Development at 203 S Greensboro Needs Less Parking, More Startup Space to Complement Library

Posted on September 19, 2017 by patrick

On September 19, the Carrboro Board of Aldermen will be discussing a proposal to redevelop 203 S. Greensboro St into the Southern Orange County library and several other public uses for Town of Carrboro departments.The current plan significantly over-provides parking and under-supplies useful commercial space in a downtown whose own recent parking study found that there are over 1,280 unused parking spaces in downtown Carrboro (click here, see page 9 of PDF) at virtually all times of day, 365 days a year.

Before moving forward with this plan, the Board of Aldermen should modify the project as follows:

Reduce the overall parking program to 150 spaces, using only the below ground and 1st levels for parking.
Add a minimum of 8,400 square feet to the project on the upper floors that would be leased to private, taxpaying uses
Explore if building more sq footage brings cost per square foot down, especially if building full, flat floors across floors three and four
Pursue a partnership with American Underground to fill some of the space with startups, and/or use a commercial broker to lease the space
Allocate the 150 parking spaces as follows:
1. 20 spaces for use by Town (all departments combined)
2. 130 public spaces (can be used by library patrons, artscenter, town workers, etc as long as they follow parking rules)
Price the parking in the deck to keep 15% of public spaces free at all times, adjusting the price by time of day according to demand. If the deck can have 15% of spaces free without charging at some time of day, parking should be free in that time period.

Why The Aldermen Should Take These Steps

Let’s unpack these moves one by one.

1. Reduce parking to 150 spaces. Here’s the ground floor of the proposed building. South Greensboro Street is to the left, Open Eye Cafe is be directly above the building. The ground floor of our new signature Town building would be a 14,000-odd square foot library and 19,000 or so square feet of parking. As you go up, the pattern remains this way- about 33,000 sq feet of development of which 58% is parking and 42% is everything else. The below ground floor is 80% parking. This is just too much. If you look at the total program proposed, it comes out to 5.4 spaces per 1000 gross square feet (GSF) of building. To put this in perspective, malls and big box stores generally provide 4 spaces per 1000 GSF. After the administration in Washington signaled its intent to pull out of the Paris Climate accords, Carrboro put green lights up on Town Hall to signal its commitment to climate action. If we are going to build more parking for our public buildings than Southpoint Mall builds for its shoppers, then I would suggest we take those green lights down and stop pretending we’re committed to fighting climate change. A lot of communities don’t even have parking requirements downtown anymore (i.e. Durham) because they are working to help people use more sustainable travel modes by not subsidizing auto usage.

14,390 square ft of Library, 19,000 square feet of parking!

2. If we took out two levels of the parking deck, according to the cost per square foot and cost per space of parking for the Town in the June 20th presentation, we could add 8,400 square feet of space and pay the same amount to build the building as if we built 55,000 square feet and two more levels of parking. However, we would have more space to lease that would hopefully bring a return on investment to the Town over the years.

3. The cost of this building is projected at $250 per square foot. I am not sure if this is high, but the irregular shape of each floor to wrap around the parking deck may be driving the cost up. The Board should seek advice from Jim Spencer, the architect, on whether having more conventional floor plates on the third and fourth floor in lieu of parking would bring the overall cost per square foot down. If so, then the Town could consider even more square footage that could be rented to the private sector.

4. Pursue a partnership with American Underground. For those who don’t know, American Underground is the wildly successful startup incubator in the basement of the American Tobacco Campus in Durham which has since expanded to two more buildings in Durham and one location in Raleigh. Now that Carrboro has direct bus connections to Durham with stop one block from 203 S Greensboro and one block from American Underground(AU), it’s a great time to leverage a lot of the common cultural affinity between Carrboro and Durham and see if AU is interested in establishing a “Western Outpost” for their ecosystem in Carrboro. We may be able to offer less costly expansion than the increasingly expensive office space market in Downtown Durham, while still offering many of the amenities that both downtowns share.

5. Allocate the 150 spaces as follows: 10 for town employees, 140 public spaces. The current proposal has 30 spaces for Parks and Rec. If the Town wants to get businesses in downtown Carrboro to get their employees to stop using up public parking that visitors and customers could use, they should lead by example. Last year, a delegation from Chapel Hill and Carrboro visited a very successful mixed use project in Boulder, Colorado that had multiple users using one parking garage called Boulder Junction.

Boulder Junction in Boulder, CO has its parking Shared, Managed, Unbundled and Paid

Boulder Junction’s parking operates on four principles: it is shared, managed, unbundled, and paid. “Shared” means that any person can use any space; there’s no “parking for XYZ business only” signage. “Managed” means that there is a strategy for how the parking is to be used, and an entity providing policy and enforcement to ensure the strategy is carried out. (in this case, the city of Boulder) “Unbundled” means that if you rent space in the building, you are not automatically allocated a parking space- you must also rent spaces individually as well, whether you rent by the hour, day, week, or month. Finally, “paid” is relatively obvious. While the Carrboro Parking Study’s chief failure is no mention of the word pricing, the Town actually went ahead and priced the Rosemary Street lot by Carrburritos and Bowbarr recently, so we’ve crossed the Rubicon and now charge for parking in Carrboro. So let’s do it right. Let’s start where we are as a Town, and implement a system that lets the first 2 hours (or 3! or 4! or whatever we decide!) be free, and only thereafter charges the user. This system is deployed in the North Deck at the American Tobacco Campus in Durham, and people can pay using the Parkmobile app. It’s convenient, promotes turnover, prevents park and ride in inappropriate places, and allows for parking to be free as long as it makes sense.

Taking these four principles, a purist approach would put all 150 spaces into this system. But the Town has storage for some departments in the basement, and there are probably some needs for moving equipment in and out of the building for key events that should have those spaces reserved for town staff. But ten spaces should be enough.

Beyond those ten spaces, the Town should be encouraging downtown employees to park on fringe lots and either walking, biking, or busing to the core sites downtown (203 S Greensboro and the Century Center).

