Author: Mary Newsom

Time to have that uncomfortable talk. I mean about parking.

A Walmart in east Charlotte offers a gracious plenty of parking. Photo: Google Maps satellite view

It’s a question without easy answers. But that just makes it even more important to confront, and find a guiding strategy. It’s time for Charlotte to talk about parking.

Parking is both blessing and curse for any city built – as Charlotte mostly was – around private automobile use.

There’s a lot to curse. An admittedly incomplete list of problems parking lots cause would include the way they devour valuable land space that could hold housing, stores, workplaces, parks, community gardens, tree canopy, pretty much any use valued by city residents. (See below for a short list of what could go into one parking space.) They send storm water runoff cascading into local surface waters (i.e. creeks), polluting them and causing more frequent flooding onto the floodplains where foolish development was allowed. Remember Hurricane Florence in September? Get used to it, as climate change brings more heavy rainstorms. They add to the urban heat island effect, pushing the rising summer temperatures even higher. And the need to provide parking creates significant headaches for small businesses.

And finally this: With so much parking both “free” and available, we almost always hop into the car instead of asking, could we walk? Bicycle? Take a bus or light rail?

But parking lots can also be a blessing in a city built to make driving the automatic choice for almost all of us. For most residents here, any alternatives to private automobile travel – walking, bicycling, scootering, transit or ride-shares – aren’t available or competitive in terms of time, hassle and cost. And when we drive, we need temporary lodging for our vehicles.

I was reminded of this late last month. Rain was pelting the asphalt as I wheeled into what looked like the last available parking spot at Cotswold shopping center, then sloshed across the asphalt for last-minute Christmas shopping. I was glad to find even that terrible parking place.

But should two weeks in December really determine the size of parking lots year-round? It’s January now, and across
most of Charlotte those huge lots at our shopping centers revert to their 50-other-weeks-a year condition: plenty of open, “free” spaces.

It’s time for Charlotte policy-makers to figure out how to get a handle on parking. How can we encourage smarter use of our land while admitting cars will be with us, even if, we hope, in smaller numbers? Can we acknowledge the social inequities embedded in our autopilot acquiescence to providing all the parking anyone needs for the Saturday before Christmas? Can we ask:

• How much parking should be required? How much should be allowed?

• Why isn’t more parking shared between day- and night-time uses, and how can the city encourage more sharing?

• Why should churches, schools and other institutions get a free pass to expand surface parking lots into nearby neighborhoods almost without limit?

• How in terms of parking regulations, do we treat places differently, since places in the city are different? Ballantyne is not NoDa, and University City is not Myers Park.

• Can the city lead on this issue? Could it assist with financing private, shared parking decks, more space-efficient and environmentally prudent but more expensive to build?

• Couldn’t some parking lot and meter revenue help fund something helpful?

City planners are rewriting ordinances governing development in light rail station areas, called Transit Oriented Development (TOD) zoning. They propose eliminating any required minimum number of parking spots except for restaurants within 200 feet of single-family homes. They believe (with reason) that providing easy, “free” parking close to light rail stops encourages people to drive when they could walk, cycle or take transit.

The problem, of course, is that not offering easy parking doesn’t stop people from driving in from areas where transit isn’t readily available and walking isn’t safe or efficient. Yes, I personally will sometimes drive 15 minutes to get to a light rail station where I can “park for free”* and then ride to South End or NoDa, but I am not a typical Charlottean. Example: For me to leave home and arrive at the Evening Muse in NoDa for an 8 p.m. event would be a one-hour transit trip, and that’s with a bus stop a quick, 5-minute walk from our house. Driving is 15-20 minutes.

Further, developers will tell you that lenders require a certain amount of parking, even if the city doesn’t. Yes, easing the TOD parking requirement may well be a smart thing, but it’s no silver bullet that kills the parking monster.

Just imagine what could go in one 220-square-foot parking space: room for 10 bicycles, space for lunch with 15 friends, 3 office work spaces, or one small studio in Paris. That fun factoid comes courtesy of author Taras Grescoe (@Grescoe on Twitter) and the Institute for Transportation and Development Policy in New York (@ITDP_HQ on Twitter).

