The Plaza & Parkwood Street Conversions
The Plaza Livable Street Project
The Plaza "Livable Street" project will enhance the CDOT street conversion by adding art, beautification, and other placemaking elements. Our vision is not only to make The Plaza a safer street for everyone, but also to create a welcoming, vibrant, and people-friendly place that encourages activity, facilitates connections, and builds community - also known as a Livable Street.
Have ideas? Questions?
The Plaza North
Current plans from C-DOT do not include changes to the streetscape on The Plaza north of the Parkwood intersection.
PMNA supports further investigation into changes that can be made to improve driver, pedestrian and cyclist safety on this stretch of road between Parkwood and Anderson.
PMNA has endorsed a petition asking the city to research the options for improvements, from reducing lanes to much needed sidewalk maintenance.
If you're interested in seeing the The Plaza's northern section through Plaza Midwood, Villa Heights, Plaza Shamrock and NoDa being improved, please consider signing the petition or getting involved by emailing us at email@example.com.
Plaza & Parkwood Street Conversions
Q: What's happening on Parkwood and The Plaza?
A: These are two separate projects that both impact Plaza Midwood. The Parkwood street conversion, however, largely impacts Belmont and Villa Heights and will not begin until 2020. The more immediate changes you'll see in our neighborhood is a traffic-calming plan on The Plaza, reducing lanes from four to two from Mimosa to Central Avenue, with protected bike lanes added for the entire stretch.
Q: Why is this project happening?
A: The goal is to create a safer environment for all neighbors on an exclusively residential street. Traffic studies showed excessive speeding on The Plaza, and this project is a way to reduce those speeds, add safe lanes for bicyclists and improve safety for pedestrians.
Q: Is this project definitely happening or is it still in the discussion stages?
A: The project will begin work in August 2019 and most elements from the city's standpoint are finalized. What remains open for discussion with neighbors is the design elements on PMNA's side, including planters, art and other beautification initiatives. This will be a one-of-a-kind project, and we want to make it something that feels a part of the community.
Q: If the goal is to reduce speeding, why not just add stop signs or speed bumps?
A: Speed bumps are not allowed within the public right-of-way. Speed humps are allowed, but only on lower-volume residential streets; The Plaza is classified as a minor thoroughfare. Stop signs lose their effectiveness when placed with the intent of slowing traffic or creating gaps. According to C-DOT, when a stop sign is installed without meeting warrants per the Manual on Uniform Traffic Control Devices, drivers may come to a rolling stop at the vicinity of the sign, but speed up once they are clear of the intersection to make up for lost time. Stop signs are appropriate for side streets and for use at more low-volume local streets, but they are typically not used at intersections where the mainline volumes far exceed side road volumes (such is the case with The Plaza).
Q: OK, why not use the bike lane for parking then?
A: There are significant drawbacks to that idea. For one, it encourages more traffic flow down the road. Secondly, it would not accommodate emergency vehicles. It would make The Plaza even less palatable for cyclists, and it would also add a significant potential for accidents by creating blind spots when people are exiting driveways.
Q: Isn't this project expensive?
A: The project is being done as part of an already planned repaving of The Plaza, along with some supplemental C-DOT funding, thus heavily reducing the net financial impact of the project and not requiring additional funding from the city.
Q: What is the timeline for this project?
A: C-DOT will begin the project in August and aim for a November completion. PMNA's beautification and safety additions will be ongoing. The Parkwood road diet is set for 2020.
Q: When will C-DOT provide additional feedback and updates on the project?
A: You can find the most recent updates HERE and HERE.
Q: Why is PMNA supporting this?
A: For one, PMNA has a mission to keep the neighborhood safe, and we feel the slowed traffic on this residential street is a step in the right direction. Secondly, PMNA supports eco-friendly growth, and we believe the bike lanes offer that. Third, the data from C-DOT showed this would not have a significant impact on traffic on The Plaza, and we based our decisions on their data. Lastly, in a survey done by C-DOT after the 2017 bike lane study, they found that 63 percent of respondents were satisfied with the bike lanes and a majority of all types of commuters approved of them (drivers, 61%; bikers, 81%; pedestrians, 70%).
Q: Isn't there too much traffic on The Plaza for C-DOT to reduce lanes?
A: Nope. They study traffic patterns before they'll allow a road diet, and The Plaza falls within the parameters of their criteria. In addition, the study done last year showed that, even with the bike lanes, The Plaza handled the same volume, just at slower speeds that more closely reflected the posted speed limits.
Q: But isn't more traffic coming?