On page 20 of the parking study, you can see that VHB documented 151 cars parking for over 7 hours in our “2-hour stay” public lots. VHB estimates that 50 to 60 of these are town employees, and another 90 to 95 belonged to other downtown employees or UNC students stealth park-and-riding to campus.

I’m sure town employees who currently enjoying parking downtown may be disappointed with this recommendation. But hopefully they recognize that if they can park a little further away, they can support vitality for downtown businesses, and get a few more steps in to finish their commutes, or snag a CHT bus from a lot a little further away.

6. Price the deck for 85% occupancy. This is considered a best practice in the parking industry. If you set the price so that 15% of spaces are empty, then you can pretty much guarantee that with people coming and going, you will ALWAYS find a space at your destination. No more circling and hunting for a space. If demand for spaces is such that 15% of spaces are empty even if the price is free, then that’s what you charge – $0. Based on the Carrboro Parking Survey, it appears weekday lunch hours represent the greatest crunch given our current conditions. In this case, the parking at 203 S Greensboro might have a charge at lunchtime, but not earlier or later in the day. We’d have to set up the system and see. That said, once the system is up and running, businesses could opt in, just as they did in Asheville.

If you take these steps together, and only add the 8,400 square feet while reducing to 150 spaces, you still get a parking ratio of 2.4 spaces per 1000 square feet, which is higher than many downtowns like Carrboro require today. That’s a reasonable outcome to transition downtown away from auto dependence and towards greater economic vitality, while also delivering needed Town office space and the library everyone wants to see happen.

It’s time to do parking pricing right, on the Town’s terms, in a strategic way that balances our goals and puts us on a path to unlock the 1,280 spaces that are tied up in 140+ individual lots, while raising money for alternative modes. This worthy project is the place to start that new effort.

If you agree, please let the board know by emailing boa@townofcarrboro.org.

Carrboro Parking Study Gathers Good Data, But We Need to Start Charging for Parking at ONE Lot

Posted on April 24, 2017 by patrick

On Tuesday night, the Carrboro Board of Aldermen will take up a resolution to turn the recently completed Carrboro Parking Study into a plan for downtown parking. When they do, they should recommend some additional actions to town staff beyond those in the study.

Those additional actions are:

To initiate steps to begin charging for parking at the Rosemary Street lot (on the corner of Rosemary Street and Sunset Drive) as soon as possible, using new parking technology like Asheville already has, with prices that vary according to demand, including the price dropping to FREE when demand will not keep the lot 85% full. A Request for Proposals from parking app/technology vendors may be appropriate.
To invite downtown businesses with significant parking capacity and light usage to put some of their private spaces “in play” as part of the public pool of priced spaces. This is also a feature of the Asheville system, which allows businesses to make their spaces public when they are not using them.

Why are these actions needed?

There are several good recommendations in the Carrboro parking study conducted by VHB. Those recommendations include making parking signage consistent, and installing Walk Carrboro wayfinding signs to let people know it is a short walk to downtown destinations from less centrally located lots like the Town Hall lot.

The study also clearly states that no new parking needs to be constructed in the next five years because of how underutilized the existing supply is due to so much of it being limited to single use parking within private lots. It’s great that the study made this clear, as it is the most important finding.

However, the primary recommendation, which the VHB staff called out in bold, saying “The significance of this initiative cannot be understated,” – is encouraging shared parking arrangements among downtown businesses. There’s only one problem with this key strategy- it’s been available to us for decades, and basically nothing has happened. There’s nothing about this study that makes it more likely to happen. Will the town Economic Development director spend more of their time trying to establish these agreements? Will the town transportation planner, a position that has just been vacated? Unlikely. Both of those positions have a big purview already.

The town of Carrboro should not waste time trying to play matchmaker between business A and B, or businesses C, D and H. Instead, it should establish a paid parking system that works for public lots that allows individual businesses to add some number of their private spaces to the public system. This expands the number of spaces available to the public without needing to build new public spaces.

But Carrboro Just Isn’t Ready to Charge for Parking!!

I’ve heard this, over and over again, for the 16 years I’ve lived here. But then DC, DW and I went to eat at Al’s Burger Shack last week and saw this:

Yes, Chapel Hill has put in a new parking lot, right next to the Rosemary Street Lot owned by Carrboro.And here’s the kicker:

Yup, Chapel Hill is charging hourly. 3 feet from the free Carrboro lot. Guess how full the Rosemary Carrboro lot is going to be if we don’t put a price on it? Spoiler: VERY. This lot was among the fullest in the data from VHB, but with a new paid lot from Chapel Hill immediately adjacent, everyone who wants to park in that lot will try the Carrboro one first unless we equalize the pricing. This is why moving to a parking pricing program for Carrboro that allows businesses to put spaces into a public pool makes more sense than ever.

It’s time to charge for some of our parking, and provide a system that businesses can join. This is evidence that our downtown is a valuable and cherished place where people enjoy spending time.

Carrboro Needs a Comprehensive Plan, and The Aldermen Should Put Money in the Next Budget To Create One

Posted on January 22, 2017 by patrick

Carrboro needs a new Comprehensive Plan, and an entirely new Unified Development Ordinance. The Carrboro Board of Aldermen should take the first step towards these goals by putting money in the town’s Fiscal Year 2018 budget to create such a plan.

Last year, my most widely read posts on CityBeautiful21 were about one subject- the proposed Lloyd Farm development, a crappy 20th century strip mall concept that greatly underused the site and missed the mark in many ways. I’m not going to rehash the problems with the proposal, but anyone who wants a rundown can read my final piece before the vote here.

Instead, I’m going to discuss the two things that Carrboro lacks that likely would have prevented the Town from taking FIVE YEARS to reject a bad idea.

Those two things are:

A lack of a Current Comprehensive Plan or Vision document with appropriate geographic specificity
An outdated and piecemeal-amended Unified Development Ordinance that draws its core values from the ideas of the late 1970s, that does not reflect the challenges and opportunities present in Carrboro today.