So as Charlotte dives into a new comprehensive plan, Charlotte Future 2040, can we please take a harder look at parking? We’re going to need some of that space for other things.

————

* Why is “free” in quote marks? Because parking is never really free. The cost is embedded in rents you pay, the cost of goods you buy from merchants who must build those parking lots or pay the cost in their leases.

Planner and author Daniel Shoup studies parking and believes it’s been subsidized in a way that’s inequitable. “Wherever you go – a grocery store, say – a little bit of the money you pay for products is siphoned away to pay for parking,” Shoup says (as quoted in this 2014 article in Vox). “My idea is simple: if somebody doesn’t have a car, they shouldn’t have to pay for parking.”

Shoup estimates the national tally for public subsidies for parking at $127 billion.

Apparently Google’s Satellite View camera did not take the photo of this south Charlotte church lot on a Sunday morning.

Charlotte fantasies, past and future

UNC Charlotte design student presents plans imagining a transit-oriented neighborhood, North Park. Photo: Mary Newsom

It was 250 years ago this week, Dec. 3, 1768, that the City of Charlotte was officially born with an act by the royal governor of the colony of North Carolina. (Read that charter here.) Monday, the city celebrated in a ceremony uptown with a sound stage and music so extremely amplified that you couldn’t talk to anyone, with birthday cake and food trucks.
Jim Williams as Thomas Polk
It wasn’t a fancy, planned-for-two-years kind of celebration – no fireworks, parades with visiting dignitaries, planes flying banners overhead. But of course, officialdom in Charlotte for as long as I’ve lived here has been more interested in pushing future growth and prosperity than in examining and learning from the past.
That 1768 charter designated five white men to be “city directors,” and one of them, Thomas Polk, was loitering near the sound stage Monday, waiting for the noon speechifying. Polk, or really, local history enthusiast Jim Williams, was resplendent in a black tricorne hat, buff-colored waistcoat, and knee breeches and frock coat of the color that 200 years later would be known as Carolina Blue. Polk – the real one – was a shrewd fellow of Scots-Irish ancestry who before eventually moving on to Tennessee played a key role in the city’s first – but by no means last – spec development.

Polk and a few others, on their own dime, built a log courthouse where two trading paths intersected, in hopes of giving the young town a competitive edge to be designated the Mecklenburg County seat. Which would, of course, make their own property more valuable.
It worked.
And for a city on the make, what could be a more fitting foundational story?
WE MOVE FROM 1768 TO … SOMETIME IN THE FUTURE

After the noontime birthday festivities that celebrated the past, I headed off to hear, instead, about an imagined future –
one that would transform an unattractive, car- and truck-filled intersection into a neighborhood of shops, sidewalks, fruit trees and, of course, a brewery.

First-year Master of Urban Design students at UNC Charlotte’s College of Arts + Architecture were presenting their fall semester project: Envisioning a transit-oriented neighborhood near the Old Concord Road light rail stop. It’s just northeast of the Eastway Drive-North Tryon Street intersection, one of the city’s many areas built solely for the benefit of car and truck drivers.
The assignment from Professor Deb Ryan was to draw a plan for the area generally within a 10-minute walk from the station. After she assigned it, Ryan said, she learned that Mecklenburg County had bought a large chunk of the area – the almost-defunct old North Park Mall site, with its vast potholed asphalt parking lot and derelict empty spaces – and planned to turn it into community services offices.

Although such student plans are essentially just theoretical exercises of the imagination, the students opted to incorporate some of the county’s plans into their own – in hopes the county staff might see some ideas and cooperate in helping transform the whole area.
Cardboard model of the envisioned North Park neighborhood. Photo: Mary Newsom

The students offered a vision – and a nifty cardboard model arrayed on the floor – of a walkable neighborhood with plenty of trees, housing and offices set out along streets lined with stores. They envisioned an elementary school, a research campus outpost of UNC Charlotte, which is 4 miles to the north, and a generous helping of affordable housing.

