StoneAvenuePlan January2011

plan stone avenue
Gr e e n v i l l e , S o u t h C a r o l i n a
plan stone avenue
was created by:
Mayor Knox White
City Council
Amy Ryberg Doyle, District 1
Lillian Brock Flemming, Vice Mayor Pro Tem, District 2
Jil Littlejohn, District 3
David Sudduth, Mayor Pro Tem, District 4
Susan Reynolds, At-Large Representative
Gaye G. Sprague, At-Large Representative
City Manager
John Castile
Planning Commission
Mercedes Bartow
Keith Dreher
Mills Gallivan
Brody Glenn
Matt Johnson
Tripp Muldrow
Gordon B. Sherard Jr.
Department of Economic Development,
Planning and Development Division
Nancy Whitworth, Director of Economic Development
Jean Pool, Planning and Development Manager
Jennifer Rigby, Development Planner
Dover, Kohl & Partners
town planning
Victor Dover
Megan McLaughlin
James Dougherty
Amy Groves
Chris Podstawski
Andrew Georgiadis
Elma Felix
Melissa Harrison
Hall Planning & Engineering
transportation planning
Rick Hall
Tracy Hegler
Pratt-Thomas Walker
land use law advisors
Andy Gowder
UrbanAdvantage
computer visualizations
Steve Price
The Street Plans Collaborative
website design
Anthony Garcia
Urban Advisors
economic analysis
Ed Starkie
. . .and hundreds of Greenville residents
analyze
envision
inspire
plan
move
implement
appendix a: transportation analysis
appendix b: modern roundabouts
appendix c: public input
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B
C
table of contents
The Top of Downtown
A History of Stone Avenue
Analysis Maps
Existing Conditions Photos
Relevant Plans and Studies
Land Development Regulations
Market Analysis
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1.4
1.8
1.15
1.16
1.19
1.22
a n a l y z e
1 J anuar y 2011
Page 1. 2 Dover, Kohl & Par t ner s J anuar y 2011
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The Top of Downtown
Something is happening just north of Downtown Green-
ville. For years now, the area has been burgeoning with
new activity, with homeowners restoring historic houses
and creative new businesses coming to stay. Something
is happening, and it is distinctively Greenvillian. In the
tradition of the Downtown renaissance, the Reedy Riv-
er makeover, and the West End revitalization, the area
intersected by Stone Avenue and North Main Street is
emerging as one of Greenvilles freshest new districts.
The North End, as christened by area residents and
business owners, has established its own unique identity
within the City of Greenville. As growth continues to
come, it is important that future development and in-
vestment in this area enhances its character and makes it
even better, rather than worse. In order for the Green-
ville community to create a shared defnition of better,
the City of Greenville and North End citizens are un-
dertaking the Stone Avenue Plan. Dont be fooled by the
name this plan encompasses more than just Stone Av-
enue, and its effects will be felt by residents, businesses,
and visitors alike.
The Stone Avenue Plan is the result of neighborhood
residents, civic leaders, business owners, and the City of
Greenville coming together to proactively plan for the
future. The Plan builds upon the many planning efforts
already undertaken by the City and the community, and
it addresses urban design, transportation, market, and le-
gal challenges for the Stone Avenue Corridor and North
Main Street. The Plan incorporates community input, il-
lustrating the desired evolution of the area, and outlines
achievable steps to get there.
A forist shop on East Stone Avenue
Newly-renovated coffee shop on Wade Hampton Boulevard
The Handlebar, a music venue on East Stone Avenue that attracts
regional audiences
The Bohemian and Horizon Records, a popular restaurant and shop on
Stone Avenue and Main Street
A newly-constructed EarthCraft home on West Stone Avenue Recently-renovated building and popular salon on Wade Hampton
Boulevard
Dover, Kohl & Par t ner s J anuar y 2011 Page 1. 3
analyze
EXISTING CONDITIONS Above is a site plan of the study area showing North Main Street and Stone Avenue. While the surrounding neighborhoods have signifcant tree canopy, Stone Avenue is characterized by parking lots
and paved surfaces with few street trees.
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A History of Stone Avenue
The information included in A History of Stone Ave-
nue is summarized from research undertaken by Rob-
ert and Judith Bainbridge, professors and residents of
North Main. For more information on Stone Avenues
history, please refer to A Development History of the
Stone Avenue and North Main Street Area by Robert
Bainbridge and the Greenville News article, Stone Avenue
Winds Straight through Greenvilles History by Judith
Bainbridge.
Beginnings: 1881-1891
Stone Avenue is a relative newcomer to Downtown
Greenvilles network of streets. From the start, it was
laid out with residential subdivision in mind. Stone Ave-
nues location in relationship to Downtown made it at-
tractive for early bus and auto-oriented homes.
In 1881, prominent landowner Eugene E. Stone conveyed
a seventy-fve foot wide strip of his property to the City
of Greenville in order to make his land more enticing for
development. Stone Avenue stretched between Ruther-
ford Road and Chick Springs Road along a line about 200
feet north of the southern boundary of Stones property.
Stone also gave the City a sixty-fve foot strip to extend
North Main Street, and he laid out intersecting streets
for future development.
The frst section of Stone Avenue to be constructed was
from Rutherford Road to North Main Street. This new
West Stone Avenue edged an existing housing communi-
ty east of Rutherford Road, where about a dozen homes
owned by black families has clustered since 1868. Buck-
nertown, as it was called, had been built up by freedmen,
many of them artisans, led by John Buckner, a painter at
the Gower and Cox Coach Factory.
While Greenvilles population had nearly tripled between
1870 and 1880, there was no particular need for housing
so distant from the citys business center. It wasnt until
1889 that the frst house was built on Stone Avenue, by
J.M. Perry, owner of Perrys Business College on Main
Street. In 1891, ten houses had been built on Stone Ave-
nue, most of which were located near the Bucknertown
community.
Grays Improved Map of Greenville, 1883
Source: The Historic Resources of Greenville County, 1981
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Residential Expansion (1891-1924)
In 1903, after more than twenty years of slow growth
along North Main Street and Stone Avenue, Lydia Stone,
the widow of Eugene E. Stone, chartered the Stone Land
Company. Lydia transferred 250 acres of family land
to the company, which platted the land and divided it
among her children. The Land Company and those chil-
dren, who also owned land individually, began developing
Stone Avenue in a direct way.
In the frst decade of the new century, Stone and its
intersecting streets (frst Townes and Rowley, then Wil-
ton, Vannoy and Elizabeth; fnally Bennett and Robinson)
become especially desirable for what would now be
called starter homes. Many, like that of enterprising
young businessman B.H. Peace, a journeyman printer,
were built in the fashionable new bungalow style.
Those lots continued to sell: in 1900, there were 14
homes on West Stone, and none on East. By 1910, there
were 46 homes on Stone Avenue, and by 1920, there
were 76 homes built.
As residential development increased, so did the need
for goods and services in the neighborhood. The frst
school in the area, Stone Avenue Primary School, was
built on the corner of Robinson Street and West Stone
Avenue. The building still exists today as part of Earle
Street Baptist Church. In addition, the frst commercial
businesses were established during this time, with gro-
cery stores located at 127 and 135 East Stone.
Boney Hampton Peace and family at their home on Stone Avenue, 1913
Source: Clemson Digital Library
Stone Land Company Plat, East Stone Avenue Area, 1909
Source: Register of Mesne Conveyance, City of Greenville Deed and Title Offce
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An Automobile Suburb (1924-1946)
By the mid 1920s, Stone Avenue was paved and had be-
come an important thoroughfare. North Main Street
and Stone Avenue were too far from businesses in down-
town for a comfortable walk, especially with the big hill
sloping down to Tanyard Creek. The hill was also too
steep for a trolley. By 1924, as shown in a street map,
Greenvilles frst bus route came out North Main, turned
west on Stone, and went up Rutherford Road as far as
Ashley Avenue. Many early residents also owned an au-
tomobile, and many homes included detached garages at
the rear of the property. By the start of World War Two,
there were more than 100 homes on the street.
Additional civic organizations and businesses were estab-
lished on Stone Avenue to serve the growing population.
At the corner of Rutherford Road corner, Triune Meth-
odist Church was built, serving residents in the north-
ern section of the City. In addition, the First Christian
Church was built at 315 East Stone. In the 1930s a new
building was built for the African-American Allen School
on Cemetery Street near the junction of Elford Street
and Column Street.
New businesses sprang up to serve residents, including
three small grocery stores. At the northeast corner of
Stone Avenue and Main Street, an A&P grocery store,
a Rogers Stores grocery, and a pharmacy were estab-
lished.
During this time period, a new highway between Spar-
tanburg and Greenville was built. The frst four-lane seg-
ment was completed in 1938 and extended 5 miles
out of Greenville. By 1941, there was only an eight-mile
gap in the four-lane between Greenville and Spartanburg.
Then work halted for the war.
The construction of the highway marked the beginning
of Stone Avenues transition from a residential street to
an auto-oriented business corridor. In the late 1930s and
40s, a number of homes and small businesses on Stone
Avenue were converted into flling stations and service
stations. The grocery at 105 East Stone became Kitch-
ens Shell Service Station. 300 East Stone now housed
the Super Hwy Service Station; and 312 East Stone was
the Curry Service Station. On Chick Springs, the Waco
Jones ESSO station was at number 400 and the Omar
Johnston flling station was across the street, adding up
to four flling stations at the intersection of Stone Av-
enue and what is now Wade Hampton Boulevard.