Quick Review: What’s A Comprehensive Plan? What’s a Unified Development Ordinance?

Simply put, a Comprehensive Plan is an overall policy document for a city or town that describes the type of community the city or town seeks to become in the future. A Comprehensive Plan usually has many subsections with goals for each including items such as Land Use, Transportation, Economic Development, Parks and Recreation, Social Equity, Environmental Quality, and so forth. Truly excellent plans try to address the places where goals for each of these topics may conflict and accurately frame the tradeoffs inherent in those conflicts.

A Unified Development Ordinance is the nitty-gritty, detailed set of rules and regulations that govern how buildings, streets, sidewalks, telephone poles, plantings, trash bins and just about any other physical element of the community you can think of gets laid out on the ground when it is built.

Lack of a Current Comprehensive Plan or Vision Document

It is worth nothing that while the town does not have a Comprehensive Plan, Carrboro does have a Vision document, called “Carrboro Vision 2020.” It was adopted quite a while back, in 2000, and it is a vision for the whole town. Some of the policies are quite good. Here are a few:

2.22 Where development is deemed acceptable, there should be well defined dense
development with areas of well preserved open space.

Another:

2.41 The town should support the evolution of a downtown district that embodies
Carrboro’s character. The downtown district should have medium-rise buildings
appropriately sited with adequate public access, and it should provide shopping
opportunities that meet our citizens’ everyday needs. The downtown should
remain a center for the community where people work, gather, shop, socialize and
recreate. The Century Center should serve as a focal point for the downtown.

And another:

4.41 As a general policy, established roads should be widened to accommodate bike
lanes and sidewalks, but not to provide additional lanes for automobiles.

It is terrific that Carrboro has a policy document like this, and the 300 East Main development in downtown is evidence that this policy is being applied in at least part of downtown. But while it is great that we have such straightforward, intentional statements for downtown, it is clear that “well defined dense development” is nearly the opposite of what we got at Lloyd Farm.

An Outdated Unified Development Ordinance (UDO)

Generally speaking, if you want to build something that positively adds to the town’s urbanity, amplifying the “life-on-foot” feel that makes downtown Carrboro such a great place, you need to jump through all sorts of hoops, extra public hearings and special use permits to get it built. When you want to build something that turns inward, away from the street, and doesn’t contribute much to the public realm in Carrboro, you can usually get a building permit pretty quickly under our 1970s suburban ordinances. Under these conditions, you’re counting on the quality of the vision of the developer to give you something other than a terrible outcome.

While once in a blue moon we get a solid outcome like Shelton Station, we usually get an urban failure like the Park Slope development. What’s wrong with Park Slope? Several things, but the worst thing about it is that the Town did code not require Park Slope to build a piece of sidewalk on South Greensboro St along the front of the Park Slope property.

No Sidewalks At Park Slope (right side, with little red signs on white posts) on S Greensboro St

What’s particularly sad about this outcome is that residents have been advocating for several years to get a sidewalk on South Greensboro Street. If the Town had required a sidewalk here, and the new South Green development had been required to build more sidewalk to connect to it, the Town would be much closer to having a sidewalk from downtown to the base of the South Greensboro, and the private sector would have been a partner in helping to make that connection.

Instead, the town is having to compete with Durham, Chapel Hill, and Hillsborough for limited Congestion Mitigation and Air Quality (CMAQ) funds at the DCHC-MPO to build a sidewalk for $400,000. Carrboro should be getting developers to participate in building our sidewalks on major arterials, so that we can request CMAQ funds for things that are greatly needed but unlikely to be funded by developers, like future phases of the Morgan Creek and Bolin Creek Greenways.

So why exactly didn’t the code require sidewalks here? It’s not entirely clear to me, but the reason may be in Article XIV (the Streets and Sidewalks section) of Carrboro’s current UDO.

In subdivision developments that abut a public street, sidewalks shall be con-
structed adjacent to such street if a sidewalk in that location is required by the officially adopted town sidewalk master plan. Whenever possible, such sidewalk shall be constructed within the public right-of-way.

I put a few words in bold above. Carrboro does have an adopted Bike Plan on their website, but I did some Googling and Carrboro does not seem to have an officially adopted sidewalk master plan. That seems to be a big hole weakening the connection between what we want to happen and our requirements to deliver our desired future.

There’s also some text in other parts of Article XIV that states:

The permit-issuing authority may reduce the sidewalk requirement for subcollector streets
meeting the alternative street standard from both sides to one side of the road if:
a. The development contains a parallel system that is integrally designed and provides pedestrian access to the interior of the site;

This is great for the people who live in Park Slope, but not good for anyone who doesn’t live there but needs to walk by Park Slope. It’s also very consistent with the idea that paths are for walking within developments, and presumes you will never need to walk out of the development because you will drive to anywhere else- a very 1970s view of the world.

Our Regulations Aren’t Working For Us (Or For The Developers)

With five years to get to “No” on Lloyd Farm, and missing the chance to have developers build sidewalks on a street where we ARE approving development and are applying for public funds to build sidewalks, it’s clear that our directions to the development community aren’t clear enough about our desires and our ordinances aren’t organized to require the pieces of town infrastructure we need.

If Carrboro doesn’t change its approach to development proposals, what happened with Lloyd Farm will happen again, and what happened with Park Slope will happen again.

Our ordinance is full of band-aids with amendments in 1998 or 2003 still trying to address thoughts from the 1970s and the 1980s in 2017. The world has changed, our towns opportunities and challenges have changed, and so should our development regulations to be more specific about the future our town needs and desires. It’s time to throw the old stuff out and start fresh. Want to see what a modern UDO looks like? Check out Raleigh’s – complete with pictures to make it easy to understand for residents.