“What we tried to do is push the idea of health and walkability,” Ryan told a small audience of community members and professional urban designers.
The area today has few attributes of walkability. Although it has some begrudging sidewalks, things are built far enough apart that walking isn’t attractive. The stores and restaurants are splayed out along busy thoroughfares with parking lots in front and between them. Many of the smaller streets don’t connect to anything. It’s hard to cross the busy streets. More walkable areas, by contrast, have nearby places you’d want to walk to, interesting shops and businesses set along the sidewalk, lots of connections, and plenty of residents close by so enough people are out and about to make the area feel safer.
As one student said,  “We had to kind of merge reality with fantasy.”
So they proposed, among other things:
  • 12 new connections for streets that, today, dead end.
  • Both a main street running through the area, and a perpendicular market street that would cross Eastway Drive.
  • A brewery in an old warehouse.
  • Flats, town homes, and single family houses
  • Mixed-use buildings with parking decks hidden on the inside, a form known as a “Texas doughnut.”
  • Reconfiguring the Eastway-Tryon intersection to slow the cars bulleting from Eastway onto Tryon.

Possibly the most controversial proposal (or it would be, if this was truly being proposed rather than an in-class exercise) was to reduce by almost half the existing “park” land nearby. 
Those quotes are because the “park” – Eastway Park – is disconnected from everything around it. Its 90 acres are reached via a long driveway (lacking a sidewalk) off the busy Eastway Drive thoroughfare, with no crosswalk or pedestrian light to allow pedestrians to get there. The driveway leads to a grassy area with two soccer fields, a big surface parking lot and a disc golf course.

Although the park is directly next to the railroad, and only a short distance from the Old Concord road light rail station, you can’t walk between the station and the park, thanks to some fenced-off freight rail lines running directly beside the park.

In other words, Eastway Park is a design fail. In my few visits there, admittedly a highly random sample, it’s only lightly used unless there’s a ball game going on. The county park department plans to build a new recreation center there – although that won’t do anything to improve the park’s unwalkable, isolated site.
Hence the students’ idea to take some of the unused park land and built affordable housing there, to improve the “eyes on the park” for safety, and to give lower-income residents a way to easily access a rec center and park. They propose the same for the Hidden Valley Park in the nearby Hidden Valley neighborhood.
Farther down the fantasy end of the spectrum, although intriguing, was this idea: a series of “productive greenspaces” where trees and other food-producing plantings line streets and small parks. You could walk down a sidewalk and pick an apple. Or a peach, or maybe pawpaws.
Will any of it get built? There’s no way to know, because it’s currently just a gleam in the eyes of a group of graduate students. But as Thomas Polk might have advised back in 1768, when he was building a courthouse on spec with visions of town growth: Why not dream big?

Do women pay a transportation ‘pink tax’?

This is a quick note, following my previous post, “Cities for woman: Transit and gendered spaces,” which raised the question of whether city planners and designers take women’s experiences and needs sufficiently into account.

A survey from New York University’s Rudin Center for Transportation Policy & Management concluded that women in New York pay, on average $26 to $50 a month more for transportation due to concerns about harassment and safety.

According to an article in amNewYork, the survey took place during September and October and asked New Yorkers about travel habits. Read more here and here. Of the women who responded, 75 percent had experienced harassment or theft on public transportation, compared with 47 percent of male respondents.

And 29 percent of the female respondents, compared with 8 percent of men, said they avoided taking public transportation late at night because of “a perceived safety threat.” From that figure, the report authors estimated women’s higher transportation costs.

Cities for women? Transit and gendered spaces

Bus route changes that force longer walks, especially at night, can be particularly discouraging to female transit passengers. Photo: Charlotte Area Transit System bus, in 2010, by James Willamor via Flickr – CC BY-SA 2.0
I recently found myself listening in on a group call with Daphne Spain, author of Gendered Spaces (1992) and How Women Saved the City (2002). Spain, a sociologist at University of Virginia, studies and writes about ways women and men historically have been treated differently in both public and private spaces. And I now have two more books on my To Read list.

