retail
Office/Industrial-Warehouse-Distribution
Woodlawn
Transit Station Area Plan
Office/Retail/Industrial-Warehouse-Distribution
Transit Oriented Development - Mixed
Transit Oriented Development - Employment
Residential > 22 DUA
PL
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al <= 4 DUA
AN
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LAND USE AND COMMUNITY DESIGN
W
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13
14
Transportation and Streetscape
Transforming the existing streets into an attractive 22.Realign and improve streets in the area northand functional multi-modal street network is critiwest of Woodlawn Road and Nations Crossing
cal to the success of the plan area, especially the area
Road in the General Corridor Area. This area has
around the LRT station where transit-oriented devela mix of winding, narrow and unopened streets.
opment is planned. Providing a well-connected street
This plan recommends connecting Wallingford
network is important throughout the study area to
and Gilead Streets, closing Macie Street and part
facilitate mobility choices and minimize congestion.
of Yeoman Road, realigning Yeoman Road with
Chalmers Street and extending Chalmers Street
In conjunction with the establishment of the LRT
to Old Pineville Road.
line, the City made a number of improvements to the
Woodlawn street network through the South Corridor 23.Maintain the existing street network for the
Infrastructure Program (SCIP). This chapter recomMadison Park and Collingswood neighbormends additional transportation improvements for
hoods and enhance the network by extending
the plan area for new streets, street cross-sections and
Northgate to South Boulevard in conjunction
streetscape elements.
with redevelopment along South Boulevard.
Transportation/Street Design
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
20.Provide new street connections in the Transit
Station Area, as discussed in item 5 in the Land
Use Section. 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.
21.Provide new street connections in the General
Corridor Area, as discussed in item 16, to support
additional density development and provide new
travel routes.
Sidewalks
24.Eliminate gaps in the sidewalk system within
the Transit Station 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
sidewalk system, particularly those along Chastain
Avenue, Springbrook Road, and Nations Crossing
Road should be eliminated as new development
occurs. New sidewalks and planting strips should
be built to the specifications of the streetscape
cross-sections on the following pages.
25.Eliminate gaps in the sidewalk system leading
from the residential areas to the Transit Station.
The existing residential areas of Collingwood and
Madison Park neighborhoods to the east of the
Woodlawn Transit Station Area provide a base
of potential transit riders. Gaps in the sidewalk
system which leads to the transit station, as well
as the commercial area along South Boulevard,
should be eliminated to promote pedestrian travel.
Specific sidewalk projects include Northgate
Avenue and Murrayhill Road. The boundaries are
shown on Map 4.
Woodlawn 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 streetscape improvements have been made in portions
of the study area.
26.Widen sidewalk system along thoroughfares.
• Woodlawn Road at Nations Crossing Road;
Currently, Woodlawn’s major thoroughfares have
• South Boulevard at Inwood Drive; and
sidewalks on both sides of the streets. However,
many of these sidewalks are only 5 feet wide,
• South Boulevard at Briarbend Lane.
which is not consistent with the recommended
Enhanced crossings may include a combination
width found in the Streetscape Standards on
of vehicle traffic signals, pedestrian countdown
subsequent pages. Additionally, planting strips
signals, painted or textured cross walks, ADA
which separate pedestrians from vehicular traffic
curb ramps, and pedestrian refuge islands in the
are often lacking. This plan recommends widenmedian.
ing the sidewalks and adding planting strips along
Old Pineville Road, Woodlawn Road, and South 29.Consider a pedestrian crossing of the LRT line
Boulevard within the study area boundaries, in
at the station if the spur line serving the C&T
conjunction with new development.
refinery is eliminated. If a pedestrian crossing is
not feasible when the Woodlawn Marketplace site
27.Improve the sidewalk network in the General
is redeveloped, install a pedestrian pathway parCorridor Area. As the streetscape cross-sections
allel to the tracks, consistent with the multi-use
recommend, new development and redeveloptrail shown in the streetscape standards section.
ment should install sidewalks on all streets. All
new streets will include new sidewalks.
Bicycle Accommodations
Pedestrian Crossings
30.Extend designated bicycle lanes on Woodlawn
Road. To tie into recently added bicycle lanes
28.Enhance pedestrian and bicycle crossings on
provided by SCIP (shown on Map 4), bicycle
major thoroughfares. Woodlawn’s major thorlanes are recommended along the entire length of
oughfares are difficult for pedestrians and bicyWoodlawn Road, including their extension west
clists to cross due to factors such as traffic volume,
of Old Pineville Road.
traffic speed, width of lanes, frequent turning
movements, and distance between signalized 31.Site new development to allow future addition
cross walks. While SCIP resulted in the signature
of bicycle lanes on South Boulevard. This plan
enhanced intersection of Woodlawn Road and
recommends the long-term installation of bicycle
South Boulevard, other intersections of these two
lanes in the station area along South Boulevard as
major thoroughfares still have room for improveshown on Map 4.
ment. This plan recommends adding enhanced
crossings, as shown on Map 4. In the station area,
these include:
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
16
Many streets in the Station Area are lacking in basic
streetscape amenities, such as sidewalks.
Woodlawn Road, approaching the light rail overpass, has no
planting strip, narrow sidewalk, and parking lots along the
street frontage.
Improved LYNX Crossings
32.Consider replacement of current private driveway crossing with new street connection.
Currently, a private driveway along Old Pineville
Road crosses the LYNX tracks north of Woodlawn
Road. This plan recommends reutilizing this
existing at-grade crossing for a connecting public
street, if and when the area redevelops. Combined
with the existing grade-separated LYNX crossing
of Woodlawn Road, the traveling public will have
more route choices between Old Pineville Road
and South Boulevard. Potential rail crossings
should be thoroughly studied to assess the impact
on the LRT line, the transportation system, and
the area’s economic development potential.
Street Lighting
33.Install pedestrian scale lighting in key 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 streets between Chastain Avenue and
South Boulevard.
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
17
Woodlawn Transit Station Area Plan
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Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
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Date: March 12, 2008
18
Woodlawn Transit Station Area Plan
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Date: March 13, 2008
Woodlawn 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 Woodlawn 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
The streetscape cross-sections on the following pages for the plan area:
are essential to “setting the tone” for the type of setting
desired in the plan area. The cross sections have been
• Avenue - Four-Lane Divided
developed in accordance with the Urban Street Design
• Avenue - Two-Lane Undivided
Guidelines (USDG), adopted by City Council in
October 2007. The cross-sections set forth:
• Office/Commercial Street - Wide
• Local Residential Street - Wide
• Building setback requirements,
5 shows the desired location for each of these
• Streetscape, sidewalk, and street tree require- Map
street
types. Consult this map to identify the recments, and
ommendation for a specific street, then refer to the
• Future character of the streets regarding the matching cross-section on the following pages. Streets
number of lanes, bicycle, pedestrian and within neighborhood areas slated for preservation are
transit accommodations and provisions for intended for preservation as well, so new cross secon-street parking.
tions for these areas are not provided.