From the point of view of the development community, I’m sure they would like to propose projects that generate less fractious debate and have a better chance of being well-received by residents. A clearer code could be a win-win where Carrboro residents see more changes in town that complement their vision for the future, and developers can approach projects with more certainty about outcomes.

What The Aldermen Should Do

On January 24th at 7:30 pm, there is a public hearing on budget priorities for the upcoming year. I’m requesting that the Aldermen put in funding to hire a consultant to support the Town Planning staff in developing a new Comprehensive Plan for Carrboro and a completely brand-new UDO. Please join me in making this request. You can attend in person, or tell the Aldermen “We Need a Comprehensive Plan!” by emailing boa@townofcarrboro.org.

2016 Year End Stats for CityBeautiful21

Posted on December 27, 2016 by patrick

Compulsory Town Logo Shot

With a few days left in a year like none other, I’ve assembled my annual stroll through the site statistics for CityBeautiful21. A few highlights:

More posts! Last year, Iamented only posting 8 times in 2015. I posted 16 times this year. Improvement!
Total pageviews this year: about 10,700. 85% more pageviews than last year.
Average pageviews per post was about 725 in 2015. This year, I reached only 669 per post, but that’s hiding some wide variation. See the popular post item below for the tale of the tape.

Most Popular Posts

The Lloyd Farm piece at number 1 blew away everything I’ve previously written on this site. It was a read a lot locally for a day or two, but then within the national urbanist blogging scene, it went viral. It got picked up by Reddit’s architecture forum and got put on the front page of The Direct Transfer, and cracked the top three articles the day it was posted. It then got featured on the mega-urban DC blog Greater Greater Washington as well.

Most Common Referring Websites

1,704 from search engines, 95% from Google
1,699 from Facebook.
812 from Twitter.
699 from Reddit
174 from Greater Greater Washington

More Comments!

Most enjoyably, this was the blog’s best year from comments. Ray and BlakeR were among the most frequent, and I’m glad to have their contributions, and those from everyone else who weighs in.

Keeping Up With CityBeautiful21 in 201&

To all of you who read regularly, first and foremost, thank you! I appreciate your readership and your comments, be they on the blog or via email.

If you’re interested in keeping track of new posts when they hit the blog, there are several ways to do so:

The Email Blast – the easiest way to ensure you get every post from CityBeautiful21. Proceed to the Home Page, and look for the Subscribe Link at the upper right! Your email will NEVER be shared with anyone else, for any reason, period.
Facebook – You can “Like” CityBeautiful21 on Facebook, where I now post direct links to every new blog post.
Twitter – Follow me @CityBeautiful21

What’s coming in 2017? I’m not entirely sure, but Carrboro is likely to face another decision on the ugly property on the corner of N Greensboro and Weaver Streets, and I expect there will be more discussion about the future of the Lloyd Farm property. A new hotel could arrive behind the ArtsCenter, or at least go under construction. Meanwhile, Carrboro still deals with each of these items lacking a comprehensive plan and a zoning code that had its DNA formed in the 1980s, which steers us towards a suburban default in most of our outcomes unless a really progressive developer appears and does something better by working harder.

My biggest hope for 2017 is that the Board of Aldermen will put money in the 2017-2018 budget for a Comprehensive Plan effort that will ultimately replace the current zoning and development ordinance in town with something updated, modern, more predictable, and more urban. You can expect me to talk about this more in the coming months.

As always, drop me a line if you have a story idea or a question.

Best wishes to you all for a healthy and happy 2017,
Patrick

Roundabout Being Considered for Estes Dr and Greensboro St Intersection

Posted on October 17, 2016 by patrick

Did you know that NCDOT is considering removing the traffic signal at the intersection of Estes Drive and North Greensboro St in Carrboro?

There will be a drop-in meeting Monday, November 14th at from 4 to 7 pm in the Carrboro Town Hall Board Room.

Study Area for Potential Roundabout

Roundabouts have significant safety benefits as their design reduces 32 potential conflict points for cars to only 8, and 24 conflicts down to 8 as well for pedestrians- when compared to a standard 4-way intersection.

This intersection also provides a link to the Frances Shetley Greenway, so hopefully there will be an excellent bicycle interface between the two facilities. Make sure to stop by Town Hall on Nov 14th!

Carrboro Now Has Express Bus Service to Durham! Here’s How to Use It

Posted on August 9, 2016 by patrick

Route 405 Arrives In Carrboro (Photo Courtesy of Alicia Stemper Photography)

Monday, August 8th was an exciting day- for the first time ever, we now have direct regional bus service to and from Downtown Carrboro! GoTriangle Route 405, which currently runs between Chapel Hill and Durham, will be extended into Carrboro and will provide service during rush hour between Carrboro and Durham. A big crowd was on hand Monday morning to greet the new buses. Here are the key things to know about the new Route 405:

There will be seven departures from Carrboro to Durham every morning, with the earliest at 5:45 AM and the latest one at 8:41 AM. There will be seven return trips in the evening with departures from Durham to Carrboro between 3:30 pm and 6:30 pm.
GoTriangle buses will make two stops in Carrboro: one at Collins Crossing/Abbey Ct, and the other at the Weaver St Realty/Jade Palace pair of bus stops downtown.
Route 405 will provide a direct, one-seat ride to the Duke West campus and Duke Hospital area along Erwin Rd, the American Tobacco Campus, and to downtown Durham.
The regular cash fare for the bus is $2.25 for a one-way trip. Discounted multi-ride tickets are available, and employees at Duke, American Tobacco (read far down page), and other major employers are eligible for a prepaid GoPass from their employer.

The Schedule as of August 2016:

Carrboro to Durham (morning)

Durham to Carrboro (afternoon)

Things Carrboro Residents Can Do With Route 405, Part I – Catch the Early Amtrak Train to Charlotte

Prior to Route 405’s extension, the only way to get to Durham by transit in the morning from Carrboro was riding Chapel Hill Transit and then catching Route 405 into Durham. However, the morning train to Charlotte (Piedmont #73) leaves Durham at 7:19 am, and the F, J, and CW routes all don’t start early enough to connect with the 405 in Chapel Hill to make the connection. With 405 beginning in Carrboro, there are now TWO departures from the Jones Ferry/Collins Crossing stop at 5:45 and 6:15 am which both will get you to Durham Station in time to catch the early train. The same two trips also pick up in Downtown Carrboro at Weaver St Realty at 5:48 and 6:18 am, respectively.