This 1924 street map shows Greenvilles frst bus route coming up North Main, turning west on Stone Avenue, and going up Rutherford Road as far
as Ashley Avenue. Source: Map of Greenville, S. C. The Textile Center of the South and Vicinity, compiled from 1924 surveys and drawn by H. A.
MacDonald & A. Keith Pooser, Copyrighted 1924. Image courtesy of Robert and Judith Bainbridge.
A 1930s Shell service station such as those built on Stone Avenue
before World War II Source: Joe F. Jordan Photographer, Inc.
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The Suburban Strip and Residential Decline:
1946-2010
The Suburban Strip and Residential Decline: 1946-2010
The Super Highway, Wade Hampton Boulevard, offi-
cially opened in 1946. It was completed to Chick
Springs Road in 1947 and merged into Stone Avenue.
The completion of the super-highway and the end of
World War Two brought substantial changes to North
Main Street and Stone Avenue.
In connection with the new road construction, Stone
Avenue was designated as part of the U.S. Highway
system. A 1955 street map shows that Stone Avenue is
extended to Laurens Road as U. S. Highway 276. Wade
Hampton merges into Stone Avenue and continues
south on Main Street as U. S. 29. With these road des-
ignation changes, Stone Avenue was considered a major
highway, and the State Highway Department widened
Stone and North Main south of Stone Avenue from two
lanes to four lanes by 1960.
In 1951, Sears & Roebuck capitalized on the comple-
tion of the super-highway by moving its retail opera-
tions from Main Street in Downtown Greenville to an
auto-oriented, detached building on East Stone Avenue.
Another major landmark of this period was the Pet
Dairy on the Triangle site, including a plant and a restau-
rant and a retail outlet that faced on Wade Hampton.
In the following years, eight more gas stations were
established on Stone Avenue. Small commercial build-
ings and apartment houses were constructed in response
to the increase in traffic and the changing character of
the Avenue. Gradually, in the following decades, homes
were converted into businesses. Businesses included
beauty shops, contractors, auto parts stores, auto sales,
liquor stores, laundry services, restaurants, and drug
stores, office buildings, banks, filling stations, and service
stations.
In the twenty-first century, Stone Avenue has begun
a new transformation as its auto-oriented businesses
are phased out by unique new restaurants, professional
service companies, and funky new retail establishments.
Many of these businesses have moved to Stone Avenue
as an affordable alternative to rising rents in Downtown
and the West End. In the 1990s Horizon Records and
The Bohemian restaurant replaced an Amoco filling sta-
tion. The Handlebar music hall and bar replaced a for-
mer automotive facility. Of the numerous auto-oriented
businesses on Stone Avenue, only a gas station and a tire
shop remain.
This 1955 road map shows the construction of the Greenville-Spartanburg Superhighway. Note the U.S. Highway 29 and U.S. Highway 276 designa-
tions on Stone Avenue. Source: Map of Greenville and Vicinity, South Carolina, Copyright Map Corporation of America, Boston, Massachusetts.
Image courtesy of Robert and Judith Bainbridge
Sears, Roebuck and Company Source: Greenville County Historical
Society
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BUILDING FOOTPRINTS - Figure-ground maps of building coverage, as presented above for Stone Avenue, allow assessment of the physical structure of a community. Buildings are shown in solid black, while unbuilt space is
left white. Right-of-way and lot lines are also included. A building footprint diagram highlights just the buildings, which allows one to understand the completeness of the neighborhood fabrici Note the uneven pattern of building
fabric along Stone Avenue, and the number of vacant properties and parking lots, in particular along East Stone Avenue.
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Building Footprints
Buildings
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Water
Analysis Maps
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TOPOGRAPHY - The map above indicates topographic change in the study area. Note Stone Avenue and Earle Streets location on a signifcant ridge separated from Downtown Greenville by a valley. The location of Stone
Avenue on the slope of a ridge results in the fnely crafted stone retaining walls from the early 20th century, and today has resulted in more dramatic retaining walls for larger developments such as the Rite Aid at Stone Avenue
and Main Street.
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Elevations
1000 - 1025
975 - 1000
950- 975
925- 950
900 - 925
875- 900
850 - 875
Project Boundary
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2010 CURRENT ZONING DISTRICTS- The map above illustrates the zoning designations for properties within the study area. Greenvilles zoning code is pyramidal, with an ascending hierarchy of exclusion, from the least
exclusive districts through the most exclusive. West Stone Avenue is predominantly zoned OD, or offce, which restricts retail development but allows for residential development, while East Stone Avenue, zoned C2, allows for
commercial, offce, and residential development.
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OD
PD
All Residential
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2010 CURRENT FUTURE LAND USE Map - Under the Citys recently updated Comprehensive Plan, a new Future Land Use Map was created, which defnes new categories of land uses. These land uses are more supportive
of mixed-use, complete neighborhood development. The majority of Stone Avenue is designated Mixed-Use Neighborhood, which allows for lower-intensity mixed-use development that is focused on neighborhood services.
Key intersections in the study area are designated Mixed-Use Community, which allows for higher-intensity mixed-use development that serves a regional market.
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Future Land Use Map
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Buildings
Parks, Open Space, and
Schools
Mixed Use City Center
Mixed Use Neighborhood
Mixed Use Community
Urban Residential
General Residential
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PRESERVATION - Preservation Districts are locally designated and are protected areas of the City that hold a particular cultural, architectural, and/or historical signifcance. Several preservation districts surround the study
area, including Colonel Elias Earle Historic District, East Park Avenue Historic District, and the Heritage Neighborhood Historic District. A preservation overlay is an additional regulatory measure that affects the appearance of a
property; the use regulations in the underlying zoning district remain in effect. This has served as an effective tool in spurring the preservation and revitalization of these neighborhoods.
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Historic Districts
Project Boundary
Buildings
Hampton-Pinckney
East Park
Heritage Neighborhood
Col. Elias Earle Overlay
Overbrook
analyze
PARKS & OPEN SPACE- The Stone Avenue area benefts from signifcant regional parks, including McPherson Park, historic Springwood and Richland Cemetery, and recently-dedicated park space in the Viola neighborhood.
The area lacks small neighborhood parks and other neighborhood gathering spaces that serve the immediate neighborhoods or Stone Avenue.
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Parks and Water Bodies
Parks
Project Boundary
Water
Buildings
Cemeteries
plan stone avenue
CIVIC BUILDINGS - Due to the study areas proximity to Downtown, there are a number of regionally-signifcant civic buildings, including the Heritage Green campus and the Bi-Lo Center. The study area, however, could beneft
from additional neighborhood-serving civic uses that could provide a place for residents to gather.
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Civic Uses
Buildings
Project Boundary
Civic Buildings
analyze
Existing Conditions
Looking east on West Stone Avenue, near Townes Street
Looking west on West Stone Avenue, between Townes Street and Wilton Street
Looking east on East Stone Avenue, near Vanoy Street
plan stone avenue
Relevant Studies and Reports
For more information about the studies and reports intro-
duced below, please contact the City of Greenville Economic
Development Department, Planning and Development Divi-
sion, or refer to the City of Greenville website.
Viola Street Neighborhood Revitalization
The Viola Street neighborhood encompasses 71 acres,
located just south of West Stone Avenue. In the second
half of the twentieth century, the neighborhood suffered
from increasing levels of poverty and crime, which began
to affect surrounding neighborhoods. In 1993, the City
of Greenville initiated the Neighborhood Revitalization
Strategy to transform the area physically, socially, and ec-
onomically. Physically, the neighborhood suffered from
inadequate street infrastructure, deteriorated housing,
and a lack of public meeting facilities. Socially, members
of the community were subject to illiteracy, poor educa-
tion, drug abuse, crime, unemployment, and underem-
ployment. Economically, the area offered development
potential for jobs and businesses around its perimeter,
and was in need of new commercial services inside the
neighborhood.
The development strategy focused on supportive so-
cial services meant to empower residents to become
self-suffcient and physical improvements meant to pro-
vide more attractive and affordable housing conditions.
The construction of a new community center, includ-
ing a computer center, resource center, and meeting and
classroom spaces, provided a center for neighborhood
activity. Economic development activities have continued
throughout revitalization, led by the Greenville Urban
League. A physical site design and subdivision platting
was prepared; primary goals were to provide affordable
housing and to repave and widen the entire street sys-
tem, including the addition of sidewalks.
The City of Greenville, in partnership with the Green-
ville Urban League and the Viola Community Neighbor-
hood Association, initiated the Neighborhood Develop-
ment Program. After careful planning and assembly of
over 16 private, government, and non-proft agencies,
revitalization efforts began in early 1993. Most of Phase
I was completed in the middle of 2002 and Phase II was
completed in early 2009. Since completion of the Revi-
talization Strategy, the neighborhood has stabilized and
reinvestment in the surrounding neighborhoods, particu-
larly along West Stone Avenue, is underway.
Viola Street Neighborhood
analyze
Richland Cemetery Master Plan
Richland Cemetery was one of the frst African Ameri-
can cemeteries in the City of Greenville. Originally part
of Springwood Cemetery, the frst documented mention
of the property as Richland Cemetery was in 1896.
The cemetery grounds were maintained by a sexton
who lived adjacent to the site, who was responsible for
selling lots, opening graves, and maintaining the walkways.
A fre at the sextons house before the 1940s destroyed
many records of the plots and graves. Today, there are
over 550 documented graves that date back as far as
1800s. The cemetery is currently a gentle sloping grass
area with a few scattered trees, lacking any improve-
ments. Most of the tombstones are in good condition;
however, there are several tombstones that are broken
and destroyed, some are illegible, and others have no
inscriptions at all. As Greenville has evolved over the
last century, the cemetery has become surrounded by a
variety of often incompatible land uses, and it currently
feels quite hidden from the surrounding streets.