When this plan is approved, the streetscape standards
specified herein will become the official “Streetscape Avenue - Four-Lane Divided
Plan” for the study area, as referred to in the zoning
standards for a number of the City’s urban zoning dis- Description: The Avenue is the most common (nontricts. As such, all new development on sites zoned local) street type in Charlotte, providing access from
TOD, TS, PED, UMUD, MUDD, NS, UR, or other neighborhoods to commercial areas, between areas of
urban zoning districts that may be established must the city, and, in some cases, through neighborhoods.
be designed in accordance with these standards. The It is designed to provide a balance of service for all
specifications in the cross-sections are based on typical modes of transportation, including accessibility for
conditions and may vary based upon further study transit, pedestrians, and bicyclists in addition to carrying significant automobile traffic.
and in unique circumstances.
Note that these cross-sections are not plans for immediate road improvements, but many are recommended
long-term changes. Improvements such as on-street
parking, streetscape enhancements, and sidewalk
installation typically will be implemented through
private redevelopment, although the City may fund
minor improvements. New streets also typically will
be implemented through private development, while
major improvements to existing streets generally will
be constructed by the City.
A short segment of Woodlawn Road, from Nations
Crossing Road to I-77, technically qualifies as a
Boulevard. Boulevards are intended to move large
numbers of vehicles from one part of the city to
another. Thus, the modal priority shifts toward motor
vehicles, while still accommodating pedestrians and
cyclists as safely and comfortably as possible. For
simplicity in reading and interpreting this plan, this
segment is included in this cross section. Note that
the plan calls for additional widening for turn lanes as
required by CDOT standards at major intersections.
Land Use: The land use will vary; within the plan
area the desired uses will be typically medium to high
density mixed use and retail/office use.
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
19
• Planting strip or recessed on-street parallel
(Avenue - Four-Lane Divided, continued)
parking serve as buffer from traffic to pedestrians on sidewalk. Planting strip with trees
is the standard expectation, with recessed
on-street parking available as an option per
zoning and CDOT standards, and with intermittent planter islands to break up parking
into bays no more than 100 feet in length.
South Boulevard south of Woodlawn, and
Woodlawn Road west of South, are desigExisting Condition: These streets typically have two
nated as state highways, and current state
lanes in each direction; some parts are widened for left
regulations do not permit on-street parking.
turn lanes near intersections. Right of way is typically
If circumstances change in the future such
60 feet, although it varies.
that on-street parking would be allowable, the
on-street parking option would be available
Proposed Curb to Curb: Recommended width is 70
there.
feet from back of curb to back of curb; right of way
• Amenity zone provides supplemental tree
is 118 feet.
planting location. Trees in the amenity zone
should be planted in curbed planters. The
• Two travel lanes and bike lane in each direcamenity zone also provides additional paved
tion.
area for street furniture, paved access to on• Continuous center lane for left turns and
street parking, and merchandising purposes.
pedestrian refuge; to include mid-block land• Ped zone is the usual location for the clear sidescaped pedestrian refuge islands in some locawalk. Where there is no on-street parking and
tions.
planting strips are in place, the clear sidewalk
• Additional widening for turn lanes may be
can be pushed into the amenity zone location
required in some circumstances, such as the
and the ped zone can be used for landscapWoodlawn/I-77 intersection, in accordance
ing, sidewalk dining, or paved merchandising
with CDOT standards.
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.
Avenue-4
subdrainage, and adequate soil space for
roots per theLane Divided
Charlotte Tree Ordinance.
Situation: The major thoroughfares in the study area
are classified as Avenues. The four lane divided type
is recommended for South Boulevard and Woodlawn
Road. The proposed cross-section will allow these
streets to continue to perform an important mobility
function for motorists, as well as to support safe and
comfortable pedestrian and bicycle travel.
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
On-street parking
is optional.
Amenity Zone
Central Av
Ped Zone
20
7.5’
8’
8’
8’
*Includes 2.5’
curb and gutter.
24’ Setback
Right of Way-118’
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
• Widening for left turn lanes may be required
Avenue - Two Lane Undivided
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.
• 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
100 feet in length. Planting strip with trees is
required in all other situations.
• Amenity zone provides supplemental tree
planting location. Trees in the amenity zone
should be planted in curbed planters. The
amenity zone also provides additional paved
area for street furniture, paved access to onstreet parking, and merchandising purposes.
• Ped Zone is the usual location for the clear
sidewalk. Where there is no on-street parking
and planting strips are in place, the clear sidewalk can be pushed into the amenity zone
location, and the ped zone can be used for
landscaping, sidewalk dining, or paved merchandising purposes. 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 8 feet.
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.
Situation: This Avenue cross section is narrower than
the four-lane divided version used on other streets in
the study area. It is recommended for Yancey Road,
Old Pineville Road, and Nations Crossing Road. The
proposed cross-section will allow this street type to
continue to perform an important mobility function
for motorists, as well as to support safe and comfortable pedestrian and bicycle travel.
Existing Condition: This street has two lanes in each
direction, without turn lanes or landscaped median.
Right of way is generally about 60 feet, but varying
more and less.
Proposed Curb to Curb: Recommended width is 37
feet from back of curb to back of curb; right of way
is 85 feet.
• One travel lane and bike lane in each direction.
Avenue-Two Lane Undivided
Woodlawn Transit Station Area Plan
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’
TRANSPORTATION AND STREETSCAPE
24’ Setback
*Includes 2.5’
curb and gutter.
21
• 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 Ttansit Station and
General Corridor Areas that is intended primarily
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
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.
bicyclists.
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
22
8’
6’
*Includes 2.5’
curb and gutter.
Min.
14’ Setback
Right of Way-69’
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
• Widening for left turn lanes onto South Tryon 23
Local Residential Street - Wide
Street or South Boulevard may be required in
accordance with CDOT standards.
Proposed Behind the Curb: Minimum building
setback is 20 to 22 feet from back of (recessed) recommended curb, or 27 to 29 feet from back of any
extended curb, depending on the sidewalk width
requirement. Tree planting is required with spacing,
Land Use: The land use is typically medium to high irrigation, subdrainage, and adequate soil space for
density residential, with some mixed use develop- roots per the Charlotte Tree Ordinance.
ment.
• Planting strip provides buffer from traffic to
Situation: Local residential streets are recommended
pedestrians on the sidewalk, and a landscaping
in portions of the study area where residential uses
opportunity. In locations with retail frontage
higher in density than single-family are in place or
or other high density applications, tree plantexpected. They also are recommended in portions of
ing in curbed planters, with paved amenity
the transit station area off of the main thoroughfares
zone for street furniture, paved access to onwhere a predominance of residential development is
street parking, and merchandising purposes
expected. Redevelopment is anticipated, and with that
should be substituted for the planting strip.
high-quality neighborhood street design is desired.
• Ped zone is the usual location for the clear
The local residential street cross-section is designed for
sidewalk. For streets located within 1/4 mile
low traffic speeds and a comfortable walking, cycling
of the transit station, the minimum sidewalk
and living environment.
width is 8 feet. Elsewhere in the plan area the
minimum width is 6 feet.
Existing Condition: These streets have one lane in
each direction. Some have on-street parking. Right of
• The Yard area is intended to provide addiway varies widely, but is typically 50 feet.
tional landscaping, and a buffer between sidewalk and residential uses. Encroachments for
Proposed Curb to Curb: Recommended width is 35
features such as steps and open porches are
feet from back of curb to back of curb; right of way
allowed in accordance with the zoning ordiis 63 to 67 feet, depending on the sidewalk requirenance, but encroachments at grade may not
ment.
reduce the clear sidewalk to less than the
required width.