Things Carrboro Residents Can Do With Route 405, Part II – Grab Breakfast in Downtown Carrboro and Ride To Duke/Durham With Ease

A trip I have tried to make many times in the past but was too challenging goes like this: I would be headed to Downtown Durham for work, and thus need to transfer from a Chapel Hill Transit bus from my neighborhood in Carrboro to GoTriangle. SInce this switch needed to occur in downtown Chapel Hill, if I wanted to grab breakfast at Weaver St, Neal’s, or anywhere else downtown- I would need to catch three buses to make it work:

Bus 1: Neighborhood to Downtown Carrboro
Bus 2: CHT bus from Downtown Carrboro to Downtown Chapel Hill
Bus 3: GoTriangle bus to Durham

The CHT buses that you can take to make the second trip (CW, J, and F) sometimes have big enough gaps between them between 7 and 8 am that with the old schedules/routes, you’d be rolling the dice that you’ll miss your connection and be late to work in Durham. Route 405 stopping in Carrboro solves this dilemma neatly by eliminating that middle bus trip.

Imagine you live up North Greensboro St near the intersection with Hillsborough Rd, and work at the American Tobacco Campus. The F route leaves N Greensboro at Morningside Drive at 7:38 am and reaches the Century Center stop (across the street from WSM) at 7:42 am. You can take the F bus, and have 30 minutes to get coffee or breakfast on the WSM lawn and then stroll over to the Weaver St Realty stop at 8:10 or so. At 8:14, GoTriangle 405 comes by and reaches Durham Station at 8:55 am, and you walk right into American Tobacco by 9:00 am.

Prefer breakfast in downtown Chapel Hill? Don’t worry, that still works too. Just keep riding any CHT route to Franklin St, get food there, and board 405 at the Carolina Coffee Shop Stop.

Things Carrboro Residents Can Do With Route 405, Part III – Get a Beer With Friends After Work in Downtown Durham

With departures on the half hour from 5:00 pm to 6:30 pm, if you work in Downtown Durham, it’s easy to stop by the lawn at Bull McCabe’s, West End Wine bar, or even Bull City Burger or the Pinhook as long as you plan your walking time well. What if everyone wants to go to Fullsteam? No problem. You can catch GoDurham Route 4 right by Fullsteam & MotorCo at 6:17 pm, which will bring you to Durham Station with 5 minutes to spare to switch to GoTriangle 405. You’ll be back at Jade Palace in downtown Carrboro by 7:13 pm.

What About Getting To/From Carrboro By Regional Bus Outside of Rush Hour?

While Route 405 now provides direct access to Carrboro during morning and evening rush hour, you can still travel between Carrboro and Durham during the midday and evening by transferring between Chapel Hill Transit Routes J, CW, F, CPX, or CM- and GoTriangle Route 400. Route 400 covers all of the same stops as Route 405, but makes a few extra stops in Durham near the Patterson Place shopping center. Route 400 was also upgraded this week as midday service went from once an hour to once every 30 minutes. After 7:00 pm, Route 400 runs hourly until the last departure leaves Durham Station at 10:00 pm, getting to the Varsity Theater in Chapel Hill at 10:33 pm.

Route 400 runs every half hour on Saturdays between 7:00 am and 6:00 pm and once every hour on Sundays. Additional Hourly service is provided Saturday evenings between 6:00 and 10:00 pm. View the Route 400 Schedule here.

Biking to Route 405, and Bringing Bikes On Route 405

Bike Rack on GoTriangle Bus

Like all GoTriangle buses, the Route 405 vehicles have a bike rack that can hold two bikes on the front of each bus. If you’ve never tried to use a bike rack on a bus before, I recommend viewing this 2-minute video from AC Transit in California. The rack they use is exactly the same style as the ones found on GoTriangle and Chapel Hill Transit buses, and the camera angles are really good at showing how it works.

If you find that the bus you want to ride already has two bikes in the rack, and you can’t wait for the next bus, it’s best to lock up your bike and pick it up later in the day. There are lots of convenient bike parking locations in downtown Carrboro- zoom in on the intersection of E Main St and E Weaver St in the map below for bike parking convenient to the Weaver St Realty Bus Stop.

Real-Time Information

Another tool you can use to make using Route 405 and Chapel Hill Transit even easier to use is the real-time bus locator app made by Transloc, which works on IPhone and Android phones, and can track all seven transit systems in the Triangle.

To learn more about Transloc, check out this video:

Good Luck!

Happy riding! That’s all the tips and pointers I have for now. Have questions about some aspect of the service I didn’t cover? Tried planning a trip and aren’t entirely sure that you have the best trip for you? Add a comment below or drop me an email; I’ll see what I can do to help.

Carrboro Greenways Have Great Tree Canopies

Posted on July 14, 2016 by patrick

I took a ride on my bike recently to check out construction progress on the Bolin Creek Greenway extension under MLK Blvd in Chapel Hill. In the late afternoon, it was 93 degrees with a heat index of 97, and biking along West Main St and North Greensboro St was pretty uncomfortable, heatwise. Fortunately, I got two big doses of shade as I rode on both the Frances Shetley Greenway and the Wilson Park Multi-Use Path during my trip.

The Shetley greenway, a facility that has been in place for more than twenty years, has a tree canopy covering the path from both sides.

Shetley Greenway Shade Near Carrboro Elementary School

Here’s the view of the Wilson Park Multi-Use path, looking down towards Estes Drive, riding from Wilson Park. There’s more light here, as this path has been in place less than ten years. Still, the path has more shade than sunlight for most of its length.