Realizing the importance of this cemetery to Greenvilles
history, the Friends of Richland Cemetery (a non-prof-
it organization) was established in 2002 to raise funds
for cemetery improvements and perform historical re-
search. In 2003, Greenville City Council engaged Clem-
son Universitys department of Planning and Landscape
Architecture to develop a Master Plan for both Richland
and Springwood cemeteries as a public service project.
During the course of one semester, the Master Plan was
created; fve meetings were held to maximize student in-
teraction with the community and to facilitate meaning-
ful participation. Several opportunities were identifed
and explored in the Master Plan, including:
Utilizing an area to the west of the Fire Department
as an open space/park.
Removing or relocating the existing, incompatible
recycling area, creating an opportunity for cemetery
expansion and a more visible vehicular entrance from
Stone Avenue.
Utilizing the area between Church Street and Hilly
Street at the western edge of Richland Cemetery as
potential redevelopment sites, replacing incompatible
uses with residential units that will provide a watchful
eye on the cemetery.
Realizing potential for redevelopment of the area
along East Park Avenue which would contribute to
the improvement of Richland Cemetery in terms of
expansion, restoration, historic preservation, safety
and aesthetic issues as well as a transition element
to accomplish a connection between two cemeteries
(Springwood and Richland).
Utilizing the area between the northwestern corner
of Richland Cemetery and Church Street as a park/
open space.
Addressing the interface between the cemetery and
the Fire Station.
Richland Cemetery Illustrative Plan, completed by Clemson University students in 2003
plan stone avenue
Towngate Property Redevelopment Analysis
In 2009, an interdisciplinary studio class of business, land-
scape architecture, and planning students from Clemson
University studied redevelopment options for the pri-
marily vacant parcels of land located at the intersection
of North Main Street and Stone Avenue. The projects
include a summary of existing information, as well as de-
velopment concepts and pro forma; this research can be
utilized as a resource to evaluate redevelopment pros-
pects as part of the Stone Avenue Master Plan.
The site is approximately 5.1 acres, located just 3 blocks
from Greenvilles central business district. The site is
mainly open, with a few paved areas of concrete that
remain from past uses that have since been torn down
(grocery, gas station, residential homes, auto service
shop). There is also a billboard on the site. There are
two existing buildings - one is an offce building and the
other is a home on Stone Avenue that is on the National
Historic Register. There is an existing alley that provides
access from Park Avenue.
Redevelopment of the site is an opportunity to extend
downtown Greenvilles streetscape to Stone Avenue; the
site can serve as the northern entrance to the Central
Business District (CBD). The site is currently zoned
for residential (RM-2: along Rowley Street) and com-
mercial (C-2: along North Main Street and Stone Ave).
Each zoning designation mandates a maximum height of
5 stories; most student projects recommend rezoning to
PD (planned development district) but have maintained
proposed heights within the 5 story limit. Future land
use designations on the Comprehensive Plan include
Mixed-use Community on properties with C-2 zoning
and Urban Residential on parcels with RM-2 zoning.
Mixed-use Community encourages uses such as librar-
ies, offces, supermarkets, mid-sized employers, and fre
stations. Urban Residential permits a range of housing
from single family detached and attached to multi-family
the goal is to transition from the urban nature of the
CBD to single family areas, with increased densities and
concentrated development encouraged.
The student reports contained a detailed overview of
conditions for the regional and local markets. Some
identifed needs include:
Specialty grocer: a boutique, high-end, "green"
shop such as Fresh Market, Earth Fare, Whole
Foods, etc;
Drug stores, discount retail, fast food, and local
retail show potential for growth;
Offce: class A new construction
Residential: multi family rental and for-sale condo;
Entertainment uses, such as a theater.
Common design themes found in the reports include:
Mixed-use buildings (retail with offce & residen-
tial above) on North Main Street and Stone Ave;
residential (townhomes or multi family) on Row-
ley street to transition to residential neighbor-
hood.
Provide a central "gathering space".
Use buildings to defne walkable streets with
wide sidewalks, on-street parking, with remainder
of parking consolidated to interior of lot; limit
curb cuts.
Building heights average between 3 5 stories.
Utilize structured parking for effcient use of land.
The student reports also contained development pro-
forma; these varied widely based on the design concept
and assumptions made, with estimated development
costs ranging from $16 million to $56 million, and esti-
mated profts ranging from (-$1.2) million to $11.7 mil-
lion.
Demographics (within 3 miles of North Main /
Stone Avenue site):
Population: 73,454 (2009 estimate)
Average household income: $47,402
49.9% renter occupied housing
50.1% owner occupied housing
Average age: 36.99
Source: Claritas , Inc. 2009 Estimates
Site plan from one of the student projects. Most proposals contained
mixed-use buildings along North Main Street and Stone Avenue, with
residential uses on the eastern side of the property.
analyze
Land Development Regulations
City of Greenville Zoning Code
City of Greenville Zoning Code contains many posi-
tive regulations that will help the creation of walkable
and sustainable urbanism in the Stone Avenue Corridor.
The zoning designations that predominate in the Stone
Avenue Corridor are OD: Offce and Institutional Dis-
trict, which is almost entirely located on the West Stone
Avenue, and C-2: Local Commercial District, which is
located on North Main Street and East Stone Avenue.
There are a few parcels designated C-3: Regional Com-
mercial District along both North Main Street and in
the Northeast corner of the study area. Most of these
non-residential designations extend only one lot deep.
The mid-block line between commercial and residential
zoning is also the boundary of the study area. An assess-
ment of the mapping and the associated land use regula-
tions is presented below. Please also refer to the Zoning
Map on page 1.10 of this report.
Allowed Uses
In the West Stone Avenue area, OD zoning predominates.
This district prohibits retail sales unless it occurs as a
special exception. This zoning designation may inhibit
the formation of a minor mixed-use center along West
Stone Avenue. In OD, C-2 and C-3, residential uses are
allowed, which does allow for multi-story, mixed-use
buildings.
Setbacks and Lot Coverage
The Dimensional Standards shown in Table 19-5.1-1 of
the Zoning Code warrant scrutiny. Particularly, OD has
a maximum lot coverage of 50%, a front setback of 10
feet, and a maximum height of 40 feet. C-2 and C-3 have
similar height and setback requirements but allow for a
lot coverage of 100%.
The setbacks are signifcant because they could be used
to accommodate generous sidewalks in areas where the
existing right-of-way does not currently allow for widen-
ing. These setbacks could also be relaxed or eliminated
in areas where a greater sense of spatial enclosure is
needed for the street. Buildings could be permitted to
be built closer to the street in exchange for tighter regu-
lation of building form.
Parking
The Code encourages the location of parking lots to
the rear or side of buildings, but allows for a maximum
of 20% of total parking spaces to be located in the front,
provided this number does not exceed 100 parking
spaces. The Code is also innovative in its use of parking
maximums, prohibiting parking ratios of over 1 per 150
square feet.
The Code has a progressive minimum bicycle parking
requirement, requiring 2 spaces per site and 10% of the
frst 100 off-street parking spaces provided plus 1% of
the number of off-street parking spaces exceeding 100.
Also, one can get reductions in the number of off-street
car spaces by adding additional bicycle parking at the
rate of one automobile space for every six bicycle park-
ing spaces provided.
The Code includes a provision for shared parking. The
shared parking spaces must be located within 600 feet
of the primary entrance of all uses served, unless remote
parking shuttle bus service is provided. A shared parking
study must be submitted.
Street Design
The Code encourages complete streets, interconnected
streets, and traffc calming. Dead-end streets are pro-
hibited. There is a provision that for Traditional Neigh-
borhood Developments (TND), the City Council may
approve the modifcation of any standards to accom-
modate TND principles as refected in the prevailing
standards established by the Institute of Transportation
Engineers. This provides fexibility for certain larger de-
velopments.
The Code requires road improvements if a development
causes the roadway Level of Service (LOS) to descend
below D. Reliance upon LOS as an indicator of the
performance of the street could imbalance the street
design towards driving at the expense of other modes
of travel. It could also thwart redevelopment by devel-
opers who are not fnancially able to fund roadway im-
provements. Also, LOS standards imply that transpor-
tation capacity improvements will be accomplished by
increasing roadway capacity rather than by modal shifts
(for instance, activating rail or other modes). The City
should consider alternative methods of measuring trans-
portation capacity such as level of walkability and bik-
ability and transit opportunities. More information on
alternative measures of transportation capacity can be
found in the ITE Manual Designing Walkable Urban Thor-
oughfares: A Context Sensitive Approach.
Finally, the Code mandates sight triangles on roadways.
This requirement may limit the planting of street trees
or the placement of buildings at certain intersections,
which could prevent the attainment of a sense of spatial
enclosure.