• One travel lane in each direction shared with
• Parcels located on streets that have existing
bicyclists.
single-family zoning designations (R-3, R-4,
• On-street parking on both sides. Curb extenR-5, R-6, and R-8) either across the street, or
sions may be used to narrow street width at
abutting on the same side of the street, shall
intersections and other locations where onhave a minimum setback of 30 feet.
street parking is not appropriate.
7’
8’
6’ to 8‘
Yard
7’
Ped Zone*
8’
Mixed Vehicle Zone
Planting Strip
Parking*
6’ to 8‘
Parking*
Ped Zone*
6’
Planting Strip
Yard
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.
*Includes 2.5’
curb and gutter.
6’ **30’ setback across
from or next to single
**20’ to 22’
family zoning.
35’
**20’ to 22’
Back of curb to back of curb Setback
Setback
Woodlawn Transit Station Area Plan
Right of Way-63’ to 67’
TRANSPORTATION AND STREETSCAPE
*Minimum 8’ sidewalks are required along Local Residents streets located generally within 1/4 mile of the staion.
24
Rail Frontage / Multi-Use Trail
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 is required from the north
boundary of the station area to Woodlawn
Road. Where the rail line abuts Old Pineville
Road, the sidewalk and bike lane requirements for the street will replace the need for
the multi-use trail on that side of the rail
line. The trail is to be a minimum of 12 feet
wide, and should be constructed beyond the
landscaped buffer. 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.
• 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
in some areas 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: In the study area, the land use along these
streets is typically office and retail development with
an auto orientation. It may include medium density
mixed use development.
Existing Condition: An asphalt multi-use path has
been constructed along the right-of-way in stations
to the north. 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: The innermost portion of
the right of way is reserved for light rail tracks. A landscaped buffer and multi-use trail are planned beyond
the tracks on both east and west sides. The multi-use
trail is to run from the north boundary of the station
area to Woodlawn Road. The trail is for use by pedestrians and bicyclists.
• The ballast curb for the light-rail line typi-
cally extends 16 feet from the center line in
each direction. A decorative fence should be
located adjacent to the ballast curb/trackway.
• A minimum of 7 feet outward from the ballast
curb is reserved for a landscaped buffer to the
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
Woodlawn Transit Station Area Plan
TRANSPORTATION AND STREETSCAPE
Infrastructure and Public Facilities
The core of the Woodlawn study area includes an Park and Greenway
older built-out industrial area, as well as auto-oriented
commercial, that are recommended for higher density Recommendations
redevelopment. Its infrastructure, while sufficient and
appropriate for its former uses, may require capac- 36.Encourage urban open spaces in the Transit
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.
Public Facility/Infrastructure
Recommendations
34.Conduct an infrastructure study to evaluate the
adequacy of infrastructure (water, sewer, storm
drainage) in the station area. The ability of the
station area’s infrastructure to support high density
redevelopment and capacity of the other utility
systems is not known. To ensure that the station
area will be able to support the new, higher-density development recommended by this plan, a
detailed infrastructure analysis is recommended.
35.Encourage the burying of utilities. Overhead
utility lines detract from the appearance of the
station area, which in turn may impact the 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.
A major electric utility facility is located within the general
corridor area.
New urban open space amenities in the vicinity of the station are needed.
Woodlawn Transit Station Area Plan
INFRASTRUCTURE AND PUBLIC FACILITIES
25
26
Environment
The Woodlawn study area includes a substantial area 39.Protect or enhance the watersheds when possiof present and former industrial development, much
ble. The Woodlawn station area sits on a ridgeline
of which is expected to be redeveloped in the coming
that divides the Upper Little Sugar Creek wateryears. The environmental recommendations focus on
shed to the east and the Irwin Creek watershed
means to improve air, water and land quality through
to the west. Both the Upper Little Sugar Creek
the redevelopment process.
and Irwin Creek basins are listed as “Impaired”
by regulating agencies. Further degradation to
It should be noted that the establishment of dense
either creek would be a negative impact to the
transit oriented development within station areas is
community. Any development or redevelopment
intended to improve the environment of the region
in the area will have a goal to improve the quality
by concentrating growth where it can be supported
of runoff, reduce flooding impacts, and reduce
by transit and other infrastructure, by relieving the
runoff if possible. This will primarily be achieved
pressure for growth on outlying greenfield locations,
with the provisions of the Post Construction
and by reducing vehicular trips and trip lengths that
Controls Ordinance.
otherwise would extend to the outer edge of the metropolitan area.
40.Assist property owners with remediation of
sites known or perceived to have contaminated
soil. Soil contamination poses an obvious hazard
Environmental Recommendations
to the environment; however, it can also serve as
an obstacle to development. Since contamina37.Make trees a key feature of all of the plan area.
tion is a potential issue in the transit station area,
Woodlawn’s residential neighborhoods are made
property owners should be encouraged to particidistinctive by their mature tree canopy. A large
pate in the funding programs offered by the City
portion of the residential areas contained within
of Charlotte to financially assist with the clean up
the study area has a significant tree canopy. Trees
of contaminated sites.
could become an identifying 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.
38.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, rooftop rain capture, 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 tree canopy in existing neighborhoods of the plan area
the Council adopted Post Construction Controls is an amenity to be preserved and emulated in new development.
Ordinance.
Woodlawn 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
Woodlawn Transit Station Area Plan
27
28
Woodlawn Transit Station Area Plan
CONWAY AVE
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Corrective Rezonings
Rezone to TOD-E
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Map 6: Corrective Rezonings
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Produced by the Charlotte-Mecklenburg Planning Department.
E
S
0
400
feet
800
Date: March 12, 2008
Woodlawn Transit Station Area Plan
IMPLEMENTATION PLAN
29
Implementation Plan
The recommendations of the Woodlawn 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.
Woodlawn 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.
30
Implementation Strategies
The number of each action corresponds to the number
for the recommendation in the Concept Plan.
Action Item
Type
Lead
Agency
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Park
Transp.
Park & Rec/
CATS
CDOT
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Zoning
Planning
Priority
Land Use and Community Design
1a
1b
2
3
4
5
6
7
8a
8b
9
10a
10b
11
12
13
14
Rezone area recommended for transit oriented development to TOD-M and TOD-R per Map 6.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Create urban plazas or park on park and ride site when
site redevelops. Station.
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 4.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Rezone area recommended for office/retail to B-2 per
Map 6.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Rezone area recommended for residential/office/retail
to B-2 per Map 6.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Use land use recommendations to guide and evaluate
development proposals.
Short
(0-5 yr)
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
Short
(0-5 yr)
as devel
occurs
as devel
occurs
Short
(0-5 yr)
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
Woodlawn Transit Station Area Plan
IMPLEMENTATION PLAN
31
Action Item
15a
15b
16
17
18
19
Rezone area recommended for office to O-2 per Map
6.
Use land use recommendations to guide and evaluate
development proposals.
Provide new street connections in the General Corridor Area.
Type
Lead
Agency
Zoning
Planning
Zoning
Planning
Transp.
CDOT
Use land use recommendations to guide and evaluate Zoning
development proposals.
Use land use recommendations to guide and evaluate Zoning
development proposals.
Maintain existing street network for the Madison Park Transp.
and Collingswood neighborhoods.