A: With more development comes more cars, yes. But the point of this project is to train drivers to drive at safer speeds along this residential road and encourage alternate means of transportation by making those options safer and more convenient. In the longterm, we think this will equate to a safer streetscape and, hopefully, fewer folks who feel the need to drive. Additionally, in conjunction with the Parkwood plans, Cross-Charlotte trail and the light rail, the goal is to eventually have a connected pathway for non-vehicle transportation throughout the area and city.
Q: Won't this make speeds on The Plaza slower?
A: Yes, but that's a good thing. The posted speed limit for The Plaza is 35 mph. When C-DOT studied traffic flow before and during the bike lane demonstration last year, it found that nearly a quarter of speeds were in excess of 10 mph over the speed limit when the road was four lanes. During the demonstration, that number was reduced to less than 2 percent, with the average speed closer to 36-38 mph. That represents a 12%-18% decrease in speeds, to a level closer to the posted speed limit. As for the side streets, there were minimal changes in the average speed. The posted speed limit on these streets is 20-25 mph, and speeds remained in the mid-twenties before and during the demonstration project.
Q: But won't those slower speeds also be a big inconvenience for commuters?
A: During the study, the average speed on The Plaza was reduced from 45 mph to 38 mph (still above the speed limit), a difference of 7 mph. The length of The Plaza that will see changes is six-tenths of a mile. This equates to a difference of about 9 seconds of travel time. Even if average speeds at peak times were reduced to half the posted speed limit -- say, 15 mph -- it would account for no more than a two-minute increase in travel time.
Q. Won't traffic just move to side streets?
A: C-DOT studied this also and found that there was not a significant increase in traffic on the adjacent streets (Thomas, Pecan, Nassau).
Q: This is just like East Blvd. and traffic there is a mess. Why should I support a project like that?
A: The City has completed more than 30 street conversions since the early 2000s and has found that, while there are certainly some tradeoffs from a vehicular level-of-service standpoint, the city's goals are to accommodate all modes of transportation. Additionally, the East Blvd. conversion was primarily a commercial area, while this represents an almost entirely residential street. Lastly, when CDOT studied both corridors (East in 2015, The Plaza in 2017), peak traffic volume on East was about 43 percent higher than The Plaza.
Q: How will traffic at the Central Ave. intersection be impacted?
A: The current design would keep three distinct lanes at the intersection - left, straight and right. The signal concept currently shows that the bike lanes would merge into the sidewalk area near the library (Southbound) and the shopping center (Northbound) pushing bikers onto the crosswalk over Central Ave before reconnecting with bike lanes on the Harris-Teeter/Wells Fargo side of the street. Cyclists would not be precluded from using the roadway travelled lanes at this intersection. PMNA understands making this intersection safe and efficient is a key to the success of this project and are working hard to ensure there is a left-turn signal added and a safe means of moving cars, pedestrians and bikes through the intersection. There will also be an extended left-hand turn lane approaching Central Avenue.
CITY SERVICES, ETC
Q: How will this impact garbage collection?
A: There should be no significant changes to collection. While we did ask that Plaza residents place their cans on the outside edge of the bike lanes during the demonstration last year, that will not be necessary this time around.
Q: Where will delivery trucks stop?
A: Similar to garbage collection, the barriers will not preclude access from private delivery trucks, allowing normal traffic flow to continue.
Q: How will this impact emergency service vehicles?
A: The vertical elements will not prevent emergency vehicles from utilizing the bike lanes when necessary. By containing traffic to one lane, this actually should make it easier for emergency vehicles to navigate The Plaza.
Q: Many drivers utilize the median cuts for u-turns and left turns onto cross streets, particularly at Belvedere. If there are multiple cars waiting to turn and only one lane for traffic, won't this cause significant congestion, particularly at peak hours?
A: This is among the more significant trade-offs made when reducing the number of lanes. Where there may be some slightly extended wait times at these turn lanes, the hope is that the new bicycle infrastructure, safer roadways and better access for pedestrian crossings will offset this inconvenience. The median crossovers will still be available for drivers to pull ahead in anticipation of a turn, too, so the concerns should only arise during peak hours.
THE BIKE LANES
Q: What will the bike lanes look like?
A: This is still a work in progress. PMNA is working to ensure that they are safe and attractive and present the type of character expected of Plaza Midwood. If you have suggestions or questions, let us know.
Q: Will there be any art or planters included?
A: Yes. This is a big push by PMNA, and we're working with the folks at Sustain Charlotte to ensure we have not just the first protected bike lanes in Charlotte but the coolest ones in the country. A working group including PMNA board members, community leaders, Midwood Merchants members and local artists and designers, along with Sustain Charlotte, are currently working on potential design ideas and welcome your feedback.
Q: Will there be a vertical barrier to protect bikers?
A: Yes. The current designs call for "armadillo" barriers, which are small humps on the road that designate the bike lanes, along with some concrete barriers at side street intersections.