Spain talked about public transit, among other topics, and at one point noted India has created women-only trains because of the extreme harassment women there can experience.

As it happened, the conversation came a few days after I saw the viral video, “A Scary Time,” by Lynzy Lab. With more than 1.3 million views as of Nov. 5, the video from Lab, a dance lecturer at Texas State University, mocks some discussion that arose after the Brett Kavanaugh hearings in Congress that men’s fear of being wrongly accused of sexual improprieties dwarfs the fears women live with over sexual assault, harassment and not being believed.

Accompanied by a ukulele, and ending with a plea to vote Nov. 6, Lab sings, in part:

“I can’t walk to my car late at night while on the phone / I can’t open up my windows when I’m home alone / I can’t go to the bar without a chaperone … / I can’t use public transportation after 7 p.m. / … And I can’t ever leave my drink unattended / But it sure is a scary time for boys … / I can’t live in an apartment if it’s on the first floor … / I can’t have another drink even if I want more … / I can’t jog around the city with headphones on my ears. … / And so on.

But back to Spain. She noted that women are more dependent on public transit than men. She also mentioned that if bus route planning took greater notice of women’s concerns that bus service would run later into the night to accommodate night-shift workers at places like hospitals. (This, obviously, applies to male night-shift workers, too. But women are
disproportionately more likely to use transit, and more likely to live in poverty, meaning they can’t afford to own a car.)
This resonated loudly. The Charlotte Area Transit System recently redesigned some of its routes, to make them speedier and more convenient to more passengers. It’s adding more cross-town routes. Without a massive infusion of funding – not possible in an era when federal transit funds are shrinking and the transit-hostile N.C. state legislature must OK any new sales taxes for places like Charlotte – this means trade-offs are required. The route changes dropped some stops on neighborhood streets and moved them to thoroughfares. That means some riders must walk farther.
A Charlotte Observer article on the pluses and minuses of the changes has this passage, with echoes of Spain’s remarks:
One rider impacted by CATS’ changes is Alberta Alexander, who works nights at a restaurant. Her bus stop on a residential street near Tuckaseegee Road has been eliminated by the changes. 

“It’s my only transportation,” she said. “If I do not drive, and they’re changing these buses and changing these routes, I have no other option.”

Now, if she gets off work late, she’ll have to walk from Tuckaseegee to her house at night, instead of getting off much closer on State or Sumter streets.

“Before the changes, I had a bus stop in a 2-1/2 block radius,” she said. “I wasn’t afraid to walk home.”
Men as well as women walking alone on a dark, deserted street are vulnerable to muggings, robberies, etc. But women, often less physically able to overpower any attacker, make easier targets. Plus they experience the additional fear of sexual assaults. Consider this, as reported in a Next City article, “Designing Designing Gender Into and Out of Public Space”: “A 2014 Hollaback!/Cornell University study found that 93.4 percent of women surveyed globally had experienced verbal or nonverbal street harassment in the last year, and more than half had been groped …”
This isn’t meant to say the CATS bus route changes were, on balance, a mistake. As CATS chief operations planning officer Larry Kopf told The Observer, while some riders might have a longer walk or lose a stop nearby, the majority will benefit from faster bus trips and more efficient routes.
But it’s important to ensure that the concerns of women – about walking to bus stops along well-lit, not deserted streets, for instance – are treated seriously when changes are proposed.
And this is not just an issue for CATS. The city of Charlotte should pay more attention to, and put more money into, making streets safer for all pedestrians, for the disabled, and for people riding bicycles (and today, scooters). Fewer than half the streets in Mecklenburg County have a sidewalk on even one side.
Charlotte has many streets without sidewalks, like this one in a neighborhood near SouthPark. That can make pedestrians, especially women,  feel unsafe, particularly in the dark. Photo: Mary Newsom
Building a well-used, safe transit system means more than better and more frequent routes. It requires more sidewalks, improved sidewalks, better street-lighting (with energy-efficient LED lights that point downward so as to avoid blinding glare), and requiring development that creates “eyes on the street,” to reduce deserted areas.
Daphne Spain, in the conversation last month, mentioned that she serves on the Albemarle County (Va.) planning commission. In her time on the commission, she noted she hasn’t worked with a single female developer. “The people building our cities,” she said, “are still men.”