Non-Residential Design Standards
Faade Treatment
The Faade Treatment Standard, described in Section 19-
6.3B3 of the Zoning Code, states that architectural ele-
ments such as canopies, awnings, and arches are required
on faades. This Standard could be refned to specify
required depths, dimensions, and confgurations of these
architectural elements, which could add an additional
level of predictability to new development.
plan stone avenue
Connectivity
The Connectivity Standard, described in Section 19-6.3E4
of the Zoning Code, states that for buildings greater
than 10,000 square feet a landscape and pedestrian area
shall be provided along the full length of each faade of
the building containing a customer service entrance and
along any faade abutting parking areas. This standard
does not work for street-oriented buildings in urban ar-
eas. Street-oriented buildings generally have pedestrian
access from the sidewalk, and landscaping and pedestrian
space is located in the right-of-way. Requiring on-site
landscaping and pedestrian space along the front of the
building in an urban location only serves to push the
building further from the street and constrain space for
parking at the rear of the lot. This requirement should
be waived if the building is directly accessible from the
sidewalk in certain areas of the City where street-ori-
ented buildings are desired. This can encourage street-
oriented building by leaving more of the property as
developable area.
Parking Lots
The Parking Lot Standards in Section 19-6.3F of the
Zoning Code address the location and design of park-
ing lots. The standard allows up to 20% of total parking
spaces to be located in the front yard of a property. In
urban locations, where street-oriented buildings are de-
sired, this standard should be adjusted to prohibit park-
ing in the front yard.
The parking landscaping requirements state that there
are to be pods of no more than 30 parking spaces, sep-
arated from other parking pods by sidewalks. It would
be useful to allow exceptions for parking lots located in
mid-block areas that are completely shielded from view
of the streets. This will allow the maximim effciency of
parking on constrained lots.
Preservation Overlay Districts
The City of Greenville has designated Preservation
Overlay Districts within areas that contain buildings
and architectural details of historic signifcance. Several
of these districts surround Stone Avenue, including the
Colonel Elias Earle Historic District (to the north), the
East Park Avenue Historic District (to the southeast),
and the Heritage Neighborhood Historic District (to
the southwest). A preservation overlay is an additional
regulatory measure that affects the appearance of a
property; the use regulations in the underlying zoning
district remain in effect.
In order to make any exterior alteration, demolition or
new construction within a Preservation Overlay District,
a Certifcate of Appropriateness must be approved by
the Design Review Board (DRB), a nine-member citizen
board appointed by the Mayor and City Council. A set
of design guidelines have been established to assist the
DRB and property owners in determining the appropri-
ate design concepts to maintain the districts character.
The guidelines regulate the preservation, repair, and re-
placement of architectural details and building materials,
site features (such as fences and landscaping) as well as
site planning (setbacks), building mass, scale, and form,
and individual building features such as porches, win-
dows, roofs, and storefronts. In addition to the general
guidelines, there are also special guidelines for each dis-
trict, based upon that areas unique history and charac-
ter. There are no set number of guidelines that must be
met to gain approval.
In making its determination, the DRBs overall concerns
are that the proposed work complies with the criteria in
its ordinance, that the integrity of an individual historic
structure is preserved, and that the overall character of
each individual historic district is protected.
City of Greenville Comprehensive Plan
The 2009 Comprehensive Plan is a progressive docu-
ment that indicates that Greenville is a progressive body
that is aware of its strengths and challenges. It acknowl-
edges the contrast between the development patterns
of the urban core and the suburban mantle that sur-
rounds the core. The structure of the City (i.e. City of
Neighborhoods) is well understood; evidence of this
includes diagrams that show the boundaries of neigh-
borhoods and how they relate to each other. Areas that
need special attention are called out in the document.
There are also several passages in the Comprehensive
Plan that will directly affect the design and redevelop-
ment of the Stone Avenue Corridor.
Multi-Modal Greenville
Even though Stone Avenue is located just outside the
heart of Downtown, it is considered part of the urban
core. The Comprehensive Plan describes the urban core,
including the study area: The high connectivity of the
grid-patterned road network allows drivers to fnd alter-
native routes if there is an incident along a major road.
These street patterns also allow for more route choices
for pedestrians and bicyclists. Also, the side roads and al-
leys have allowed for parking infrastructure to be placed
behind the storefronts in the downtown area, allowing
for a pedestrian-friendly atmosphere and helping estab-
lish downtown as a destination. This area should be pro-
tected from attempts to automobilize this section of
the city such as road widening, large parking lots, and
high speed roads. This section makes it clear that the
grid pattern of streets around Stone Avenue is highly val-
ued and efforts to improve multi-modal transportation
along Stone Avenue are supported by the City.
Pedestrian Friendly Environment
The Healthy Living and Pedestrian Friendly Environment
Element contains specifc objectives that address the
analyze
form of development and future public investment on
Stone Avenue.
Objective 2, construct sidewalks, crosswalks, and bike
lanes throughout the city. This objective contains mo-
bility strategies that affect Stone Avenue, namely, 2.1:
Change shoulder requirements, 2.2: Create bicycle
boulevards, 2.3: Limit curb cuts, and 2.4: Defne pe-
destrian corridors.
Objective 3, create mixed-use residential/commercial
areas contains mixed-use strategies, namely, 3.1 Pro-
vide incentives for developers.
Objective 4, make urban environments biker-, pedes-
trian-friendly. This objective contains biker-, pedestrian-
friendly strategies, namely, 4.1: Provide on-street park-
ing, 4.2: Create blue bike lanes, 4.7: Integrate cycling
and transit systems, 4.8: Implement traffc manage-
ment and calming strategies, and 4.10: Construct curb
extensions.
Objective 5, Formulate design standards for PED dis-
trict explains how a pedestrian overlay district can be
used to create urban fabric of moderate intensity.
Neighborhood/Corridor Identity & Stability Strategies
Several recommendations in the Neighborhood/Corri-
dor Identity & Stability Strategies are relevant to Stone
Avenue. Objective 2 Focus on transitional areas near
commercial corridors is an important task for the tran-
sition from the commercial and mixed-use properties on
Stone Avenue to the historic residential neighborhoods,
particularly where commercial properties are adjacent
to residential properties. Objective 7 Encourage the
development of various modes of transportation has
timely suggestions such as 7.1 Limit the perimeter size
of blocks, 7.2 Encourage density, and 7.2 Construct
multi-use trails, 7.3 Bike lanes, and 7.4 Avoid dead
end streets/ cul-de-sacs.

Transportation Strategies
The Transportation Element contains a number of posi-
tive and constructive Objectives that encourage multi-
modal transportation.
Objective 1 states: Provide adequate infrastructure so
that individuals have sidewalks, bike lanes, roads, etc to
navigate. Within Objective 1.1 Strategies for effcient
parking there are a number of provisions that could
help produce compact urban form in the study area such
as 1.1.1 Provision of on-street parking, 1.1.2 Con-
struction of structures rather than lots, 1.1.3 Auto-
mated parking structure, 1.1.4 Reduced stall dimen-
sions and compact car spaces, 1.1.5 Tandem/stacked
or valet parking, 1.1.6 Implement shared parking, 1.1.7
Unbundle parking, and 1.1.8 Abolish minimum park-
ing requirements and institute maximum ceilings. All of
these tools assist in alleviating a property owners bur-
den of providing on-site parking. These tools should be
considered for the properties on Stone Avenue, which
are small, relatively constrained properties. Adjustments
in parking policy on these properties can affect whether
or not these properties redevelop, and whether they re-
develop in a desirable way.
Within Objective 1.2, Strategies for the creation of a safe
and comfortable environment for pedestrians and cyclists
as well as vehicles there are also provisions that would
aid in creating compact urban form such as 1.2.2 Limit
curb cuts, and 1.2.4 Pedestrian and bicycle entrances.
In Objective 2, the Plan states, Provide adequate public
transportation so that individuals do not have to rely
on vehicles. Objective 2.1 Strategies for Building a
Successful Transportation System includes 2.1.1 Make
public transportation a planning priority, 2.1.2 Make
public transportation aesthetically attractive, 2.1.3
Make public transportation easy for pedestrians, and
2.1.4 Make public transportation economically attrac-
tive. The growth of public transportation will assist in
providing additional options for residents and property
owners around Stone Avenue.
Objective 3 states, Pave the way for transit oriented
developments. Objective 3.2 Primary elements of an
effective transit oriented development, includes 3.2.1
locate dense development in close proximity to public
transit, 3.2.2 Allow for the mixed-use of developments
to guarantee constant ridership, 3.2.3 Create a build-
ing code that is both tasteful but fexible, 3.2.8 De-
sign streets to cater to the needs of pedestrians rather
than to those of automobiles, 3.2.9 Orient buildings
towards streets with maximum setbacks limits. All of
these provisions are very useful for future transit-ori-
ented and transit-ready development, and provide a solid
base for sustainable, mixed-use development in Green-
ville in the future.
Implementation of the Comprehensive Plan has included
the following completed or ongoing efforts:
Adoption of a Complete Streets policy
Preparation of corridor plans
Study of a Transit Oriented Development (TOD) over-
lay district
Application for Bike-friendly City designation
Develop a pedestrian and bike infrastructure plan
Development of a Comprehensive Transportation Plan
to improve transit
plan stone avenue
Market Analysis
Household Growth
ESRI Business Analyst projections for change from 2009
to 2014 indicate strong household growth within a short
set of drive times from Main Street and Stone Avenue.
(Drive times are defned as the physical area within a
particular driving radius- for example, the area within
a 5-minute drive of a location. Any amount of time can
be used to identify a drive time area.)
According to ESRI Business Analyst:
The challenge is fnancing in the current economy,
not market demand
Project fnancing can be more diffcult than individual
mortgage fnancing
Area growth is strongest in middle and upper income
households
There is strong demand for rental units as well as
owner occupied units
Demand for rental is not restricted to lower income
households
Household growth in the local area is concentrated in
households of 35 to 44 years of age and households
of 65 years of age and older. Households in other age
groups are declining. Growth by income is split between
households making under $25,000 in annual income and
those making between $50,000 and $99,000 annually.