Planning
Planning
CDOT
Priority
Short
(0-5 yr)
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
Transportation and Streetscape
20
21
22
23
24
25
26
27
28
29
30
31
32
Provide new street connections in the Transit Station
Area.
Provide new street connections in the General Corridor Area.
Realign and improve streets in the area northwest of
Woodlawn Rd. and Nations Crossing Rd.
Maintain the existing street network for the Madison
Park and Collingswood neighborhoods.
Eliminate gaps in the sidewalk system within the Transit Station Area.
Eliminate gaps in the sidewalk system leading from the
residential areas to the Transit Station.
Widen sidewalk system along thoroughfares.
Transp.
CDOT
Transp.
CDOT
Transp.
CDOT
Transp.
CDOT
Transp.
CDOT
Transp.
CDOT
Transp.
CDOT
Improve the sidewalk network in the General Corridor
Area.
Enhance pedestrian and bicycle crossings on major
thoroughfares.
Consider a pedestrian crossing of the LRT line at the
station.
Extend designated bicycle lanes on Woodlawn Rd.
Transp.
CDOT
Transp.
CDOT
Transp.
Transp.
CDOT/
CATS
CDOT
Site new developments to allow future addition of
bicycle lanes on South Blvd.
Replace current private driveway crossing with new
street connection.
Transp.
CDOT
Transp.
CDOT/
CATS
Woodlawn Transit Station Area Plan
IMPLEMENTATION PLAN
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
as devel
occurs
Short
(0-5 yr)
as devel
occurs
as devel
occurs
Medium
(5-10 yr)
Long (10+
yr)
Medium
(5-10 yr)
as devel
occurs
Medium
(5-10 yr)
32
Action Item
33
Install pedestrian scale lighting in key locations.
Type
Transp.
Lead
Agency
CDOT
Priority
Medium
(5-10 yr)
Infrastructure and Public Facilities
34
35
36
Conduct and infrastructure study to evaluate the adequacy of infrastructure.
Encourage the burying of utilities.
Utilities
Encourage urban open spaces in the Transit Station
Area.
Park
Utilities
E&PM /
CMU
Planning
Planning /
Park & Rec
Medium
(5-10 yr)
as devel
occurs
as devel
occurs
Environment
37
Make trees a key feature of all of the plan area.
38
Design site plans for new buildings and renovations in
the station area to improve water quality for stormwater run-off.
Protect or enhance the watersheds when possible.
39
40
Assist property owners with remediation of sites
known or perceived to have contaminated soil.
Zoning /
Planning /
Tree Ord.
E&PM
Storm-water E&PM
as devel
occurs
as devel
occurs
Storm-water Planning /
E&PM
Brownfield Econ. Dev.
as devel
occurs
as devel
occurs
Woodlawn Transit Station Area Plan
IMPLEMENTATION PLAN
Uptown
South End
New Bern
Scaleybark
Appendix
Woodlawn
Tyvola
Archdale
Arrowood
Sharon Road West
I-485/South Boulevard
Woodlawn Transit Station Area Plan
33
35
Existing Conditions
This chapter examines existing demographic, environmental, land use, design, transportation and infrastructure conditions in the Woodlawn plan area. It
provides a framework for understanding the opportunities and constraints identified in the Concept Plan.
80%
58%
33%
Demographics
According to the 2000 U.S. Census, the Woodlawn
study area is home to approximately 835 residents.
The majority of these residents are white (80%) and
about ten percent (10%) are black. Hispanic residents
comprise eight percent (8%) of the area’s population.
The age of the residents in the study area varies.
Nineteen percent (19%) of the Scaleybark residents
are below the age of 18, while fourteen percent (14%)
are over the age of 65. The remaining 67% are working
age adults.
Approximately forty-four percent (44%) of residents
in the study area have a household income of less than
$35,000, compared to the median income of $47,000
for households in Charlotte overall.
The highest level of educational attainment for most
residents in the study area is split between high school
graduation (22%) and some college education (26%).
Graduates with bachelor’s degrees are eighteen percent
(18%) while masters/professional degrees are only five
percent (5%).
The differences in educational levels may contribute
to the diverse industries in which residents work.
About thirty-two percent (32%) of employed residents work in the management/professional industry
while another twenty-eight percent (28%) of residents
work in the sales/office industry.
Although the work industry is diverse within the area,
the mode of transportation to work among residents
is very similar. 92% of the working population travel
to work by car, truck or van; 5% use public transportation and the other 3% are split between motorcyclists and individuals who work at home. The average
travel time to work is approximately 19 minutes.
Issues/Opportunities
The LYNK Blue Line can provide an alternative mode of
transportation for area residents.
10%
White
2% 0%
4% 4%
5% 5%
8% 7%
Other
Hispanic
Black American Asian/
Indian
Pacific
Islander
City of Charlotte
Woodlawn Transit Station Area
Note:
People of Hispanic origin are also included in the racial breakdown.
Source: 2000 U.S. Census Block Data
Population Characteristics for Woodlawn and Charlotte
Professional
1%
Doctorate
0%
Less than
9th grade
Master
4%
6%
Bachelor
18%
Grade 9-12
17%
Associate
6%
Some College
26%
HS Graduate
22%
Source: 2000 U.S. Census Block Group Data
Educational Level for Woodlawn Station Area Plan
Production/
Transportation/
Material Moving
14%
Construction/
Maintenance
Management/
Professional
32%
13%
Sales/Office
28%
Service
14%
Source: 2000 U.S. Census Block Group Data
Employment Industry for Woodlawn Station Area Plan
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
t
nS
ST
ryo
I-77
ST
ryo
gR
d
at
io
N
Wo
od
d
ns
C
ros
sin
gR
d
ros
sin
d
ns
C
Old Pineville R
at
io
Rd
Rd
N
Old Pineville R
I-77
rk
ba
ey
al
Sc
rk
ba
ey
al
Sc
nS
t
36
Wo
od
law
law
nR
d
d
South Bv
I-77
South Bv
T
N
W
E
S
0
400
feet
T
N
W
Woodlawn Transit Station
and Line
0
Tree Canopy (2002 Data)
E
S
800
SWIM Buffers
15 - 25% Slope
Greater Than 25% Slope
Old Pineville Rd
Old Pineville Rd
I-77
T
nR
T
400
feet
800
Woodlawn Transit Station
and Line
Environment
Natural Features
The Woodlawn station area, like most station 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.
Tree Cover
The tree canopy is the most plentiful natural feature
in the Woodlawn 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.
Tree canopy in the single family neighborhoods is an element
to be preserved, and duplicated in redeveloping areas.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
37
Land Use and Design
The existing land use pattern within the Woodlawn
station area is different than most areas located along
existing rail corridors. Historically, the predominant
land uses around rail corridors are industrial, warehouse or distribution uses. However, the Woodlawn
station area has a mixture of commercial and residential land uses, in addition to industrial.
Existing Land Use and Design
Industrial
Most of the industrial land uses in the station area are
located west of Old Pineville Road and east of I-77.
Most industrial buildings are single story and vary in The C&T refinery between South Boulevard and Old Pinevsquare footage. However, there is one industrial use ille Road is a large industrial use in the southern portion of
that stands out. The C&T refinery is a major indus- the station area.
trial facility that is prominently located on South
Boulevard on a site of over 15 acres.
