Month: February 2010

Ballantyne ‘affordable housing’? It was there at the start

It turns out that affordable housing – a better term is “below market-rate housing” – was required to be built in Ballantyne as part of its rezoning request, which county commissioners approved in November 1991. This was more than just a verbal agreement from developer Johnny Harris. It was part of the legally enforceable zoning agreement. And the housing was built. (This relates to Tommy Tomlinson’s column today, “Is public housing Ballantyne’s IOU?”, in which he notes that we taxpayers spent millions to create the highways that allowed Ballantyne to prosper.)

Planning consultant Walter Fields, who for many years was land development manager for the Charlotte-Mecklenburg planning staff, worked with the Harris family over a period of years, starting in the 1980s, about their development plans for what used to be called “The South Farm,” a beautiful tract that was part of late Gov. Cameron Morrison’s vast property holdings.

“There was definitely something in there [the rezoning agreement] and they definitely did it,” he told me. He recalled it was small-lot, single family housing. And he pointed out one problem with those sorts of “affordable housing” provisions: Unless other mechanisms are in place the housing is below-market rate when it’s first sold, but after than it sells for whatever anyone can sell it for. Which is why, let me note, there’s still a need for below-market rate housing in the area.

Today, Ballantyne is awash with apartments, which Fields points out are another form of “affordable housing.” He was approached, he says, by a lot of people for help in fighting the now-dropped proposal for subsidized apartments at Providence Road West and Johnston Road. “I turned them all down,” he says. As a consultant he often advocates for multifamily.

And, he recalls, during negotiations with the city-county planning department over Ballantyne the planners were continually pushing the importance of a mix of housing types at Ballantyne.

But the project was controversial, not least because that was in the era when Charlotte-Mecklenburg Schools was really trying to integrate its schools, because it was legally required to, part of a court order in effect. (Today, schools in the Ballantyne area are far less integrated than in much of the rest of the county; Hawk Ridge Elementary is 10 percent black; Community House Middle and Ardrey Kell High are 12 percent black.) Some school board members weren’t happy about the prospect of a vast sea of white kids that they’d be required to bus long distances – or, conversely, having to bus another sea of nonwhite kids long distances. Of course, that problem got solved by the dissolving of the court order to integrate …

This is from an article in October 1991, by the Observer’s Liz Chandler:
“Louise Woods [who later served on the school board], representing a citizens group, urged commissioners to make Harris detail how many low- and moderate-income homes he will build.
“We request that the Ballantyne proposal include a section of affordable moderate- and low-income housing,” Woods said in a letter signed by seven others.
Woods also said school and county officials should scrutinize Harris’ plans to ensure Ballantyne is an integrated community. Neighboring subdivisions are predominantly white. The group is concerned about what they see is a trend resulting in long bus rides for black students brought in to achieve integration.”

Suburb slums? (Shhhh, don’t tell Ballantyne)

I caught an intriguing “Urban Vs. Suburban” discussion on WFAE’s Charlotte Talks this morning, interviewing Christopher Leinberger, author of the March 2008 article in The Atlantic magazine, “The Next Slum?”

His article opened with an anecdote from the Windy Ridge subdivision in northwest Charlotte. (A Charlotte Observer article later, in January 2009, reported that half the homes in Windy Ridge had been through foreclosure. And six months after, in July 2009, another Observer article said it’s one of the neighborhoods hit so badly by foreclosures that Habitat for Humanity is buying the houses, now costing less than what Habitat would spend building a new one, and will rehab them and sell them to Habitat-worthy families.)

Also on the show was Jen Pilla Taylor, who wrote a piece for the January edition of Charlotte magazine, “Tale of Two Cities” in which she writes about the growing divide between urban and suburban parts of Charlotte.

“Much of the time, the two worlds are largely indifferent toward one another,” she wrote. “Much of the suburban set is apathetic about the city, with many suburbanites rarely if ever visiting uptown unless they work there. Urban dwellers see the ‘burbs as too far away, too rural, too cookie-cutter. But tensions bubble up in public spats fought primarily by activists and elected officials.”