MORE ABOUT CITY DESIGN AND GENDER:

Waiting for the creek to rise

Now demolished, the Midtown Sundries building was in a floodplain and flooded regularly. Photo courtesy Charlotte-Mecklenburg Storm Water Services.

Now and then, during extremely heavy rainstorms, my daughter and I used to hop in the car and drive about a quarter-mile away to see if what we call the Creek House was inundated.
The house was built in the 1990s on a you-can’t-believe-it’s-legal site: within about 6 feet from a small creek.

That creek (one of about 3,000 miles of creeks in Mecklenburg County) has the boring official name of Briar Creek Tributary #1 and is neither large nor impressive. Except during a heavy rain. Then it deepens and widens – muddy and dangerously fast-flowing.

At one point, when the Creek House was being built, it was so close to the creek there was a two-by-four propped between an exterior wall and the far side of the creek.

It was a shocking example of how slack Charlotte and Mecklenburg County environmental regulations were, even though they were in some significant ways stricter than the state’s. I sent a copy of the photo to a fellow I knew in the county water quality program; he used it in a slide show urging Charlotte-Mecklenburg elected officials to require undisturbed vegetative buffers beside creeks. I can’t claim that photo is what led the county commissioners to enact the buffer ordinance. But I hope it helped.

Tonight, in Charlotte, N.C., we’re awaiting what may be 10 inches or more of rain from what’s left of Hurricane (now
Tropical Storm) Florence. Flooding is on everyone’s mind. It’s not likely to be as big a disaster as what we are seeing in Eastern North Carolina. But however bad it is here, it’s probably not going to be as bad as it might have been, because of some welcome environmental regulations and government programs.

Floods here tend to be different from those in North Carolina’s flatter, Coastal Plain, or in Houston after last year’s disastrous Hurricane Harvey flooding. Charlotte is a city of ridges, ravines and creeks, and our rainwater and storm drains head straight into the county’s 3,000 miles of creeks and then, usually rapidly, into nearby rivers.

But we’re also a car-oriented city. We have a lot of pavement: streets, highways, surface parking lots as far as the eye can see. It all creates runoff, polluted runoff.

One inch of rain on one acre of impervious surface pavement creates 27,000 gallons of storm water runoff. A few years back I calculated how much runoff one inch of rain on all of Mecklenburg County’s impervious surfaces would create: roughly 2.4 billion gallons. That’s hard to visualize. Think of it this way. If you put 2.4 billion one-gallon milk jugs atop one another, they’d reach to the moon and halfway back.

That’s one inch. Not 10 inches. It’s safe to conclude that 10 inches will likely cause flooding in places here that don’t usually flood.

As in many cities, in Charlotte people have built a lot of things in floodplains – like that Creek House – because they’re flat, which makes building easier. Houses, stores, offices and parking lots perch next to creeks throughout the city.

Even with a floodplain ordinance – which the real estate and developer lobby fought bitterly – houses are still built in floodplains. Today, though, they’re perched on piled-up dirt so floodwaters don’t get in but are, instead, displaced and spread farther out, thus causing flooding in places that used not to flood. But whatever.

After some heavy rains and floods in the late 1990s, the county began using federal funds to buy flood-prone properties and demolish them. In some spots greenways and eco-gardens have been created.

Will the buffers, the floodplain ordinance and the eco-gardens reduce the flooding? Will the Creek House, after all, survive another torrent of rain? That’s the hope. But for the results, ask me later, after Florence moves on.