Retail
Most retail uses in the station area are single story out
par strip retail and out-parcels focused along South
Boulevard and Woodlawn Road. The shopping center
at Woodlawn Road and South Boulevard anchored by
Home Depot is one of the larger retail centers, with
over 150,000 square feet of retail space.
A number of automobile-oriented retail centers are located in
the plan area.
Office
The Woodlawn station area has a large office park
within the ½ mile walking distance of the station platform. The Woodlawn Green office complex was built
in the early 1970s and offers over 250,000 square feet
of office space in a campus style setting. Other office
uses are scattered throughout the station area, mostly
located off of Old Pineville Road in single story suburban office buildings or converted houses and industrial buildings.
Residential
The Collingwood and Madison Park neighborhoods provide a residential base on the east side of
Green is a large office complex close to the light
the station area. These two neighborhoods make up a Woodlawn
rail station.
large residential district. However, only a portion of
the neighborhoods are in the plan area.
Issues/Opportunities
Over 250,000 square feet of office space exists in the
Woodlawn Green Office Park with available land for
addition space.
Multi-family housing is a desirable use in a transit station
area. However, the Woodlawn station area has no multifamily housing.
A majority of the original housing stock in the Woodlawn
plan area was built in the 1950s and 1960s.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
38
Woodlawn Existing Land Use
ST
ryo
nS
t
Existing Land Use
Single Family - Detached
Retail
Warehouse/Distribution
sC
ros
Industrial
sin
gR
Old P
d
inevil
le Rd
Office
Na
ti
on
Institutional
Utility
Parking
Vacant
T
Woodlawn Transit Station
and Line
Wo
o
dla
wn
Rd
South Bv
I - 77
T
N
W
Charlotte
.m
ore
than ma
..
..
..
ps
...
Date: December 27, 2007
E
S
0
DR
GIS
400
800
feet
(Issues/Opportunities, continued)
Most uses in the plan have an automobile-oriented
design, generally considered incompatible with transit
oriented development.
Industrial/warehouse uses are the predominant types
closest to the station. However, these uses are typically
not very transit supportive, unless they have a significant
number of employees.
The existing C&T refinery could be a disincentive to new
residential development close to this facility.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
39
Woodlawn Adopted Land Use
ST
ryo
nS
t
Adopted Land Use
Single Family <= 3 DUA
Single Family <= 4 DUA
sin
gR
Old P
d
inevil
le Rd
Multi-Family
Retail
sC
ros
on
Na
ti
Central
District
Plan
(1993)
Industrial
Institutional - Light
Transit Oriented - Mixed
Plan Boundary
Southwest
District
Plan
(1991)
T
Woodlawn Transit
Station and Line
Wo
o
dla
wn
Rd
South Bv
Rd
ineville
Old P
I - 77
T
South
South
District
District
Plan
Plan
(1993)
(1993)
N
W
.m
ore
than ma
..
..
..
Charlotte
ps
...
Date: October 3, 2007
Adopted Land Use Plans
Prior to the adoption of this plan, the Charlotte
City Council-adopted Central District Plan (1993),
Southwest District Plan (1991), and South District
Plan (1993) – all as amended by council-approved
rezonings – provided the governing land use policy
for the Woodlawn plan area. The map above shows
which areas have been covered by each policy document.
The Central District Plan and South District Plan
recommend retail and residential in the areas east of
South Boulevard. All three adopted plans recommend retail and industrial land uses west of South
Boulevard and focus on preserving and promoting
neighborhoods within the plan boundaries.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
DR
GIS
0
E
S
400
800
feet
Upon adoption, the Woodlawn Station Area Plan
becomes the governing land use policy document for
properties within the plan boundaries. The updated
future land uses are presented inthe Land Use
Recommendations section of this document.
Issues and Opportunities
An update to the currently adopted land use plans
provides an opportunity to promote higher intensity
and pedestrian-oriented development surrounding the
Woodlawn station.
40
Woodlawn Existing Zoning
I-2
I-2
I-2
I-1
Na
t io
ns
C
I-2
B-2
Rd
I-2
I-2
B-2
I-2
Old Pineville Rd
I-2
ros
sin
g
S
I - 77
Try
on
S
t
Acreage % of Total
Zoning Category
20.6
118.6
Single Family
0.5
Urban Residential
2.6
11.8
Business
68.1
4.4
Commercial Center 25.1
6.0
Industrial - Light
34.7
55.9
321.5
Industrial - Heavy
4.6
0.8
Transit-Supportive
575.3
100.0
Woodlawn Transit
T Station and Line
R-4
I-2
I-1
I-2
R-4
B-2
I-2
I-2
R-4
R-4
R-4
B-2
Old
R-4
Rd
R-4
R-4
CD
R-4
R-4
I-2
R-4
)
B-1SCD
dla
wn
-2(
I-2
R-4
Wo
o
UR
T
le Rd
Pinevil
I - 77
I-2
TOD-M
I-2
South Bv
I-2
R-4
R-4
B-1
B-2
R-4
I-2
GIS
..
..
I-2
Charlotte
.m
ore
than ma
..
I-2
I-1
ps
...
Date: January 25, 2008
I-2
N
W
E
S
0
400
800
feet
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
41
Existing Zoning
In general, the zoning for the Woodlawn station
reflects the existing development pattern, with industrial and retail zoning along South Boulevard, Old
Pineville Road and Woodlawn Road. The existing
neighborhoods east of South Boulevard are zoned for
single family residential development.
Issues/Opportunities
The development built under the existing industrial and
business zoning will typically not meet the intensity, use
and community design guidelines for transit oriented
development.
There have been no development-initiated TOD rezonings in the Woodlawn plan area.
The CATS park and ride lot is zoned transit oriented-mixed.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
Most land on South Boulevard, south of Woodlawn Road, is
zoned for retail businesses.
ba
ey
al
Sc
ST
ryo
nS
t
42
rk
Rd
Cr
os
s in
g
Rd
Old Pineville R
d
Collingwood
Neighborhood
ns
Na
tio
Wo
o
dla
wn
Rd
Issues/Opportunities
It will be important to protect the existing single family
neighborhoods in the eastern portion of the plan area.
Madison
Park
Neighborhood
I-77
South Bv
T
Established Neighborhoods
The Woodlawn plan area includes significant portions
of two established neighborhoods: Collingwood and
Madison Park. These neighborhoods are categorized
as “transitioning” and “stable” respectively by the
Charlotte Neighborhood Quality of Life Study (2006).
These two neighborhoods make up the vast majority
of the residential for the station area, with the exception of some scattered residential lots on the west side
of the station area. Most of the houses were built in
the 1960s and are usually single story.
N
W
E
S
0
400
800
feet
Median Household Income
Land Use Accessibility Index
Land use accessibility is often described as convenience
or ease of reaching activities and destinations, particularly shopping, schools, parks and local transit routes.
85% of residents within the Woodlawn plan area
are within ¼ mile of shopping and 96% of residents
within a ¼ mile of local transit. This is a much greater
percentage than for Charlotte overall. However, only
2% of Woodlawn Station area residents are within ¼
of schools and 25% within a ¼ mile of parks.
Issues/Opportunities
Potential development around the station area provides
an opportunity to improve the mixture of land uses that
are accessible to Woodlawn residents. This is especially
important for parks and schools.