But Leinberger, a planning professor at the University of Michigan as well as a real estate developer, talked about the market forces and trends that, he has predicted, will bludgeon property values for suburban and ex-urban houses – due to oversupply and to a growing preference for “walkable” neighborhoods. He said on WFAE that the federal bailout of suburban housing has been much larger than the bank or auto industry bailouts. Interesting way to look at it. (This may buttress his point: A November 2008 Observer story reported, “Because it has such a high concentration of foreclosures and subprime mortgages, Charlotte is in line to get $5.4 million [in federal money] to help stabilize its neighborhoods.)

More recently, MSN Real Estate took on the same topic, “Is your suburb the next slum?” a sort of “Leinberger Lite” that quoted Leinberger and some of the same data.

All the articles make clear that not all suburban neighborhoods are the same and that many are thriving and will continue to. Nor do they present every urban neighborhood as nirvana.

But the data show that the more walkable areas with neighborhood centers of stores and workplaces are more likely to do better in the future real estate market than those made up only of auto-oriented single-family housing.

I guess we won’t know whose predictions are coming to pass until the local real estate market revives.

Your face on the side of a CATS bus?

Carolyn Flowers, CEO of the Charlotte Area Transit System, tells me today that she expects the issue of advertising on CATS vehicles to come up at the Wednesday meeting of the Metropolitan Transit Commission. Here’s a link to the agenda.

Former CATS CEO Ron Tober nixed the advertising early on in his tenure. He told me he thought it was important, in launching a new transit service, for it to look professional and clean. And certainly, the Lynx Blue Line has been very successful. I am not sure how much of that is due to the lack of advertising placards and how much to other factors, though I suspect the latter.

That said, they should look into the advertising. With the half-cent transit sales tax revenues dropping to 2005 levels, I think they could trade off some pristine appearances in exchange for some cash. Flowers said the most recent estimate, at least a year old and done by the City of Charlotte, said ads could bring in from $590,000 to $2.6 million a year. (Transit sales tax revenues this year are projected at $57 million, with 2010-11 projections at $59.4 million.)

(Note: Flowers’ father died today in California. She’s traveling to the West Coast and expects to be gone several days.)

‘Road hater’? Read the facts, please

To all the folks bent out of shape because I suggested that NC DOT might have fared better if it had pushed for stimulus money for the commuter rail line in Mecklenburg instead of to repair the Yadkin River bridge, please read what I wrote, both Thursday and Wednesday.

I never said the Yadkin bridge shouldn’t be fixed. Indeed, I called it “sorely needed.” I never said commuter rail was more important. I wrote that it might be possible the state would have gotten money for commuter rail had they pushed it instead of the bridge project – a strategic decision in the realm of competing for stimulus money.

In yesterday’s piece I called the bridge project “sorely needed” and also said: “In any case, now that the state has learned the bridge repair project gets only $10 million in stimulus money, it’s moving to start the repairs in a few months.”

On Wednesday, I wrote: “The state does have $180 million money set aside for Phase 1 of the Yadkin bridge project. It can start work as early as June, he [Conti] said. That money will pay to replace and widen to eight lanes the I-85 bridge, the U.S. 29-70 bridge and reconstruct the N.C. 150 interchange. So I-85 will go from eight lanes to four, as it does now, then widen to eight again over the bridge.”

That means, as I wrote, THE BRIDGE WORK IS STARTING. THE STATE HAS MONEY. Indeed, stimulus money is supposed to go to projects that won’t get done otherwise. Is it possible that was another strike against the Yadkin bridge project?

It’s one thing to be mad about a rickety bridge. I completely agree. But how about reading the facts BEFORE you start with the insults?

I’ve been contemplating shutting down comments completely, because so many people are such jerks that it seems to just bring out the hostility all around. Thoughts?

In hindsight, maybe bridge idea not so hot

Even hindsight isn’t always 20-20 of course, but if you look at the breakdown of which transportation projects across the U.S. won pieces of that $1.5 billion in federal stimulus money, it’s pretty clear the feds were favoring transit, rail and pedestrian projects. The top-ranked highway-only project was 10th on the list.

So did N.C. officials miscalculate by putting their big weight on repairing highway bridges over the Yadkin River, instead of making a big push for Mecklenburg County’s languishing-for-lack-of-federal-money commuter rail line? Charlotte and CATs submitted the request, of course, but in order to be team players with N.C. DOT and the governor they weren’t pulling out the big guns to lobby for it.