The Chantilly Ecological Sanctuary at Briar Creek, in the Chantilly neighborhood, was once the site of an apartment complex that flooded regularly. Today it’s a more natural area, where floodwaters can spread without causing the damages they once did. Photo: Mary Newsom

Should affordable housing be treated as basic city infrastructure?

Here’s an interesting piece in The Washington Post today that should be provoking some discussion among people concerned with housing affordability: In expensive cities, rents fall for the rich – but rise for the poor.

The conventional wisdom is that a housing oversupply will cause the costs to go down – the famous law of supply and demand. If we just allow developers to build plenty of housing, rents will sink. But that appears not to be happening.

The article, which is pegged to information from Zillow, does not address Charlotte specifically. So while maybe the same is true here it′s also possible that given the growth pressures in this fast-growing city – named by Zillow as the nation’s fourth-hottest housing market – the top rents here are staying high.

The most significant ponderable here, I think, is whether – if that old law of supply and demand appears not as reliable as we′ve been led to think – the free market on its own can provide enough housing at a price more city residents can afford. The City of Charlotte is helping with its housing trust fund, but it seems doubtful we can simply build our way out of the problem.

I was talking last week with a zoning and planning lobbyist in Charlotte – a guy whose planning background doesn′t stop him from generally hewing to a basic free-market approach. He said he′s starting to believe cities should consider housing affordability as part of the basic package of infrastructure the local government provides like streets, police and fire service, parks, public health services, etc. Maybe the city builds it, maybe it helps other people build it, maybe it helps people afford it, or maybe there′s another way to accomplish this, he said.

For a generally fiscally conservative guy to propose that speaks, I think, to the reality Charlotte and many other cities face: Too many residents don′t earn enough money to afford much of the available housing. And beliefs about how the marketplace can provide it may need some readjusting.

Want to know why Charlotte traffic is bad? One reason: You can’t get there from here

The lack of a connected street grid leads to congestion.

So there I was, heading to an 8:30 a.m. meeting near UNC Charlotte. Zipping up W.T. Harris Boulevard – which I note is nothing like an tree-lined boulevard you might stroll down if you were a boulevardier – I saw that ahead of me, traffic had stopped.

You expect it on some Charlotte streets – Providence Road, for example, or I-77 at rush hour. But usually the drive up Harris Boulevard is smooth and, if not congestion-free, at least mildly and manageably congested. Not this day. My Google maps showed the section ahead as blood-colored, meaning extreme congestion. As I sat there, or crept forward, I watched the clock, fretting that I would be late for the meeting.

I cast about mentally for ways to get around the congestion. Being fully stopped, and not having reached the Old Concord Road interchange, I looked at the maps on my smart phone in search of escape routes.

There were none. My only realistic options were to get on Old Concord Road and drive far out of my way, braving either the morning university traffic or go even farther out of my way over to North Tryon Street with its multiple traffic lights, both options likely to make me arrive even later. (I screenshot the map at right about 10 minutes later.)

The map told the story. Each subdivision was cut off from its neighbors. You could not get anywhere except on Harris Boulevard. That part of the city was developed from the mid-1980s through the 2000s, and no ordinances required a connected street grid. It was a perfect illustration of why Charlotte thoroughfares get congested so easily. Everyone has to drive on them to get anywhere. In an alternate universe – or at least a city that grew up believing it would be an actual city – we’d have been able to easily get around the wreck-caused mess.

Can the city do better in the future? As Charlotte works to rewrite its zoning and subdivision ordinances, pay attention to more than just density and land uses. Other than transit, one of the best ways large cities handle the traffic that comes with a lot of people living nearby (i.e., population density) is with connected street grids. Will Charlotte figure that out?

More parking? Less parking? The debate continues.

Tobe Holmes of University City Partners describes changes coming to the UNC Charlotte part of the city when a light rail extension opens early in 2018. In the background is a new parking deck with retail on the ground floor, built by the Charlotte Area Transit System. Photo: Mary Newsom 

In the playbook for transit-oriented development, as a city adds more transit service it needs less parking. Here’s the reasoning: Building too much parking is an incentive to people to keep driving. Parking lots and decks create large, unfunded environmental and health costs, including but not limited to the heat island effect, water pollution from gallons of storm water runoff and the American obesity epidemic from too much driving.