Q. Will trees be removed?
A: In the current plans, several trees near the Hamorton/Plaza intersection will need to be removed to elongate the turn lane at Central Ave. PMNA is asking that additional trees be planted elsewhere on The Plaza for each one removed.
Q: Will we see major changes to the median strip on The Plaza?
A: The design does include a reshaping of the median strips at Hamorton and at Mecklenburg. The left turn lane near Hamorton from The Plaza onto Central will be elongated (reducing the length of that median strip) and a Z-shaped crosswalk installed at the actual Hamorton intersection. This is designed to force pedestrians and cyclists to view oncoming traffic.
CYCLISTS AND BIKE SAFETY
Q: There are not that many bikers on The Plaza. Why are we doing all this to accommodate them?
A: We aren't. This is part of Charlotte's initiative to make key streetscapes accessible for everyone. We want to encourage more biking, and this design should help with that. But we also want to reduce excessive speeding on The Plaza, make pedestrians safer and keep The Plaza looking great. These are all priorities on this project. But most of all, we've seen multiple fatalities for bikers and pedestrians on Central, The Plaza and Parkwood in recent years, and our goal is to ensure that never happens again.
Q: Aren't some advanced cyclists in the community against this?
A: Yes, and we understand their concerns. But first, the bike lanes are not the primary focus of this project. They are a considered the most effective way to reduce traffic speeds on a residential road. Moreover, these bike lanes are being designed for all bikers -- children, families, etc. -- and not just those who are already comfortable and familiar with biking. Advanced cyclists can continue to utilize Thomas or other roads as desired, but the Plaza plans offer a solution to traffic calming needs while also providing a safe area for novice riders.
Q: Won't the driveways and intersections actually make this more dangerous for bicyclists?
A: There is no perfect plan to ensure no bikers or pedestrians will ever be in danger, and to be sure, these bike lanes do not absolve riders of their responsibility to be alert, aware and attentive. That said, we see this project as a clear step towards a safer neighborhood, and we think that the focus on bike lanes will also help remind both drivers and bicyclists that they're sharing the streetscape.
Q: Why aren't the bike lanes on the inside lane adjacent to the median?
A: C-DOT studied this option closely. The rationale is that it would complicate major intersections at Central Ave. and Parkwood Road, forcing bikers to cross traffic to gain access to sidewalks or further bike lanes. Additionally, because motorists are not used to seeing bike lanes on their left, there is a concern this would lead to increased safety concerns. Median-adjacent lanes also present access concerns, since you would have to cross traffic in order to get onto the bike lanes. The current design also offers a buffer between traffic and sidewalks, adding safety for pedestrians.
Q: Where will additional crosswalks be added on The Plaza?
A: C-DOT's designs include an enhanced pedestrian crosswalk at Hamorton, new ramps and a pedestrian refuge island at Chestnut Avenue, and improvements at Belvedere.
PARKWOOD ROAD DIET
Q: What does the road diet on Parkwood look like?
A: This project is the result of a petition to city council in 2015 with more than 500 signatures asking the city for better pedestrian and bicycle access on Parkwood Avenue. A transportation study in 2016 for Parkwood and The Plaza offered insight that changes were needed. The project will result in reduced lanes, improved sidewalks and bike lanes in areas between North Davidson Street and The Plaza. The project includes work between the existing curb lines that proposes new pavement markings that will create buffered bike lanes along the entire project area. Additional improvements will include new traffic signals, pedestrian crossings and median modifications. More info can be found HERE.
Q: How will these two projects (Plaza and Parkwood) tie together?
A: The bike lane will extend all the way to Parkwood Avenue for the southbound lanes on The Plaza. For the northbound lanes, the cyclist can either merge into traffic or use a new widened sidewalk, or shared-use path, that will connect to the Parkwood.
Q: Why does the Parkwood road diet not include all blocks between Belmont and The Plaza?
A: Based on C-DOT's study of traffic flow, the number of cars utilizing several portions of Parkwood exceeds the guidelines for a potential road diet, so at this time, they would remain open to multiple lanes of traffic. PMNA has voiced some concern about the limited scope of the road diet on Parkwood, however, and is working with residents along those sections of the road to find a potential solution.
Q: Will there still be left and right turn lanes from The Plaza onto Parkwood?
A: Yes, aside from the proposed closing of the median strip at Mecklenburg, the interchange at Parkwood should not be dramatically impacted.
Q: Will the bike lanes offer connectivity to things like the blue line or the cross-Charlotte trail?
A: Yes. That is one of the primary benefits of this plan. The new streetscapes will make it far easier for pedestrians and bicyclists to utilize these roads to connect to Villa Heights, Belmont, the greenway and the Blue Line. As the Cross-Charlotte Trail and other projects develop, those, too, will be tied into the design.