New York City’s project to improve dowdy Penn Station (the “Moynihan Station, Phase 1”) got $83 million. The “Tuscon Modern Streetcar” project won $63 million. A commuter rail project in Massachusetts (“the Fitchburg commuter rail extension and Wachusett station”) won $55.5 million. The DC area got $58 million for bus enhancements, and Philadelphia got $54 million for pedestrian and bicycle improvements. A lot of the money went for freight rail improvements, too.

“Selected projects must foster job creation, show strong economic benefits, and promote communities that are safer, cleaner and more livable,” the press release said. Later, it said the 22 so-called “livability projects” were “aimed at giving Americans more choices about how they travel and improving access to economic and housing opportunities in their communities.”

I think North Carolina’s Yadkin River bridge project, although a sorely needed repair job, failed to score on the “cleaner and more livable” factors. And I think it’s quite possible the shovel-ready but fed-funding-lacking North Corridor commuter rail line to Davidson would have hit high marks for “cleaner and more livable,” because of its obvious connection to more environmentally sound development, and for taking a load of traffic off I-77. It’s an example of regional cooperation, too, with four municipalities (Charlotte, Huntersville, Cornelius and Davidson) involved.

Conti demurred when I asked him to second-guess the request on Thursday. “It would have been just as hard to get any significant funding for the North Corridor,” he said. I wonder.

In any case, now that the state has learned the bridge repair project gets only $10 million in stimulus money, it’s moving to start the repairs in a few months.

NC wins “honorable mention” grant for Yadkin bridge

Might the N.C. DOT have made a bad call in applying for $300 million in stimulus money to rebuild the Yadkin River bridge on I-85, instead of using the opportunity to try to snag more mass transit money? DOT Secretary Gene Conti doesn’t think so.

The grants – made public Wednesday – were part of the $1.5 billion in so-called TIGER Grant funding, for transportation projects, all part of the federal stimulus bill. North Carolina got $10 million for the Yadkin bridge project.

Here’s a complete breakdown from the U.S. DOT.

I just hung up from a phone interview with Conti, who said in total, 10 projects from North Carolina were submitted, including a request from Charlotte and the Metropolitan Transit Commission to fund the proposed-but-got-no-money commuter rail line between downtown and Davidson. Conti said N.C. projects were worth $845 million. Across the country, he said, $57 billion worth of projects were requested.

Looking at the projects that got the big bucks – and it’s worth remembering that when you’re talking transportation projects, $1.5 billion really isn’t very much to spread around the country – transit and multimodal and rail projects seem to have done better than highway projects. The organization Reconnecting America did a breakdown: highway projects received 23 percent of funding, while transit projects 26 percent, multimodal projects received 25 percent, rail projects won 19 percent and ports 7 percent.

Note that a $45 million streetcar project in New Orleans won – $45 million. A $58 million downtown streetcar project in Dallas, Texas, got $23 million. Tucson, Ariz., got $63 million for a $150 million, 4-mile streetcar line.

You’ll see some language on the US DOT document, if you read it, about North Carolina being eligible for “optional innovative financing enhancements to support a direct loan for up to one-third of the project costs.” I asked Conti what that meant. “That’s a good question,” he said ruefully. It means, he said, that N.C. could cash in the $10 million now for a $100 million loan. But without a revenue stream to repay the loan (such as a toll road might have) it’s best to just take the cash, he said.

The state does have $180 million money set aside for Phase 1 of the Yadkin bridge project. It can start work as early as June, he said. That money will pay to replace and widen to eight lanes the I-85 bridge, the U.S. 29-70 bridge and reconstruct the N.C. 150 interchange. So I-85 will go from eight lanes to four, as it does now, then widen to eight again over the bridge.

A farmer praises the Thread Trail

The Observer News Enterprise in Newton (outside Hickory, in Catawba County) has an interesting interview with a farmer who’s a fan of the planned Carolina Thread Trail.

Stanly Stewart, who’s been a grain farmer for 35 years, says some farmers worry that a trail near or on their land would bring litter and vagrants.

But Stewart says, public trails aren’t the big threat to farmers: “The major threat to farming is unbridled development,” he said. He’s right. Suburban sprawl and even rural sprawl are eating away at this region’s last farmland – ironic in an era when so many people are rediscovering the importance of locally grown foods and meat.