Other groups are projected to decline over the next
fve years. Under 25 year old households of any income
are not moving into the area.
This demographic split indicates that many in the area
are aging in place, while family age households other than
those at or below annual income of $25,000 are moving
elsewhere. That said, a planning effort that addresses
housing for a mix of ages and lifestyles may allow an
increase in new households in the area because there is
demand. There is demand for housing if a plan can be as-
sembled to attract both new income young households
and family age households.
Retail
The adjacent chart enumerates consumer spending for a
10-minute drive time from the intersection of Stone Av-
enue and Main Street. The estimate of support for retail,
based upon household change shows that with planning
for increased residential use, there could be support for
placement of some amount of new retail in the area. The
highlights for retail are that:
If a core retail area can be planned in combination
with residential nearby there may be demand for
around 80,000 square feet of new retail.
There may be support for a small to medium size
grocer
There appears to be support for restaurants
There is demand for apparel and related services
There is demand for household furnishings and
equipment
There is demand for categories that are typically
combined, such as drugs, photo, personal care prod-
ucts and smoking products.
There is demand for electronics, television, and com-
puters, but the categories may need to be combined
to support a shop in the face of competition from
large regional retailers making this sector diffcult
locally.
As with housing, a primary barrier to new business de-
spite market trends is the current lack of fnancing. Many
businesses with long-standing credit lines that are nec-
essary to fund gaps between receivables and payables
have had these credit lines removed and are unable to
expand. New businesses are risky and are currently fnd-
ing diffculty in fnancing and equity requirements to allay
risk.
Source: ESRI BIS 2009
analyze
Area Housing Preferences
Data taken from the GIS market analysis tool ESRI Busi-
ness Analyst indicates the preferences for housing types
for residents within a 20 minute drive time from the
study area who would consider an urban lifestyle. As
in many cities, the largest preference is for single-family
homes, but out of total demand there is still signifcant
demand for townhomes and multi-family. Based upon
income change these other units will not necessarily be
low-income units, but will be a mix to appeal to young
people of a variety of incomes, empty nesters, and family
households. According to the data, of those who would
consider an urban lifestyle, 777 choose townhomes,
and almost 1,800 prefer multi-family units. The remain-
ing almost 4,200 households would prefer single-family
homes.
Employment Space
Employment in the area has suffered with the national
downturn in the economy, as shown in the tables be-
low. The major downturn has been in Manufacturing, fol-
lowed by Information and Finance and Insurance.
Given the condition of the local and national economy
and fnancing constraints that have not yet eased, plan-
ning for some commercial space along Stone Avenue may
be useful but the space may be diffcult to fnance in the
short term until the current problems of commercial
backed mortgage securities are resolved in the next two
years. That said, there is demand for space for technical
and professional services, health services, real estate ser-
vices, and education services that could provide tenants
for a suitable location. Despite the somewhat gloomy
outlook, it is still worth noting there is a very large day-
time population near the study area that can help to
support restaurants and some services with daytime pa-
tronage.
The chart above depicts change in jobs between 2004 and 2008 within a 5-mile radius of the intersection of Stone Avenue and North Main Street.
The red numbers represent a loss in jobs, while the black represent job growth.
Source: Local Employment Dynamics, US Census, 2008
plan stone avenue
Market Area Comparisons For Stone
Avenue and Main Street
To further investigate Stone Avenue and Main Streets
market position, the area was compared with admired
neighborhoods in Atlanta and Charlotte: Virginia High-
lands and Dilworth, respectively. The results are shown
in the table below.
The main difference between Stone Avenue and the
comparison neighborhoods is in the relative popula-
tion density and the income per capita. Taken together,
these two factors result in aggregate income for the
Stone Avenue 5-minute drive time area that is 25% of
the 5-minute drive time in Virginia Highlands and 48%
of the 5-minute drive time in Dilworth. This signifes a
substantially lower buying power for Stone Avenue area
residents compared to Virginia Highlands and Dilworth.
Taken on a square mile basis, the Stone Avenue area has
only 15% of the income of Virginia Highlands and 44% of
Dilworth. The higher income density in Virginia High-
lands and Dilworth allow a greater diversity of amenities
in shopping and services than are found in the Stone
Avenue area currently; the Virginia Highlands and Dil-
worth areas have two to six times the available money
per square mile to spend on retail and services.
In order to achieve an economically vibrant, multi-modal
community, two things must be considered. One is resi-
dential density and the other is area income. Increas-
ing residential density is possible because the region is
experiencing growth and a proportion of that growth
will be interested in townhouses and multi-unit develop-
ment and other products such as smaller lot housing in
a traditional neighborhood format if the amenities can
also be planned and implemented. At the same time,
in planning for future residential, this comparison would
indicate that a balance between workforce housing and
higher income and family housing may be necessary.
Market Analysis Conclusions
Underlying fundamentals for housing indicate demand
over a fve- year period that may be pent up for several
years due to fnancial and economic uncertainty.
Underlying demand for retail over the next fve years
exists, but again will likely be pent up until fnancial
constraints ease and consumers experience more
confdence in outlook.
The demand for employment space has shiedthe
offce that was occupied by Finance and Insurance
and Information employment is now vacant. Other
employment such as professional services has risen
and may be able to occupy space formerly tenanted
by other sectors, thus reducing demand for new space
in the study area.
Despite all of this, planning for corridor development
that could include, but not mandate, offce is a reason-
able strategy for the future. As the national economy
recovers, if the study area has been planned to be-
come an attractive and vital destination, many of the
future employers and employees will want to be there.
A fexible plan that allows developers to respond to
the market as it changes is critical to achieving the goal
of future employment in the area.
Public Process
Getting the Word Out
Kick-Off Presentation
Walkability Audit
Greenvilles Future Planners
Hands-On Design Session
Technical Meetings
Open Design Studio
Work-In-Progress Presentation
2.2
2.2
2.3
2.4
2.5
2.6
2.8
2.9
2.10
e n v i s i o n
2 J anuar y 2011
plan stone avenue
The Public Process
Direct community input played a crucial role in the cre-
ation of the Stone Avenue Plan. Starting with regular
community meetings and the Request for Proposals
(RFP) to select a planning consultant, the collaborative
work of residents, business owners, and City leaders led
to the formation of the final Plan. The centerpiece of
the public input process was the Charrette, which took
place in March 2010. The Dover, Kohl & Partners team
conducted an open planning process, combining hands-
on community brainstorming with designing in public.
Over the course of seven days, more than 300 inter-
ested residents and stakeholders participated, includ-
ing property owners, neighbors, merchants, community
leaders, and City staff. Responsible growth requires
teamwork; the high level of public involvement displayed
during the Stone Avenue planning process will ultimately
guide growth and ensure quality development for future
generations.
Getting the Word Out
Preparations for the Charrette began in January 2010.
After a thorough review of previous plans and studies,
the team kicked-off the process with a preliminary site
visit to Greenville. The team met with City Council
members, Planning Commissioners, and City planning
staff, representatives from East Park, Heritage, North
Main, Earle Street, and Overbrook Neighborhood Asso-
ciations, and members of the North End Merchants As-
sociation. The meetings and interviews helped the team
to shape the objectives of the Plan and to better under-
stand the leaderships vision and ideas for the future of
Stone Avenue.
Community input was essential in creating the Plan. Pri-
or to the charrette, the team worked with the City of
Greenville to spread the word about the planning pro-
cess. The team developed a dedicated Plan Stone Avenue
website, and worked closely with community leaders to
spread the word to their constituents. City staff and the
design team called and emailed residents, property own-
ers, and business owners, sending Save the Date cards
for printing and distribution throughout the area. The
project and its website were advertised on the Citys
website, as well as on local neighborhood association
websites. The City worked with The Greenville News to
publish an op-ed piece by Dover, Kohl & Partners, which
introduced the Stone Avenue Plan, explained the Char-
rette process, and encouraged citizen participation. The
City called Stone Avenue business owners the week be-
fore the charrette to further encourage their participa-
tion. The community itself played an important role in
getting the word out; neighborhood associations spread
the word to residents and even held meetings prior to
the charrette to identify neighborhood needs. Two resi-
dents of North Main, Robert and Judith Bainbridge, re-
searched the history of Stone Avenue and published
an article in The Greenville News about its evolution, and
encouraged their neighbors to get involved in the plan-
ning process. A large Plan Stone Avenue banner identi-
fied the Open Design Studio, a vacant commercial build-
ing at 225 East Stone Avenue. The banner was used to
encourage residents and passersby to stop in and offer
continual input. The outreach campaign continued after
the charrette, encouraging public comment through the
project website and direct contact with the design team
and City of Greenville.
What is a Charrette?
Charrette is a French word that translates as little
cart. At the leading architecture school of the 19th
century, the cole des Beaux-Arts in Paris, students
would be assigned a tough design problem to work
out under pressure of time. They would continue
sketching as fast as they could, even as little carts,
charrettes, carried their drawing boards away to be
judged and graded. Today, charrette has come to
describe a rapid, intensive and creative work session
in which a design team focuses in a particular design
problem and arrives at a collaborative solution. Char-
rettes are product-oriented. The public charrette is
fast becoming a preferred way to face the planning
challenges confronting American communities.
envision
Kick-Off Presentation
On Thursday evening, March 18, 2010, more than 100
Greenville residents, business owners, and City officials
gathered for a Kick-off Presentation at Earle Street
Baptist Church. The Mayor and City Council members
opened the event by welcoming the community, and in-
troducing the design team, led by Dover, Kohl & Part-
ners.