$47,281
$37,400
$46,082
Average House Value
$149,488
$119,995
$192,844
96%
85%
57%
53%
25%
Percent Homeowners
2%
58%
Within 1/4
mile of
27%
Shopping
12%
Within 1/4
mile of
Schools
Woodlawn Population
16%
Within 1/4
mile of
Parks
Within 1/4 mile
of a local bus
Transit Route
Charlotte Population
55%
Madison Park
Collingwood
Charlotte
Source: 2006 Charlotte Neighborhood Quality of Life Study
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
I-77
t
ST
ryo
ar
N
TOD-M
#04-103
Wo
o
dla
wn
d
dla
wn
South Bv
I-77
W
E
S
0
1/2 Mile
Walk Distance
T
400
feet
UR-2(CD)
#07-005
Old Pineville Rd
N
1/4 Mile
Walk Distance
Rd
T
I-77
T
Rd
Wo
o
South Bv
tio
Old Pineville R
Cr
at
io
ns
C
ros
sin
os
s in
g
Rd
Old Pineville R
d
gR
d
Rd
ns
Na
Rd
rk
k
ST
ryo
nS
yb
le
ba
ey
al
Sc
a
Sc
nS
t
43
N
W
800
Woodlawn
Transit Station
and Line
E
S
0
400
800
feet
Vacant or Underdeveloped
Building Permits 2004-07
T
Woodlawn Transit Station & Line
Recent Rezoning (2004)
Development Activity / Potential Opportunities
There has been only one rezoning petition filed
since 2004. That petition, for the TOD-M (Transit
Oriented Development - Mixed) zoning district, was
filed by the CATS for the park and ride lot across Old
Pineville Road from the Woodlawn Transit Station.
The area has also seen very little in terms of new building permits issued, with just 16 commercial buildIssues/Opportunities
Although there is an extensive area within ½ mile walk ing permits issued from 2004-2007. The majority of
of the transit station east of the tracks, there is an opportu- the development in the area took place prior to the
nity to expand the area within a ½ mile walk by adding 1980s. Many of the older commercial and industrial
buildings are classified as underdeveloped and ripe for
street network and connections.
redevelopment, especially in the area surrounding the
The rail line acts as a barrier for the area west of the transit station.
tracks. The single-family neighborhoods are over 1/2
Issues and Opportunities
mile walk to the station.
Potential development around the station provides an
opportunity to improve the mixture of land uses in the
plan area. However, the transit oriented development
potential surrounding the Woodlawn transit station is
somewhat hampered due to the existing Norfolk Southern
Railroad (NSRR) running along the east side of the
station. The tracks act as a barrier and inhibit pedestrian and vehicular access to the transit station from the
properties on the east side along South Boulevard.
¼ and ½ Mile Walk Distance
The Woodlawn Station has a significant amount of
land within a ½ mile walk (typically 10 minutes) on
the west side of the light rail line. However, the area
is limited east of the tracks as the rail line creates a
barrier.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
44
Woodlawn Large Parcel Ownership
sC
ros
sin
Old P
gR
inevil
le Rd d
Woodlawn Transit Station
and Line
Na
ti
on
T
Rd
Non-Profit
Public
Private
rk
ba
ey
al
Sc
ST
ryo
nS
t
Large Parcel
Ownership
Wo
o
dla
wn
Rd
South Bv
I - 77
T
N
W
E
GIS
Charlotte
.m
than ma
ps
...
Date: February 21, 2007
Large Parcel Ownership
Much of the property in the Woodlawn plan area is in
large parcel ownership: either single parcels of 4 acres
or greater; or abutting parcels in single ownership of
4 acres or greater. This pattern of ownership is usually
a positive factor for redevelopment. However, most of
the large parcels are located either on South Boulevard
or along I-77, and are not close to the transit station.
Some of the largest properties include the vegetable oil
refinery on South Boulevard and the shopping center
at the corner of Woodlawn and South Boulevard.
0
DR
ore
S
..
..
..
400
800
feet
Issues and Opportunities
Most of the properties close to the Woodlawn light rail
station are small sites, usually in individual ownership.
This ownership pattern will make transit oriented development more difficult, because assembling larger parcels
is needed for TOD.
Woodlawn 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
noted: “Woodlawn represents one of two stations
with very strong regional access, offering direct interchange access to I-77, both north and south, as well as
strong access to I-85 via Billy Graham Parkway. This
stronger access, as well as the higher traffic volumes
on Woodlawn and South Boulevard, greatly enhances
opportunities for more intense commercial development around the station.”
Issues/Opportunities
While the larger Woodlawn station area has good regional
access, the light rail station is located on Old Pineville
Road, instead of the more heavily traveled Woodlawn
Road or South Boulevard. Transit oriented development
is less likely to be initially drawn to this location.
The Norfolk Southern rail line and light rail line, as well
as existing topography, are barriers to accessing the highly
visible parcels on South Boulevard from the light rail
station on Old Pineville Road.
The C&T refinery could negatively impact the development potential of immediately surrounding developThe study provided the following assessment of transit- ment.
supportive development potential in the Woodlawn
station area:
1. There is no large vacant land available,
but there are a number of parcels ready
for redevelopment. These parcels would
need to be assembled for transit oriented
development.
2. Access and high visibility will work to
attract retail development in the plan area
that could be more community serving.
3. Residential development is more likely
to be a mid- to late-term endeavor (after
2015) and be located in the north and
northeast portion of the station area.
4. Substantial office development has the
greater potential and is more likely to
Smaller parcels near the station will need to be assembled for
happen to the station area in the near
transit oriented development.
term. Most of the office development
would likely be located to the west of the
LRT line, with regional access provided
by I-77.
However the study also found that on the south side
of the station along South Boulevard, residential and
office opportunities diminish somewhat from the
impact, visual and otherwise, of the C&T refinery.
The existing refinery could deter nearby residential development.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
45
46
ST
ryo
gR
d
d
Old Pineville R
at
io
ns
C
ros
sin
Rd
N
dla
wn
Rd
26,100
1,200
29,000
400
800
1,600
Old Pineville Rd
I-77
I-77
South Bv
30,000
T
1,100
22,900
Wo
o
N
W
E
S
0
400
feet
800
Traffic Counts: Average Daily Volume
Woodlawn Station Area
Year of Count
k
ar
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.
yb
le
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.
a
Sc
nS
t
Transportation
Area size (square miles)
.94
Miles of streets:
11.2
Lane-mile of streets:
26.7
Connectivity Index:
1.18
Issues/Opportunities:
There is a noticeable lack of street connectivity from the
residential neighborhoods to South Boulevard and from
non-residential areas to Old Pineville Road. As commercial properties redevelop along South Boulevard, Old
Pineville Road and the new light rail line, 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 Old Pineville Road, but also streets that
parallel them.
2002
2004
2005
2006
Speed Limits
25
30
35
40
45
55
T
Woodlawn
Transit Station
and Line
Within the station area, Woodlawn Road is the only
public street (and grade-separated) crossing of the LYNX
Blue Line. Currently a private at-grade driveway crossing north of Woodlawn Road offers the opportunity to
create a new public street serving redevelopment, as well
as offer an alternate east-west route to Woodlawn Road
for local traffic.
Woodlawn Road is the only east-west thoroughfare in
the Woodlawn 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, Old Pineville Road and Woodlawn Road.