As Charlotte’s Blue Line Extension light rail project nears completion (March 2018 is the projected opening), parking decks are rising along the line, including two huge decks near the UNC Charlotte campus where the line will end.  People who pay attention to such things ask whether we’re overbuilding parking. One recent example is this opinion piece from Charlotte Five – “It’s insane to keep building huge parking decks along the light rail line.”

The piece responded to a previous article – “It would be insane for Charlotte to stop building parking for apartments — right now.”

Three thoughts about all that:

1. I think both arguments are right. We need less parking in the long run, but for now we continue to need parking. (There is a whole other topic to be addressed, not here and not today, on how to shrink the number of surface parking lots being built.)

2. In this case it’s not planners who should feel the most heat but lenders – who may not even know
where Charlotte is and who won’t finance a project if the parking spots don’t fit their math formula. From what I see and hear most lenders don’t give a rip about good urbanism, diversity of uses, protecting surface waters, reducing obesity or any of that. They have their formula.

3. This is an opportunity for creative, innovative building design – a flexible parking desk structure that could adapt, as the city becomes easier to navigate without a car, into something else.

Here’s why we can’t instantly get rid of parking, happy though I would be to be arguing the other side of this. Most of the acreage in Charlotte, like most Sun Belt cities, was built to make driving easy, not walking or biking or transit. In huge parts of the city only the brave, the masochistic or the desperate choose to walk or bike to destinations. Yes, a few older neighborhoods break that pattern – Dilworth, Plaza Midwood, NoDa, etc.  Most Charlotteans don’t live there.

Consider: UNC Charlotte is nearing 30,000 students, plus 4,000-some faculty and staff.  We can all agree that encouraging more of them to use transit is ideal. With more people taking transit the campus can build fewer large expensive parking decks. But people live all over the city. Using transit to get to the campus is huge time investment requiring walking long distances to a bus, which may run only every 30 to 45 minutes, then riding to campus or to a light rail station. Only two bus routes serve the campus; one originates uptown, the other at SouthPark mall (that route will probably change as part of other transit changes to campus). Most people will not choose to invest 90 minutes or more for a trip they can drive in 20 to 30.

The city’s bus service is better than in 1998, but nowhere near what it needs to be. The Charlotte Area Transit System is studying its bus routes, but is not well-funded enough to simultaneously build light rail and dramatically improve bus service.

Consider people living near the light rail. Some did opt to live there so they can take the rail to work. But people change jobs and the new one may not on an easy transit route. Jobs are spread all over the city, with only a sliver of them easily reachable by the lone light rail line. And people acquire roommates, partners and spouses whose jobs may not be transit-friendly. (See this 2014 piece, Car-free in Charlotte? It isn’t easy, by a writer who gave up on South End as too hard to manage without a car.)

So for the foreseeable future, driving is necessary even for those of us who wish we could drive less. That means parking is necessary. For now. No, we don’t need as many spaces as lenders require to be built. We should figure out how to incentivize shared parking, and work to minimize surface lots. But still.

Yet couldn’t some of those ugly decks be repurposed in time? I’m not an engineer so maybe this is nuts, but I have to think that with innovative design and engineering, a parking deck could be designed to transition at a later time into residences or retail, with a much smaller share of parking.

As the city densifies and transit grows more robust – we can always hope! – we can get by with less parking. And those ugly decks could sprout other, more congenial uses.

Eviction, Charlotte-style

Amid much local conversation recently about economic mobility in Charlotte and Mecklenburg County, not much publicity has been paid to evictions, although sometimes it seems as if every civic leader you talk to has read, and is raving about, Matthew Desmond’s book, Evicted. (See the PlanCharlotte.org book review here. And yes, I’m among the chorus of fans of the book.)