The presentation began with an overview of the char-
rette schedule and the importance of continuous public
involvement throughout the planning effort. The design
teams analysis of the study area was summarized, identi-
fying key physical features and comparing the study area
to respective peer communities. Key-pad polling was
used to gather basic demographic information of those
attending and to quickly gauge attitudes about the char-
acter of Stone Avenue.
A brief history of Stone Avenue was presented, tracing
its beginnings as a residential community to its transfor-
mation to a commercial corridor. The challenges and
successes of Stone Avenue were presented, as well as
the principles of traditional town planning for creating
neighborhoods and corridors with strong community
character. Information on the teams transportation and
walkability analysis of the corridor was provided.
To conclude the evening, attendees were asked to com-
plete one word cards - describing in one word Stone
Avenue today and in one word their vision for the future.
These cards were collected at the end of the evenings
presentation and reviewed by the team. Dozens of citi-
zens also remained after the close of the presentation to
share additional comments about the study area.
Dover, Kohl & Partners led the charrettes Kick-Off Presentation at Earle Street Baptist Church.
plan stone avenue
Walkability Audit
On Friday, March 19, more than 40 citizens of all ages
came out to measure the walkability of Stone Avenue
with the design team. Participants were led through
an evaluation exercise for 16 blocks of Stone Avenue,
using a measurement standard called a Walkability In-
dex. The Walkability Index is a tool used by planners to
measure the level of pedestrian comfort and safety on
a street, taking into account urban design, right-of-way
design, and the design of the buildings fronting the street.
These measurements are then used to assign streets a
grade and can inform design recommendations for
pedestrian and bike infrastructure improvements. The
Walkability Index grade can also be used to compare dif-
ferent streets for their level of pedestrian service.
Participants were broken into four groups and each
group used the Walkability Index to evaluate a partic-
ular segment of Stone Avenue. The groups measured
traffic speeds, the relationship of buildings to the street,
pavement widths, pedestrian connectivity, and the pres-
ence and quality of pedestrian features such as sidewalk
condition, obstacles, ADA compliance, shade trees, and
street furniture. Participants were also asked to docu-
ment the presence of different land use types and transit
and bicycle features. The measurements for each block
were then totaled according to the Index and given a
grade based on the results.
The purpose of this exercise was to understand the
physical elements that affect walkability along Stone Av-
enue. The results of the Walkability Index were used to
inform the plan recommendations for creating a more
comfortable and engaging pedestrian environment.
Based on participants scoring, the Walkability Index produced scores between 20-29 (mini-
mal walkability) and 30-49 (basic walkability). In comparison, Savannahs Broughton Street
measured an average score of 94 (high walkability).
Results from the Stone Avenue Walkability Audit
Citizens performed a walkability audit of 16 blocks along Stone Avenue.
envision
Greenvilles Future Planners
On Friday, March 19, the design team facilitated hands-on
design sessions with elementary school students at Sum-
mit Drive Elementary School and Stone Academy, both
located near the study area.
In the morning, members of the design team, along with
City staff, visited fourth grade students at Summit Drive.
The planners explained town planning to the students
and discussed the Stone Avenue Plan with them. Students
who were familiar with the study area talked about the
differences between Main Street and Stone Avenue. The
planners then led a design exercise in which the students
drew their favorite place in Greenville and identified the
physical elements that make that place special. Students
made specific recommendations on ways to improve
their community, from adding sidewalks in their own
neighborhoods to making streets more bicycle friendly.
In the afternoon, third, fourth, and fifth graders from
Stone Academy met with the design team and were
asked to draw what they wanted to see in the future on
Stone Avenue. Suggestions included parks, candy shops,
restaurants that their family could walk to, wider side-
walks, bike shops, places to sit, an art wall, a dog park, a
snack store, more trees, flowers, and color, and an ex-
panded trolley route.
The elementary school hands-on sessions were used to
educate and obtain input from the Citys future leaders.
The sessions raised awareness about community building
and helped to garner additional input. Flyers highlighting
the public events that would be held throughout the rest
of the week were also sent home with the students to
encourage their parents to get involved in the planning
effort.
Mrs. Lattas fourth grade class at Summit Drive Elementary.
Stone Academy students shared their ideas for Stone Avenue. A student drew why Main Street is one of her favorite places.
Stone Avenue
1. You have to watch where you are going
2. Less buildings
3. Businesses move in and out alot
4. Not many trees
5. Traffic
6. Small sidewalks
7. Not many people
8. Doesnt feel very safe
9. Parking lots
10. Not many animals
Main Street in Downtown
1. You can eat and do something fun
2. Buildings close together
3. Window shopping, lots of aromas
4. Lights on the trees
5. Parades, things to do
6. Thick sidewalk, tons of benches
7. Tons of people
8. Feels safe
9. Falls Park, Mice on Main
10. Lots of dogs, birds and horse carriages
What differences
do you notice
between Stone
Avenue and
Main Street in
Downtown?
created by students at
Summit Drive Elementary
plan stone avenue
Hands-On Design Session
On Saturday, March 20, approximately 110 community
members returned to Earle Street Baptist Church for a
Hands-On Design Session. The goal of the public session
was to establish initial consensus and develop a long-
range vision for the future of Stone Avenue.
The event began with an explanation of the charrette
process and laying some ground rules for the design
challenge; participants then gathered in nine different
table groups and were given maps of the study area.
Drawing in teams, each group brainstormed and re-
corded their vision for Stone Avenue and the surround-
ing areas. The groups created lists of recommendations
regarding future development character, new uses they
would like to see, and how they would like the area to
look. Participants were asked to consider existing and
potential postcard views in the study area; missing uses
and potential locations; the need for additional recre-
ational opportunities; locations for additional residences;
development ideas for vacant parcels; the character of
new development; streetscape improvements; and traffic
patterns, among others.
Following two hours of drawing and discussion, a rep-
resentative from each table presented their tables
ideas. The collaborative, visual design approach revealed
a number of common themes among the nine tables.
These shared goals helped shape the creation of the
master plan. In addition to the group presentations, each
participant filled out an exit survey at the end of the ses-
sion, allowing the design team to gain additional insight
into the ideas of the many individuals that participated.
Community Recommendations
Improve connections between Downtown and
Stone Avenue
Calm traffc; create a pedestrian- and bike-
friendly environment
Establish a neighborhood gathering place
Foster a distinct identity
Create a gateway to the city
Build upon the areas historic character
Preserve views of Downtown
Respect neighborhood diversity
Put Stone Avenue on a road diet
Restore historic buildings and sites
Improve security on Stone Avenue

Encourage sustainable practices on Stone Av-
enue and foster a green identity
Bury overhead utilities
Allow on-street parking
Use stone materials as a design motif
Connect the area into the Citys trail system
Increase diversity of uses and housing types
Discourage truck traffc on Stone Avenue
Plant street trees
Extend trolley route to include Stone Avenue
Create mixed-use, neighborhood centers at the
Triangle site and at the corner of Stone and
Main
Over 100 citizens gathered at Earle Street Baptist Church to draw their ideas for Stone Avenue.
envision
Teams, led by a table facilitator, worked together to form a shared vision. Participants drew their ideas on base maps. Future walkabile centers were identifed on base maps.
Attendees shared additional thoughts in exit surveys. One representative from each group presented their tables work to participants.
plan stone avenue
Technical Meetings
Members of the design team met with key stakeholders
and experts in scheduled technical meetings throughout
the week. The meetings included sessions with City staff,
the South Carolina Department of Transportation, busi-
ness owners, key property owners, and elected officials.
These technical meetings served to shape the detailed
elements of the plan and ensured that the ideas being
processed reflected the desires and needs of a variety
of interests.
An implementation brainstorming meeting was held
with a core stakeholder group of Stone Avenue and
North Main supporters. This group included represen-
tatives from the North Main Neighborhood Association,
the Colonel Elias Earle Historic District Association, East
Park Historic Association, Heritage Neighborhood Asso-
ciation, Overbrook Historic District Association, and the
North End Merchant Association. During this meeting,
the Friends of Stone Avenue informal working group
was brain-stormed, and the members present began
strategizing ways to support and implement the Plan.
The design team met with the Citys Offce of Management & Budget staff to brainstorm funding opportunities for Plan recommendations.
Business owners discussed their vision for Stone Avenue with the
design team.
envision
Open Design Studio
From Monday, March 22 through Thursday, March 25,
the design team continued to work with the commu-
nity at an open design studio in the former Wachovia
Bank building at 225 East Stone Avenue. Residents and
local leaders were encouraged to stop by the studio
throughout the week to check on the status of the plan
and to provide additional input and feedback. During the
week, masters degree students and faculty from Clem-
son Universitys Department of Planning and Landscape
Architecture assisted the design team.
An Open House event was held on Tuesday evening,
March 22 . More than 75 citizens, including the Mayor
City Council members attended the Open House. At-
tendees reviewed the initial designs for Stone Avenue
and North Main Street and provided feedback on the
evolving plan.
The public input to date, including illustrations from
Summit Drive Elementary and Stone Academy students
and table drawings from Saturday mornings hands-on-
session, were pinned up around the studio to explain
the process to newcomers and update citizens who had
participated in earlier charrette events.
As citizens and technical experts frequented the stu-
dio, the initial concepts for the plan emerged. Working
in town allowed the design team ready access to the
study area during all hours and days of the week. The
team observed day-to-day traffic patterns, visited local
businesses, and experienced other details of everyday
life along Stone Avenue. The team then synthesized the
many ideas heard from the community throughout the
week into a single cohesive plan. The planning team also
created a series of computer visualizations, diagrams,
drawings, and plans that clearly illustrated the initial con-
cepts of the Stone Avenue Plan. Dover, Kohl & Partners, discussed the evolving plan with Open House attendees.