Wilson Park Multi-Use Path Headed Towards Estes Drive

Finally, in Chapel Hill, I reached the latest phase of the Bolin Creek Greenway that is presently under construction between MLK and Umstead Park. Here are two photos of segments of the trail that are already finished:

Bolin Creek Trail Extension Summer 2016 – picture 1

Bolin Creek Trail Extension Summer 2016 – picture 2

In both of these photos, even with construction finished recently, there is significant shade in both locations and trees arching over the path. If you’re looking for a safe place to get some exercise with friends and family this summer, and want to beat the heat a bit, check the finished greenways out and enjoy!

Lloyd Farm: What Happens When You Let a Grocery Store Chain Do Urban Design

Posted on June 27, 2016 by patrick

After several years of hearing suggestions for improvements from adjacent neighborhoods, elected officials, advisory boards and citizens from all over Carrboro, the folks at Argus Development have submitted plans for what they have always wanted to build here – a grocery-anchored strip mall. I first wrote about this project in 2014, nearly 18 months ago, and have talked to many Carrboro residents about it since. Very, very little about the proposal has changed and its chief flaws dating back to 2014 remain mostly unaddressed.

If I was a member of the Carrboro Board of Aldermen, I would vote to deny this rezoning application.

The most recent site plan attached to Tuesday’s packet is below. If you look at the link above to my prior post, you’ll see little has changed in 18 months. I’m going to list several shortcomings ahead of the image below.

The overall design of the site is simply too suburban, which makes it hard to redevelop into something better in the future. Some of the suburban features damaging this site layout in particular are the gently curving road from the top of the site the area down by the two stores surrounded by stormwater detention ponds. This roadway geometry and lack of buildings along the side of the road will encourage speeding through the site by cars.
Tax base efficiency for the town. This design incorporates several of the low-value per acre approaches documented in the 2014 presentation by Urban 3 to the Chapel Hill-Carrboro Chamber of Commerce (click to see slides-they’re EXCELLENT!). In a town with a rural buffer, we need to do our best to maximize our tax value per acre on parcels inside the buffer to produce a better balance between commercial and residential tax base in Carrboro, and that means building up in a denser format. The site design for this plan incorporates the limited value proposition of the Timberlyne Shopping Center and the “Older Outparcel Format” on slide 18 with parking completely surrounding a building, providing a much lower value per acre (in this case, about $950,000/acre) than more urban building types such as the Hampton Inn in downtown Carrboro. (Over $33 million per acre!). Go to the final slide and look at the comparison of mall or strip development per acre with mixed-use at 3 and six stories. The Lloyd Property should be in the categories on the right hand side of the chart; instead, it is mostly in the strip mall category, with limited tax base per acre developed and a design that locks that in for probably 30 or more years.
The massive parking field in front of the Harris Teeter grocery store. I don’t think I have had a single conversation about this project that doesn’t involve someone lamenting the massive parking lot fronting the grocery store, and how much better it would be to have something more akin to Southern Village instead. This suggestion has been made repeatedly to the applicant, and they have done nothing to engage with this community request in their design. The most likely reason is that their client, Harris Teeter, has probably sent some middle management person to the site who looked around and said “yup, this looks suburban, it must have the suburban standard site layout,” which comes with a checklist that says, more or less- “if we can’t have all the parking right in front of the store in a massive parking field, the store will not make money. Our customers are simply too stupid to figure out how to use our stores otherwise.” Harris Teeter’s own store at North Hills in Raleigh shows this isn’t true, but since the corporate grocery office has labeled this “suburban” rather than “urban” they are shoving the standard design down our throats. Let me say that again another way- one of the most significant undeveloped parcels in Carrboro is being designed primarily around the needs of a checklist in a major grocery store corporate office, not the town’s needs and goals.
The two water detention ponds with the two outparcel sites featuring a triple drive-through (worst kind of drive through!) bank and another retail site are a pretty irreversible suburban set of uses that work to prevent a future urban street grid from being installed while also only supporting low-intensity uses.
No public gathering spaces. There are two locations titled “Plaza Lawn” on this drawing. Neither of them are likely to be used by many people and become the beloved community space that the Weaver Street lawn is. One Plaza Lawn (bottom left) is going to be nearly empty, all the time. With no adjacent uses other than parking, and a walking path to Old Fayetteville- the side of the site featuring the least pedestrian traffic, there’s no reason to be here. The Plaza Lawn in the curve near the top center of the site will have high-speed traffic on one side, and a retail/restaurant space on the left side. Perhaps there may be some spillover here if this is a restaurant, but if it is a retail store, this will just be another grassy berm that goes unused. Looking at these two sites plus the big green swath of land between the road and the detention pond north of the senior housing, there was plenty of space in this site to create a village green surrounded by active uses, but the parking for the grocery store was too important. Are you one of the folks who was really interested in a gathering spot, or are you interested in learning more about the failures of American “plazas,” and why the Lloyd Farm “Plaza Lawns” fail in the same way? Check out this neat piece by Neil Takemoto on the difference between Americanized “plazas’ and Italian “Piazzas.”
Age-restricted housing. My most recent post on Lloyd Farm covered the issues with Senior Housing instead of housing for all ages. Click here to read why going from apartments to age-restricted housing presents a dilemma when it comes to equity issues in housing.
None of the buildings have any relationships with the streets. They have relationships with the parking lots. This means that it will be harder to tear these buildings down and replace them with more dense development in the future, effectively restricting the future economic capacity of one of our limited commercial zones.
Virtually all of the commercial buildings are one story. Orangepolitics ran a great piece recently on how we don’t have space to receive small and growing companies, and we can’t get ANY of these buildings to have a second story with some space for the next business that breaks out of an incubator to move to?