He has experience that proves his point. Stewart’s family owns land around Murray’s Mill, the article reports. It says, “They decided to build trails around the land for people to enjoy the property. Since the area was opened to the public, the amount of trash has greatly decreased. Stewart attributes the decrease to the public’s renewed interest in the land around the trails.
“When you light up an area, the dark goes away,” he said.”

The Thread Trail is a plan for a connecting network of trails throughout the Charlotte region. Each community gets to plan where the trails would go. No land would be taken by eminent domain. In Charlotte, a small portion runs alongside Little Sugar Creek, through Freedom Park. Someday, if all goes well, you could walk from uptown Charlotte to South Carolina, or to Crowders and Kings Mountain.

Parking gives way to sidewalks (update)

Here’s a city that’s not afraid to try new things. San Francisco is taking away some parking spaces in order to have wider sidewalks. Here’s a link to the full article, courtesy SF.streetsblog.org

Gee. In Charlotte we’re still trying to get the city to allow MORE onstreet parking – as a way to slow traffic and avoid having to build surface lots or decks. They were on the right track but after 9/11 someone deep in the bowels of the CMGC decided Osama was planning to park a bomb-laden truck outside all the local banks, so a lot of the parking vanished. Interestingly, no such protection was afforded to the daily newspaper office (or the weekly ones for that matter) or multiple other businesses uptown.

Update, 5:35 p.m., from Charlotte Department of Transportation’s Jim Kimbler: It turns out Charlotte is doing a small version of what SF is, along Fifth Street between North Tryon and Church streets. Kimbler told me via e-mail that the city is helping the retail property owner at the Ivey’s building, Stefan Latorre, who plans to open the interior restaurant space onto Fifth. It would mean wider sidewalks and removing the on-street parking on that block.

“Both the widened sidewalks and the removal of parking are consistent with the Center City Transportation Street Enhancement Standards,” Kimbler wrote. “We believe this will help activate this street with outdoor dining and more comfortable sidewalk space.”

(And no, Mayor Gavin Newsom is no relation. But at least he spells his name right.)

City leaps to fix hazard

This updates my report Monday on the ugly post in the uptown sidewalk, mentioned in yesterday’s blog posting about some pedestrian hazards I encountered uptown.

I just got e-mail from Tamara Blue, customer service manager of Charlotte Department of Transportation: “I wanted to let you know the post is being cut down as I type this. We very much appreciate you letting us know about this trip hazard. Unfortunately, we can’t be everywhere at all times and knowing citizens like you will let us know when there is a problem is a tremendous help.”

Kudos to the city for solving a small but dangerous pedestrian hazard. Now if only they can figure out how to inspire folks to shovel their sidewalks after it snows, and to rake off the leaf piles …

Walking uptown? Good luck

Without question downtown Charlotte is the most pedestrian-friendly neighborhood in town. But there are still some, ahem, issues. I spotted a few during a Sunday afternoon walk through downtown.

For instance, although the city code says property owners are supposed to keep the sidewalks in front of their property free of obstruction, on Sunday afternoon some spots that were in the shade were still filled with slushy ice, such as the spot in front of the restaurant Press on West Trade Street. No, it isn’t fair that some people get the sun to do the work for them. Life isn’t fair. Clear your sidewalks, please.
Unfortunately, the city doesn’t do what many Northern cities do – you get a certain number of hours to clear your sidewalks of snow and then you’re cited (in theory, at least). In recent snowy weekends I’ve noticed that hardly anyone seems to feel it’s important to shovel the sidewalk in front of their home – not just uptown either. The result is dangerous ice and slush, and pedestrians having yet more difficulties getting around.

Charlotte has no staff or policies about enforcing the few ordinances it does have, such as keeping sidewalks clear of obstructions. A large pile of leaves was composting in the sidewalk in front of the County Services Center annex building on North College Street. (And since 2001 I’ve been watching some leaves actually turn into compostable soil on a sidewalk on Runnymede between Alexander Graham Middle School and Sharon Road. In addition, I noticed in fall 2008 that a section of sidewalk on Sharon Road, on the back end of a very exclusive and expensive property, was ankle deep in leaves – as though the property owner had no idea it was his/her responsibility to keep it clear.)


And finally, here’s something you don’t want to stumble over on a dark night uptown. Come on, guys, just get a hacksaw out and cut that one all the way to the pavement. It’s on Fourth Street, just a few feet uphill from College.