Citizens gathered at the Open House to give feedback on the plan. The design team produced watercolor renderings and computer images.
plan stone avenue
Work-In-Progress Presentation
The charrette concluded with a Work-in-Progress Pre-
sentation at Earle Street Baptist Church on Thursday
evening, March 25. More than 100 citizens and City staff
came out to see the outcome of the weeks work. A
number of City officials were also present, including the
Mayor and City Council members. The group reviewed
the draft designs for the study area and provided feed-
back to the City and the planning team through key-pad
polling, written surveys, and informal conversations fol-
lowing the presentation.
The presentation began with an overview of the week-
long public input process and sharing the feedback the
planning team had received from the community. Cen-
tral points from the Work-in-Progress Presentation in-
cluded:
5 Big Ideas that emerged during the process as
guiding themes for the plan for Stone Avenue.
The illustrative build-out plan for the corridor, ex-
plaining near-term and long-range infill possibilities.
Detailed designs for two key vacant properties in
the study area: the southeast corner of Stone Av-
enue and Main Street and the triangular site at the
convergence of Stone Avenue, Wade Hampton Bou-
levard, and Church Street.
Illustrations, including watercolor renderings and
change-over-time computer visualizations, which
were used to highlight key urban design concepts.
A transportation analysis of contemplated street im-
provements was presented. The transportation consul-
tant further explained a new design for Stone Avenue,
which includes a road diet from the Avenues existing
four lanes to three lanes, on-street parking, and street
trees. The implications of modern roundabouts at the
intersection of Stone Avenue and North Main Street
and at the intersection of Wade Hampton Boulevard
and Church Street. The operational and safety effects of
the proposed road diet and modern roundabouts were
presented.
Throughout the presentation, attendees were asked to
give their opinion on key ideas of the plan through key-
pad polling. Responses were positive, with one hundred
percent of attendees responding that they felt the plan
was generally on the right track.
At the end of the presentation, attend-
ees were asked to answer the question
Do you feel the plan is generally
on the right track? Of the 100 at-
tendees polled, 87 answered yes
and 13 answered probably yes.
Over 100 citizens attended the Work-in-Progress Presentation and
provided feedback to the City and the design team.
A Vision for the Future
Gather
Fill In
Walk and Bike
Restore
Go Local
3.2
3.3
3.4
3.6
3.9
3.10
i n s p i r e
3 J anuar y 2011
plan stone avenue
A Vision for the Future
Through the Charrette process, community members
and the design team worked together to develop a se-
ries of basic urban design and policy principles to guide
appropriate infll development and streetscape improve-
ments along Stone Avenue and North Main Street.
Shaped from public input during the Charrette, the First
Principles outlined in this chapter embody the citizen-
rys vision for the future of their community. While the
specifcs of each principle refect the areas unique needs,
these principles are essentials for good planning in any
town. The principles summarize the results of the public
planning process and promote responsible growth, plan-
ning, and development. This chapter presents the broad
scope of the vision for the future of the Stone Avenue
and North Main Street; specifc design components of
each principle are further described and illustrated in
Chapter 4: Plan.
The renovation of this fat-iron building on Wade Hampton Boulevard and the opening of Fix Coffee Shop and Espresso Bar is exemplary of the
transformation of the North End from an auto-oriented commercial corridor into a creative collection of neighborhood businesses. The following Plan
Principles in this chapter outline ways to promote and continue this transformation.
First Principles
Gather neighborhoods together with Stone Avenue and
North Main Street as destinations rather than boundaries.
Fill In the gaps along Stone Avenue and North Main
Street with appropriate street-oriented architecture.
Walk and Bike with confdence by creating neigh-
borhood destinations, pedestrian-oriented streetscape, and
slowing down traffc on Stone Avenue and North Main
Street.
Restore historic resources in the along Stone Avenue
and North Main Street to strengthen sense of place and
create a legacy for future generations.
Go Local by supporting unique small businesses along
Stone Avenue and North Main Street.
inspire
Gather neighborhoods together with Stone
Avenue and North Main Street as destinations
rather than boundaries.
During the Charrette, stakeholders for Stone Avenue
and North Main Street asked for the main intersections
in the community to be transformed into vibrant, mixed-
use destinations, or neighborhood centers. These inter-
sections include Stone Avenue and North Main Street,
Stone Avenue and Wade Hampton Boulevard, as well as,
to a lesser degree, Stone Avenue and Rutherford Street.
In contrast to the conventional method of building
stand-alone, auto-oriented businesses along commercial
corridors, the creation of neighborhood centers at pri-
mary intersections, whether large or small, would serve
as desirable gathering places transform the street into
a destination in its own right, rather than a barrier be-
tween neighborhoods. These places could contain a va-
riety of cafes, restaurants, offces, residences, and shops,
and most importantly, public gathering spaces that serve
the surrounding neighborhoods. Such spaces within the
neighborhood centers would host community events
and become the postcard image of the Stone Avenue
area. Chapter 4: Plan of this report illustrates the hypo-
thetical transformation of the Stone Avenue areas main
intersections into neighborhood centers.
Understanding that complete change will not happen
overnight, the plan is designed to be implemented one
piece at a time, as opportunities arise. The North End
Merchants Association, stakeholder neighborhood asso-
ciations, and the newly-created Friends of Stone Avenue
should work closely together to ensure that all chang-
es and improvements support the creation of vibrant
neighborhood centers.
Successful neighborhood centers are best achieved
through compact, mixed-uses. A strong residential pres-
ence can be achieved with apartments above shops, low-
scale apartment buildings, and townhouses. Offce space
similarly can be accommodated in the upper foors of
retail buildings. Ground-foor retail and services in
street-oriented buildings ensure that the street front is
active and pedestrian-oriented. Finally, civic uses such as
churches, community centers, and parks and plazas can
be integrated into centers and can become focal points
for community events. By introducing residential, offce,
and civic space into a neighborhood center, the area re-
mains lively and bustling with activity throughout the day
and night, as well as during the weekend. Furthermore,
aa robust residential population in a variety of housing
types and price-points would support local businesses
and help to ensure their success.
Dense, mixed-use centers help to relieve traffc con-
gestion, reduce parking needs, and improve walkability.
This is possible because neighborhood centers provide
a range of goods and services, amenities, and housing in
close proximity to one another, eliminating the need to
drive within that area. In order to fully achieve the ben-
efts of a mixed-use center, streets and buildings must
be designed to support walkable street scenes. Streets
must be interconnected and buildings must be street-
oriented in order to support walkability and shape com-
fortable gathering places.
Dorn Avenue in South Miami, FL is an example of a formerly auto-oriented roadway that was transformed into a neighborhood
gathering place through a combination of narrowing the roadway, providing on-street parking, widening sidewalks, and allowing
outdoor dining.
plan stone avenue
Fill In the gaps along Stone Avenue and North
Main Street with appropriate street-oriented
architecture.
Stone Avenue and North Main Street currently have a
number of vacant lots and parking lots where buildings
once stood. In order to create a continuous pedestrian
realm and to better shape the public realm of the street
as a place unto itself, it is important that these vacant
lots and parking lots are flled in over time, as market
forces make such construction attractive to property
owners and developers. When this development occurs,
it is essential that it is in alignment with the commu-
nity vision for Stone Avenue and North Main Street as a
neighborhood center.
A memorable neighborhood center is diffcult to achieve
without the support of street-oriented buildings. Street-
oriented buildings are the framework for a compact,
mixed-use environment. They have multiple stories and
are built close to the sidewalk, with parking and services
located at the rear of the building. Parking is located on-
street and in mid-block parking lots or parking garages
that are lined with buildings. Street-oriented buildings
have primary entrances and windows facing the side-
walk which engage the pedestrian and promote activity.
Buildings with street-oriented architecture shape public
space and create comfortable, engaging places. This is
in sharp contrast to the conventional commercial strip
method of fronting the street with blank walls and park-
ing lots. Street-oriented architecture has the added ben-
eft of improving neighborhood safety by providing natu-
ral surveillance through the doors and windows facing
the public realm, better known as eyes on the street.

Once the correct placement and orientation of a build-
ing is achieved, materials and architectural details can
enhance and support street life. Windows should be
abundant and generously sized, and relate to the human
scale. Brick or stonework, window and door surrounds,
and intricate cornices can be used to express local ar-
chitectural styles and to contribute to the liveliness of
the public streetscape. Awnings, balconies, porches, and
colonnades can serve to provide shelter from the sun
and rain in a manner that contributes to the aesthetic
of the street.
The best way to ensure that new development is street-
oriented and contributes to the creation of a neighbor-
hood center is to implement a form-based code. In
contrast to conventional zoning, which uses abstract
formulas and dimensional restrictions to control devel-
opment, a form-based code is a land development regu-
latory tool that places primary emphasis on the physi-
cal form of the built environment with the end goal of
producing a specifc type of place. The City of Green-
villes zoning ordinance should be amended to include
a form-based code that will support appropriate infll
development on Stone Avenue and along North Main
Street over time.
Numerous infll opportunities exist along Stone Avenue and North Main Street. Street-oriented infll buildings will create a sense of
place that can become a source of community pride.