Additional east-west streets that can help accommodate
the expected increase in travel in the study area can be
built through the redevelopment process.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
t
ST
ryo
nS
ba
ey
al
Sc
rk
Cr
os
s in
g
Rd
Old Pineville R
d
Rd
ns
Na
tio
Wo
o
dla
wn
Rd
I-77
South Bv
T
N
W
E
S
0
400
feet
800
Freeway Ramp
Major Thoroughfare
Collector
Freeway
Minor Thoroughfare
T
Additional Facilities:
Interstate Highway 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,
serving as a radial expressway for South and Southwest
Charlotte. Within the Woodlawn area, I-77 serves
as the western study boundary and has partial cloverleaf interchanges at both South Tryon Street and
Woodlawn Road near their intersections with Billy
Graham Parkway.
Norfolk Southern is a major Class I railroad. The
Norfolk Southern network extends over 20,000 miles
over 22 states, the District of Columbia and Ontario.
Within the Woodlawn area, Norfolk Southern owns
and operates a spur running along the east side of
the LYNX, serving the refinery on South Boulevard
southwest of its intersection with Inwood Drive.
Woodlawn Transit
Station and Line
The Thoroughfare Plan
The Mecklenburg-Union Thoroughfare Plan is the
adopted major roadway plan for Mecklenburg and
Union counties. The Thoroughfare Plan is used to
assure that the most appropriate street system is 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
Woodlawn station area are as follows:
Thoroughfares: South Boulevard, South Tryon Street
and Woodlawn Road are major thoroughfares serving
the Woodlawn area. As major thoroughfares, these
streets are designed to accommodate large volumes of
traffic at moderate speeds and provide access to major
commercial, industrial and residential land uses.
Collectors: Old Pineville Road is a collector street,
carrying traffic between the thoroughfares and local
streets at moderate volumes and speeds and providing
access to adjacent land uses.
Local Streets: The remaining roadways are local streets
that carry lower traffic volumes, have slow operating The Woodlawn Road connection to I-77 serves an important
speeds and provide access to individual properties. regional transportation function.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
47
48
Street Classifications
Streetscape and Typical Sections
South Boulevard is generally four travel lanes wide with turn
lanes added at its signalized intersections. Sidewalks of varying
widths are located along both sides of the street, sometimes separated from travel lanes by planting strips and sometimes placed
directly behind the curb and gutter. Street lighting is provided on
utility poles. (Photo shows South Boulevard looking south towards
Woodlawn Road.)
Woodlawn Road is generally four travel lanes wide with turn lanes
added at its signalized intersections. Sidewalks of varying widths
are located along both sides of the street, sometimes separated
from travel lanes by planting strips and sometimes placed directly
behind the curb and gutter. Street lighting is provided on utility
poles. (Photo shows Woodlawn Road looking west towards South
Boulevard.)
Old Pineville Road is two travel lanes wide, with bike lanes (both
sides) and sidewalk (on the west side). Planting strips are provided between the sidewalk and the street curb for much of its
length. Street lighting is provided on utility poles. (Photo shows
Old Pineville Road.)
Local Streets vary in appearance according to the adjacent land
uses. Industrial and commercial streets are relatively wide (30 to
40 feet) with two travel lanes, some on-street parking, few sidewalks and typically no planting strip. (Photo shows Nations Crossing
Road.)
Residential Streets are narrower (approximately 24 feet wide)
with sidewalks on one side of the street or no sidewalks at all.
(Photo shows Baylor Drive.)
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
t
ST
ryo
nS
ba
ey
al
Sc
rk
Cr
os
s in
g
Rd
Old Pineville R
d
Rd
ns
Na
tio
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.
Wo
o
dla
wn
Boulevard: A short segment of Woodlawn Road,
from Nations Crossing Road to I-77, qualifies as a
Boulevard. Boulevards are intended to move large
numbers of vehicles from one part of the city to
another. Thus, the modal priority shifts toward motor
vehicles, while still accommodating pedestrians and
cyclists as safely and comfortably as possible.
Rd
I-77
South Bv
T
N
W
E
S
0
400
800
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 include the desired elements and
dimensions, many of the deficiencies on existing streets
will be addressed when adjacent properties redevelop.
feet
Avenue
Not Classified
Boulevard
T
Woodlawn Transit Station and Line
Street Typology
The Urban Street Design Guidelines recommend how
Charlotte’s streets should be planned and designed to
provide viable transportation choices. The guidelines
are intended to ensure a process that considers the
needs of pedestrians, bicyclists and motorists, as well
as the affects on adjacent land uses when planning
and designing streets. Streets are classified according
to land use and transportation contexts and should be
designed accordingly.
Currently, the streets in the plan area fall into the following categories:
Avenues: Within the context of the street design guidelines, South Boulevard, Woodlawn Road and Old
Pineville Road function closest to Avenues. Avenues
are intended to serve a diverse set of functions for
a wide variety of land uses and should be designed
to provide a balance of service for all transportation
modes. Avenues provide an important mobility 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.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
Woodlawn Road is an important Avenue in the plan area.
49
50
Woodlawn Pedestrian & Bike Facilities
Pr
es
nS
t
Rd
Ya
Try
o
Ve
rb
en
aS
ar
Partial Sidewalk
b
ey
d
ey
nc
al
sle
yR
Sc
Pedestrian & Bike
Facilities
k
t
Rd
gw
oo
d
Dr
Complete Sidewalk
d Dr
t
ford
S
Wo
od
Co
Briaben
I-77
Woodlawn Transit Station
and Line
law
nR
Rd
a
leg
p
Ap
ing R
d
Ct
rd
y Bv
Dr
r
Mur
z Rd
Scholt
ay
hil
l
Rd
Rd
GIS
Charlotte
.m
ore
than ma
ps
n
tL
e
nu
Mi
..
..
..
Existing Pedestrian &
Bicycle Facilities
Seve
nty-S
Cente
r Dr even
...
Date: March 12, 2008
Pedestrian System:
Of the nearly 11 miles of streets in the Woodlawn
station area, 19% have sidewalks on both sides of the
street, 35% have sidewalk on one side and 39% have
no sidewalk. These figures include sidewalks recently
built by the South Corridor Infrastructure Program
(SCIP) along South Boulevard, as well as sections of
Murrayhill Road, Inwood Drive, and Gilmore Drive.
SCIP also funded a pedestrian connection between
Christine Avenue and Old Pineville Road along the
north side of the new park-and-ride lot to enhance
access to the Woodlawn station from the west.
Bicycle System:
Prior to SCIP, there were no designated facilities for
bicyclists in the Woodlawn study area. Using SCIP
funds, bike lanes were added to Woodlawn Road (0.5
miles) between Old Pineville and Murrayhill Roads, as
Old Pineville Rd
I-77
Ln
Pl
Lissom
an
rm
Fu
Rountree
Rd
Zephyr Ln
Inwood
Stac
ck
fo
Con
dla
wn
Rd
rook
Wo
o
Ro
tai
as
Ch
T
Springb
Manhasset Rd
nect
nA
v
Ste
r
ling
Dr
d
te
Wa
lling
T
llin
Existing Bike Lane
N
W
Se
ne
ca
E
S
Pl
0
400
800
feet
well as Old Pineville Road through the entire station
area (1 mile).
Issues/Opportunities:
More east-west streets that connect to South Boulevard
and Old Pineville Road are needed to provide better
pedestrian and bicycle mobility in the study area. The
current large block sizes and vehicular environment
along these two streets discourage these alternative forms
of travel, especially pedestrian travel.