Lloyd Farm Plan April 2016

In closing, I’m going to share a few comments from the advisory boards that I thought were particularly good:

Add multistory mixed use development with ground floor commercial with residential
and/or office use above, and increased clustering of buildings relative to the current site
plan. Consider the model of Southern Village. The current site plan has too many
buildings too far apart with too much separated parking. Building up and clustering
would reduce impervious surface and therefore more effectively address stormwater
runoff and flooding issues. – Environmental Advisory Board

And…

The Board recognizes the need for senior housing in Carrboro, but is disappointed with
the lack of affordable or workforce housing. We would like to see some of the senior
residences made available at workforce rates. A payment-in-lieu should be required as a
condition of the rezoning.- Planning Board

And…

The Board strongly suggests that the final plan reverse the positions of the grocery store
and the buildings facing it. The intent is to reinforce a residential buffer. It would also
serve to decrease the distance between the grocery store and the senior housing.
The rezoning should include conditions regarding architectural standards, including
uniformity of materials and setback of taller buildings in proximity to residential areas,
which mirror the Downtown Districts. The conditions suggested by the Applicants should
also be included, however condition #1 should be amended to reflect the change in
positions of the grocery store and the facing retail buildings.

It seems pretty clear that the rezoning is the last chance to get any improvements to the design or reconsideration of strategies, and I hope the Board signals that this proposal should not proceed unless these issues are addressed. Given we’ve been at this for 18 months formally and longer informally, I’m not terribly optimistic that we’re going to get much better by giving them a green light.

In closing, I want to acknowledge that I think that development processes that don’t make it clear what the community wants and expects make it harder for developers to come to reasonable win-win outcomes for the community. I understand that the proposed investment at this site is a big deal, but I also think a superior project would offer better upside for the town and the developer if they could get past the inflexible approach to the parking on the grocery store and the other conventional mid-to-late twentieth century design approaches they are taking to the site layout and organization. Honestly, I feel like the investors and the Town are leaving profit and taxbase on the table to cater to the checklist at the Harris Teeter corporate office.

Given that we already have a Harris Teeter with a dangerous, pedestrian-hostile parking lot in Carrboro, and that these folks don’t seem to have incorporated much of what the community is asking for, I think that denying this rezoning is reasonable, and that the town should then turn to establishing a process that the TOWN leads to establish what type of development is appropriate for this site. We can (and should) do better.

At Busiest Time of Day, Downtown Carrboro Has Over 2,000 EMPTY Parking Spaces

Posted on June 14, 2016 by patrick

Yes, you read that right. There are usually 2,000 (or more!) parking spaces empty at all times in downtown Carrboro. But we don’t have a way to allow private businesses to partner seamlessly with each other and the town to make these spaces available to the public in a way that balances individual lot owner goals and overall access goals for the downtown, so these spaces go unused when they could be more full.

Until we figure out how to address this untapped parking capacity for the benefit of business owners, the Town, and residents, there is absolutely no reason to build another parking space with public money in downtown Carrboro. It represents a massive opportunity “hiding” in plain sight.

In February, the consulting firm hired by the town to conduct the parking study, VHB, reported the following:

The Town of Carrboro owns 359 public parking spaces in 3 lots
The Town of Carrboro leases 356 public parking spaces in 5 lots
Private Property owners control 3,333 private parking spaces in 145 lots
Total Downtown Parking = 4,048 parking spaces
Carrboro’s parking supply is 82% private spaces and 18% public spaces

Lunch Time is Crunch Time

VHB conducted parking counts and determined that peak usage for parking lots overall occurred between 11 am and 1 pm.

Parking Occupancy In Downtown Carrboro By Time of Day

As you can see, the public parking spaces (the combined blue and red area) are more uniformly full, while the private spaces vary greatly. It’s also worth noting that the town leases or owns 715 parking spaces in total, and these counts never get above 500. So our public parking system still has capacity at all times of day.

This second chart by VHB shows how much capacity is available in terms of public, leased, and private spaces.

Parking Utilization By Type

Parking Availability Varies by Block and By Lot

VHB put together two helpful maps showing parking occupancy by block and by lot. Here it is by block, with publicly owner or leased facilities emphasized. For example, the dark green rectangle to the right of the letters 300 E Main is the parking deck by Hickory Tavern/Hampton Inn. It’s clear that parking, while still having capacity, is most scarce (up to 85% full) in the Carr Mill Mall section in the middle.

Downtown Carrboro Parking Utilization by Block

When you break parking availability down by lot, you see much wider variation in how full the lots are.

Downtown Carrboro Parking Supply By Lot- 11 am to 1 pm

Still, three of the public lots, including those on Laurel and West Weaver St near PNC Bank, are close to half empty or have greater than 50% of their spaces available. Even the large lot just south of Open Eye Cafe shows at least 30% vacancy at lunch time. The small lots by Friendly Barber are tapped out, as is the lot by Carrburritos and Bowbarr on Rosemary. The parking deck also shows at least 30% vacancy.

What The Green Means – Opportunity

But look closely at the green lot in the middle towards the bottom, just a little bit below the “W” in the “E Weaver St” text. I’ve circled that lot in PURPLE. (click the image to make it bigger)

This is the Bank of America Lot. It has 25 regular spaces plus some for people with disabilities. What the parking study is telling us is that at the biggest crunch time for parking, a lunchtime rush hour, when a lot of people come to downtown Carrboro to eat at restaurants, with Tyler’s to the left of it, Acme to the right, there it is – stuck in the middle with at least 15 parking spaces free, ALL the time. The lot surely has signs saying “Parking for Customers only” so nobody parks there unless they’re going to the bank. But the bank clearly has far fewer customers coming by car than their lot can accommodate. In fact, VHB’s analysis tells us that Bank of America could keep the ten parking spaces closest to their door for themselves, and rent out the other 15 for public use- and not ever have a customer come to the bank and not be able to park for free in one of those ten spaces.