But at today’s Housing Affordability Symposium, I just heard some eye-popping numbers from Ted Fillette, a long-time attorney with Legal Aid of North Carolina who has worked for decades on housing issues. Some of what Fillette said:

  • Every year more than 35,000 eviction cases are filed in Mecklenburg County.
  • Those cases are channeled through small claims court. Three courts run concurrently daily, five days a week and 50 weeks a year. Each magistrate (the judge for these cases) is assigned 30 to 120 cases per hour.

“What does it take to assume you only need 30 seconds or 60 seconds per case?” Fillette asked. “The presumption is people will not know their rights, can’t find the courthouse, or won’t have a defense.”

Speaking in the small auditorium where I’m sitting, Fillette describes the process: “What happens when 80 or 100 people show up, in a room about this size, and a magistrate calls 100 names per hour?”

If the tenant doesn’t hear his or her name the magistrate writes on a notepad to enter a judgment against the tenant. The tenants aren’t mailed the judgment. The first time many people learn a judgment has been entered against them is when they get a note from the sheriff, and the sheriff’s deputies show up. “They have five minutes to get the kids, pets, medicine, anything they can carry, then the house is locked up,” Fillette said. They have seven days to retrieve their belongings. If they have no place to move their things, the landlord can sell, destroy or throw away all their belongings.

“And there’s a record at the courthouse that stays there forever. … It’s as much of a permanent scar as a criminal conviction.” Being evicted makes it difficult to ever rent again.

Fillette said that of the 35,000 eviction cases a year, his office will represent about 400 — and win 95 percent of those cases. “It’s the ones we don’t see that matter.”

Of the people in eviction court, 95 percent are African-American women, or disabled or elderly, he said.

“What’s happening to African-American men in the criminal system is happening to African-American women in the court system.”

The ever-present dilemma of paying for transit

The topic of transit – or the lack of it – arose during public hearings on the vast new River District development that won city approval last month. The almost 1,400-acre development will grow west of the Charlotte Douglas International Airport in what today is a rural and thinly settled area.

The development is expected to generate 120,000 vehicle trips a day. That number got the attention of Charlotte City Council members, who talked about transit but did little beyond talk before approving the developers’ rezoning request.  That’s because the city’s plans for transit to that part of town are, for now, vague and – like most of the 2030 Transit Plan beyond the Blue Line Extension – unfunded.

The city isn’t allowed to impose impact fees without state legislative approval. And don’t hold your breath for that. Further, state courts struck down some counties’ attempts at adequate public facility ordinances – where developers either had to wait until local governments could afford to offer public facilities such as classrooms and police/fire service to serve the new development, or pay a fee to help the local government provide them.

So Charlotte can’t do what Sacramento, Calif., is proposing: a transportation impact fee on most new construction to fund
more and wider streets and improve biking and pedestrian facilities. See Sacramento asks developers to open wallets to keep city streets from clogging. (The Sacramento fee would range from a few hundred dollars for some rental units to more than $2,000 per single-family home in some areas. It’s expected to generate about $3 million a year.

But N.C. local governments still have negotiating power. In Charlotte, developments expected to generate a lot more motor vehicle trips have to pay for a traffic impact study, and talks between city planners and developers often produce a “voluntary” agreement for the developer to provide a turn lane or a traffic signal or some such. That’s called an “exaction,” although developers joke it’s more of an “extraction.”

As I listened at the River District public hearing in October, I wondered whether the city could put some transit funding on that list of negotiated agreements. It’s fairly routine for the city to ask for, and get, a slightly upgraded bus stop, generally a concrete pad to bus riders don’t have to stand in the mud in wet weather. But why not expand the menu for those asks, especially for a development expected to generate 120,000 trips in a part of town not built for that much traffic?

The city has a fee-in-lieu mechanism for its tree ordinance. Could there be something similar for transit needs?

Would that solve the cavernous funding gap between our local transit plans and our local transit revenue from the countywide half-cent sales tax? No. But it would help – and it would instill into local practice the idea that transit should be among those things developers could “volunteer” to assist with.