Better north-south pedestrian and bicycle routes are
needed parallel to South Boulevard and Old Pineville
Road. Opportunity to build these routes will come as
commercial properties redevelop along South Boulevard
and Old Pineville Road.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
nS
I-77
ST
ryo
Rd
ns
Cr
os
Old Pineville R
sin
d
g
Na
tio
Rd
4
k
3
ar
2
yb
le
Signalized Intersection
1
1
2
3
4
Wo
o
dla
wn
Rd
Old Pineville Rd
I-77
South Bv
T
LOS Rating Scale
A
B
C
D
E
F
a
Sc
Pedestrian and bicycle
level of service is rated
according to the level
of comfort and safety
offered by the design
features at signalized
intersections,
while
motor vehicle level
of service is based on
motorist delays. Motor
vehicle quality of service
51
t
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 bicyclists, 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 bicycle levels of service.
Excellent
Very Good
Good
Fair
Poor
Failure
N
W
0
T
Existing signalized intersection
Level of Service (LOS)
Pedestrian Bike
E
S
400
feet
800
Woodlawn
Transit Station
and Line
Vehicular
Volume to Capacity Ratio
AM Peak
Volume to Capacity
Ration PM Peak
S Tryon Rd & Pressley Rd
C
D-
.60
B
.80
C
W Woodlawn Rd & Nations
Crossing Rd
D+
E
.68
C
.75
B
W Woodlawn Rd & Old
Pineville Rd
C
C
.80
D
.90
D
South Bv & E Woodlawn
B
D+
.79
D
.86
D
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.
Woodlawn and Old Pineville Roads through SCIP.
Although improved, pedestrian and bicycle crossing
enhancements are still desirable at several intersections. While motorists experience stops and delays
resulting from the close proximity of the Woodlawn
Road intersections of South Boulevard and Old
Pineville Road, the overall quality of traffic condiExisting signalized intersections within the station tions is reasonably good today. Traffic conditions are
area are mapped with the accompanying table listing expected to worsen, however, as station area land uses
Levels of Service by intersection. Pedestrian facilities intensify and traffic volumes in the South Boulevard/
at the major intersections are generally good, except Old Pineville Road corridor continue to grow.
Woodlawn Road and Nations Crossing Road. Most
crossings were recently improved, thanks to work Issues/Opportunities:
done by the light rail project and SCIP. Similarly, Improved levels of service are needed for pedestrians and
some bicycle lanes were recently created, notably on bicyclists.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
t
nS
ST
ryo
I-77
ar
N
24
36
d
Old Pineville R
at
io
ns
C
ros
sin
Rd
gR
d
k
Wo
o
dla
wn
T
South Bv
82x
Rd
30
12
Old Pineville Rd
Issues/Opportunities:
While vehicle level of service and travel times are generally good in the Woodlawn area, expected growth and
intensified development in the future will likely result in
increased congestion on existing streets. Without a more
extensive street network, motorists 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, Old Pineville Road, and Woodlawn
Road. An improved street grid will aid motorists, pedestrians and bicyclists by providing more routes to travel
destinations.
59
yb
le
Present day traffic conditions in the Woodlawn
station area are reasonably good. South Boulevard and
Woodlawn Road have adequate capacity and motorists do not typically experience excessive delays or
stops at major intersections. The recent reconstruction of the South Boulevard and Woodlawn intersection has improved travel and safety by providing
visual cues for motorists and shorter crossing distances
for pedestrians. Pedestrian facilities at major intersections are generally good and bicycle accommodations
are improved, thanks in large part to the work done
by the signature intersection and the South Corridor
Infrastructure Program.
a
Sc
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.
I-77
52
N
W
0
Route 12
Route 36
Route 24
Route 59
Route 30
Route 82x
E
S
T
400
feet
800
Woodlawn
Transit Station
and Line
Public Transportation
Charlotte Area Transit (CATS) offers public transportation service in and through the Woodlawn area with
a combination of light rail vehicles and buses.
Light Rail Service:
Within the Woodlawn plan area, the light rail line
runs between and parallel to Old Pineville Road and
South Boulevard, adjacent to the Norfolk Southern
freight rail line. Light rail patrons are able to access
the line at the Woodlawn station, which is located
near the intersection of Woodlawn Road and Old
Pineville Road. A 386-space park-and-ride facility is
sited east of the transit station on Old Pineville Road.
Light rail service was projected to carry 9,100 passengers per day by the end of the first year of service,
but after three months of service has been averaging
close to 12,000.
Bus Service:
Since the late 2007 opening of light-rail service in
the South Corridor, CATS restructured area bus
service to improve connections with light-rail stations. Currently, CATS provides bus service in the
Woodlawn area with four local bus routes, as shown
on the accompanying map. Routes 24, 30 and 36 are
new routes.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
53
Collinswood
Elementary School
ing
tio
ns
Na
Collins
Park
Old Pineville R
d
d
R
ss
o
Cr
Woodlawn W
Marketplace oodla
wn
T
Rd
Charlotte
Academy
I-77
South Bv
Park and Recreation has no facilities within the area.
However, Collins Park is just northeast of the plan
area.
The Woodlawn Station Area is served by the Charlotte
Fire Department station number 12 based slightly off
South Boulevard, south of Woodlawn Road. No new
facilities are projected.
Rd
Charlotte Park
Executive Center
Public Libraries, Parks, Police and Fire
Public Libraries of Charlotte-Mecklenburg County
(PLCMC) has no facility within the station area.
However, there is a branch library to the north at
South Boulevard and Scaleybark Road.
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.
rk
Education
There are no CMS (Charlotte-Mecklenburg Schools)
facilities in the Woodlawn station area, but the area is
served by schools nearby in adjoining areas.
ba
ey
al
Sc
ST
ryo
nS
t
Infrastructure/Public Facilities
Vanguard Center
Business Park
Seneca Place
Shopping Center
N
W
Seneca Square
Shopping Center
Infrastructure Type
Fire Station
E
S
0
T
400
feet
800
Woodlawn
Transit Station
and Line
Issues/Opportunities
Prior to full development of the area, the need for new
fire and police facilities should be verified.
Water and Sewer and Storm Water Management
Charlotte-Mecklenburg Utilities (CMU) has worked
proactively to replace and install upgraded lines under
The study area lacks public open space and the opportu- the light rail line in anticipation of density increases.
nity to develop small green spaces may be lost without a Many of the upgrades have been financed by SCIP
(South Corridor Improvement Program).
clear goal and funding for such amenities.
City Storm Water Services currently has a project
pending on Briabend Drive, south of Woodlawn
Road and off of South Boulevard.
Issues/Opportunities
Increased density will increase demand on CMU services. With increased density CMU will be able to serve
a larger number of customers per mile compared to a
more suburban setting.
City Storm Water Services may experience an increased
amount of run-off in the overall plan area, due to the fact
that this area is less dense and contains less impervious
surface than the station areas to the north.
Redevelopment of this area should address the quality
and quantity of storm water runoff.
Woodlawn Transit Station Area Plan
EXISTING CONDITIONS
CHARLOTTE-MECKLENBURG
PLANNING
www.charlotteplanning.org
TRANSPORTATION
600 East Fourth Street, Charlotte, NC 28202-2853
PH: 704-336-2205
FAX: 704-336-5123