So why doesn’t this happen? Simply put, there’s not a system to buy into. This problem is too big for any one business in town to tackle on its own, but if the town set up the infrastructure and technology to make it EASY for Bank of America to release its parking spaces, the barrier for the bank to become a partner would be greatly reduced. What would such a system look like? It would look something like the system Asheville already has for its public spaces, but would allow businesses to opt in for some portions of their parking lots. I’d call it “CarrPark.” If the town set up a system like the one in the link for its public and leased lots, then opened up invites to businesses, then lots like the Bank of America who clearly have capacity could be invited to join, and even get some revenue for renting their spaces. If Bank of America wanted to be cautious, they could only decide to lease ten spaces to the CarrPark pool at first. That means the public supply would go from 715 to 725. If it worked well, and Bank of America customers were still happy, the bank could consider moving to 15 spaces, and the public supply would go from 725 to 730. See how this works? Incrementally, without having to worry about giving up ALL their parking, business owners could expand the general parking pool, making everyone feel LESS of a parking crunch.

How to Price a “CarrPark” System

Best practices suggest that if you set the price of parking lots to to the lowest price possible that keeps them 85% full, but no more- then people find parking to be easy and convenient. If a parking lot in the CarrPark system is less than 85% full at any time, it’s free! When demand goes up, though- the price rises to help keep the lot convenient. Revenue from the system would cover the cost of operations and provide some revenue to business owners for each space they share as an incentive to participate. Revenue beyond the incentive would be used to fund other access improvements to downtown such as better evening transit service and bike/ped access projects.

Carrboro Parking Meeting June 16th: 5:30 – 7:30 PM, Town Hall

The next meeting on the Carrboro Parking Study will be Thursday, June 16th, at 5:30 PM at Town Hall, and the agenda includes future parking management strategies. I hope to see something like the CarrPark system presented as one of the options. Please attend if you can!

Carrboro Advisory Boards Should Push For Gathering Space at Lloyd Farm

Posted on June 2, 2016 by patrick

Tonight, at 7:30 pm in Town Hall, the various Carrboro Town Advisory Boards will meet to review the Lloyd Farm rezoning proposal before it goes to the Carrboro Board of Aldermen later in June. This site represents a significant opportunity to do something compelling or make a lasting mistake for Carrboro.

All in all, Lloyd Farm is a mildly better than average suburban strip mall concept with a bunch of single story buildings surrounding a large parking field fronting a Harris Teeter. The “better than average” points come for significantly more attention to bike/ped mobility through the site than is usually present in proposals like this. That said, here are the key problems with it:

The layout is driven first and foremost by traffic engineering concerns; the two drive-thru parcels are particularly awful.
The green “Plaza Lawns” are located in places that almost guarantee they will never be used as public spaces.
No multi-story buildings on a large site that could accommodate them and surface parking
Too small a residential component for a town struggling with increasing housing affordability challenges

I’m not sure the last two are going to be addressed at this point in the game, so I’m going to focus on ONE MEANINGFUL CHANGE that could significantly improve this project.

Re-Configure the Lawns and Parking to Create a Gathering Space, So That There is An Urban Core to a Suburban Site

The image above is the most recent site plan with a few minor changes:

It removes the 7,810 square foot building in the curve of the road, and places parking there instead. (Blue circle)
It moves the square footage of those buildings into two buildings that front a place reminiscent of the the Weaver Street Market Lawn among several buildings. Just as people can walk into the center of Southpoint Mall’s primary walkway between Barnes & Noble and the Apple Store, you could do the same between these two buildings. Harris Teeter would still have a massive parking field out front, albeit in a slightly different shape than they are used to. If they can build a two-story Harris Teeter at North Hills, they should be able to handle this.
The public space allows for more urban cafe-style dining fronting a space for people rather than a space for cars. This could be accomplished with greenspace, hardscaped space like a brick plaza, or both. Ideally I think the developer could steal brick and planting design cues from the UNC campus, and then allow for dining along both sides of the space. The Piazza at Schmidt’s development in Philadelphia strikes this balance well, see below:
This closes the movement of trucks from behind Harris Teeter to the road with the bus pull-out closer to the apartments. Trucks will then need to make a 90-degree turn in front of Harris Teeter and then head north to the road to go left towards Old Fayetteville Rd, or somehow move south of the public space and adjacent retail and exit that way.
Finally, this move does take some retail away from the terminus of the greenway coming from Carol St. I understand how if I was coming from Carol Street, I would find this a bit of an aesthetic loss. However, I think that transition by walking and biking can be made reasonably well if there is also a greenway east of the bioretention area (PURPLE dotted line) that leads to the crossing near the proposed bus pullout. This consolidates crossings from the two directions that pedestrians and cyclists may arrive near a potential bus stop, and give them the smallest amount of parking lot/road combination to cross to reach the stores and the public space.

This Site Needs More Housing, For ALL Ages

It’s also worth noting that there’s just not enough housing being built on such a large site. Carrboro is not going to be able to address its rising housing cost challenges without building new units. Although there are 200+ new units here, this site can accommodate many more, and more stories of height over podium parking. Additionally, it’s disappointing to see only senior housing being proposed. While there are clearly needs for housing for senior citizens in Carrboro, since the Board of Aldermen proposed to look at every decision through the prism of equity at their annual retreat, it is worth noting that generally speaking, older Americans are generally wealthier than everyone else. The chart below shows the median net worth by age in the USA. The data is from the Census Bureau in 2015 via an article at the financial planning website fool.com. Given this distribution, it is hard for me to see how we can talk about equity in a complex that doesn’t allow people under 55 to live there.

One Chance to Get This Right

In closing, I strongly recommend that the advisory boards to be energetic in encouraging the Lloyd Farm development team to use this opportunity to provide a special place on the edge of Carrboro. Not only do I think this concept of a gathering space would garner them more support for approval, I think they’d actually get higher rents! I suspect that the primary pushback will be about their anchor tenant (Harris Teeter) and expectations regarding parking. If they are getting roughly the number of spaces they expect in view of the front door of the store (as my proposal above provides) I think they should be willing to compromise.

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