Infll Buildings
Existing Buildings
Project Boundary
Infll Buildings
inspire
Generous shopfront with vertically-oriented windows above Lintels and window sills provide a sense of structure
Transoms help achieve well-proportioned shopfront windows Cased windows sit atop knee-height bulkheads
Awnings provide shade and rain protection A gallery provides a second foor terrace
The basic building mass placed close to the street
Columns sub-divide the shopfront opening
Pedestrian-oriented entrance, signage and lighting
The Anatomy of a Storefront
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plan stone avenue
Walk and Bike with confdence by creating
neighborhood destinations, pedestrian-oriented
streetscape, and slowing down traffc on Stone
Avenue and North Main Street.
One of the key desires of North End stakeholders is
increased walkability and bikability. Residents would
love the freedom and convenience of leaving their cars
at home and walking to make purchases, go to the park
with their children, or meet friends at a neighborhood
restaurant or coffee shop. Today, activities such as these
are diffcult, and feel unsafe, due to the current design of
Stone Avenue and North Main Street.
Stone Avenue and North Main Street do not currently
feature a comfortable pedestrian and bicyclist environ-
ment. During the charrette, the consultant team mea-
sured the walkability of Stone Avenue and North Main
Street using a tool called the Walkability Index. Accord-
ing to this measurement system, Stone Avenue received
a score of 30.5 points out of 100, in contrast to Down-
town Main Streets score of 90.5 out of 100. Key rea-
sons for Stone Avenues low walkability score include
narrow sidewalks, wide and multiple travel lanes, lack of
appropriate street trees, lack of building enclosure, a lim-
ited mix of land uses, and high traffc speeds. Biking on
the roadways is felt to be unsafe due to the high speeds
of passing cars.
One of the frst considerations in achieving a walkable
system is to ensure that a mix of housing, retail, offce
space, civic institutions, and public open space are lo-
cated within a fve-minute walk of one another. The
second step is to ensure that an interconnected street
system binds these uses together, so that pedestrians
can choose the most convenient path. Finally, the streets
that connect these various destinations must be designed
for pedestrian use, with generous sidewalks, shade trees,
protection from passing cars, and street-oriented build-
ings rather than parking lots. Traffc speeds must be low-
ered to make pedestrians and bicylists feel safe using the
street. A detailed, 10-step plan for achieving walkable
streets is outlined in the following pages. More detail on
walkable streets is found in Chapter 5: Move.

Street-oriented buildings support a vibrant street life, as seen
on Park Avenue in Winter Park, FL.
North End stakeholders rated the walkability of Stone Avenue during the Charrette. While the street has sidewalks, they are narrow
and unprotected from fast-moving cars. One way to improve walkability on Stone Avenue would be to add on-street parking and
street trees planted between the sidewalk and the street. This helps to protect pedestrians from passing cars and make them feel
safer.
inspire
10 Steps Towards Walkable Streets
1. Design for pedestrians frst.
Great streets are designed to provide a high-caliber ex-
perience for pedestrians; once this is accomplished, they
go on from there to accommodate all other required
modes of travel.
2. Proportions matter.
A street should function as an outdoor room, surround-
ing its occupants in a space that is welcoming and usable.
A 1:3 ratio for building height to street width is often
cited as a minimum section for a sense of enclosure.
Creating this sense of enclosure involves more than just
narrow street width, however. There are well-defned
eight-lane roads just as there are two-lane roads that
seem to be impassable. Streets must be sized properly
for their use and should be defned with appropriate
building sizes. Street trees and furniture such as light-
ing also play a critical role in defning the space of the
street.
3. Design the street as a unifed whole.
An essential distinction of great streets is that the en-
tire space is designed as an ensemble, from the travel
lanes, trees and sidewalks, to the very buildings that line
the roadway. Building form and character is particularly
important in shaping a sense of place. The best streets
invariably have buildings fronting them, with a particular
height and massing that creates an appropriate sense of
enclosure. The random setbacks generated by conven-
tional zoning rarely produce this effect; form-based regu-
lations must be put in place to control building form and
placement. Furthermore, urban buildings must front the
street with frequent thresholds such as doors, windows,
balconies, and porches. These thresholds promote a
lively streetscape, and ultimately provide passive security
for pedestrians by focusing eyes on the street.
4. Include sidewalks.
Appropriately designed sidewalks are essential for active
pedestrian life. Pedestrians will be more willing to utilize
sidewalks if they are protected from automobile traffc.
One of the simplest ways to buffer the pedestrian is to
place street trees between the street and the sidewalk.
Other street furniture such as streetlights, bus shelters,
and benches occupy wider sidewalks and provide addi-
tional separation between pedestrians and automobile
traffc. The width of the sidewalk will vary according to
the location. On most single-family residential streets,
fve feet is an appropriate width, but streets with row-
houses and multi-family buildings requires a more gener-
ous sidewalk. On Main Streets, fourteen feet is an ideal
sidewalk width, which must never fall below an absolute
minimum of eight feet.
5. Provide shade.
Motorists, pedestrians, and cyclists typically prefer shady
streets. Shade provides protection from heat and sun and
contributes to the spatial defnition of a street. Shade
can be provided with canopy trees or architectural en-
croachments over the sidewalk. Canopy trees should
be planted in a planting strip between the sidewalk and
Excerpted from AIA Graphic Standards
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street width
Proportions of Street Space
The height-to-width ratio of the space generates spatial enclosure, which is related to the physiology of the human eye. If
the width of a public space is such that the cone of vision encompasses less street wall than sky opening, the degree of
spatial enclosure is slight. The ratio of 1 increment of height to 6 of width is the absolute minimum, with 1 to 3 being an
effective minimum if a sense of enclosure is to result. As a general rule, the tighter the ratio, the stronger the sense
of place and, often, the higher the real estate value. Spatial enclosure is particularly important for shopping
streets that must compete with shopping malls, which provide very effective spatial definition. [emphasis added].
In the absence of spatial definition by facades, disciplined tree planting is an alternative. Trees aligned for spatial
enclosure are necessary on thoroughfares that have substantial front yards.
plan stone avenue
the street in order to provide continuous defnition and
shade for both the street and the sidewalk. Architec-
tural encroachments over the sidewalk such as awnings,
arcades, and cantilevered balconies are another way to
protect pedestrians from the elements and meanwhile
shield storefronts from glare.
6. Make medians suffciently wide.
Where divided thoroughfares are unavoidable, the me-
dians must be generous enough to serve as a pedestrian
amenity. A minimum median width of 8 will accommo-
date a row of street trees and will provide adequate ref-
uge for pedestrians crossing a wide roadway.
7. Plant the street trees in an orderly manner.
Great streets are typically planted with rows of regu-
larly-spaced trees, using consistent species. This formal
tree alignment has a powerful effect; it at once shapes
the space and refects conscious design. More impor-
tantly, the shade produced by the trees will be continu-
ous enough to make walking viable. Furthermore, the
spatial impression of aligned trees also has a traffc calm-
ing effect.
8. Use smart lighting.
Streets should be appropriately lit for automobile and
pedestrian safety. Pedestrians naturally avoid streets
where they feel unsafe. Loosely-spaced, highway-scaled
cobra head light fxtures do not provide appropriate
light intensity and consistency for pedestrian well-be-
ing. More frequently-spaced, shorter fxtures more ap-
propriate, and provide light beneath the tree canopy as
street trees mature.
9. Allow on-street parking in suitable locations.
On-street parking buffers pedestrians from moving cars
and calms traffc by forcing drivers to stay alert. Parallel
parking is the ideal arrangement, because it requires the

least amount of space and allows pedestrians to easily
cross through the thin line of cars. Diagonal parking
is acceptable on some shopping streets, as long as the
extra curb-to-curb width is not achieved at the expense
of sidewalk width. Parking located in front of a street-
front business encourages people to get out of their cars
and walk, and is essential to leasing street-oriented retail
space.
10. Resist parking lots in front of buildings.
The bulk of a buildings parking supply should occur
behind the building. The conventional practice of plac-
ing surface parking lots in front of buildings results in a
disconnected pedestrian environment. If current zon-
ing regulations are reformed to provide build-to lines
rather than mandatory front setbacks for commercial
buildings, parking will be forced to the interior of the
block. As a result, the pedestrian realm of the sidewalk
will be defned by shop fronts and building entrances
rather than parking lots.
Bay Street, Beaufort, SC
It is not surprising that, given their multiple roles in urban
life, streets require and use vast amounts of land. In the
United States, from 25 to 35 percent of a city's developed
land is likely to be in public right-of-way, mostly streets.
If we can develop and design streets so that they are
wonderful, fulfilling places to be, community building
places, attractive public places for all people of cities and
neighborhoods, then we will have successfully designed
about 1/3 of the city directly and will have an immense
impact on the rest.
- Allan Jacobs, Great Streets
Ponce de Leon Boulevard, Coral Gables, FL Main Street, Spartanburg, SC
inspire
Restore historic resources in the along Stone
Avenue and North Main Street to strengthen
sense of place and create a legacy for future
generations.
In the course of Greenvilles history, Stone Avenue and
North Main Street are teenagers, with their streets and
buildings constructed primarily from the late 1800s to
the present, and a peak of building activity in the frst
half of the 20th century. While Stone Avenue and North
Main Street are surrounded by celebrated residential
historic districts, these often-overlooked commercial
streets themselves have distinctive historic resources
that contribute to the areas character. Currently, these
resources are well-kept secrets; greater efforts should
be made to restore and improve awareness and access
to these historic jewels.
The buildings along Stone Avenue and North Main
Street represent distinctive moments in time, from
grand homes of the post-Civil War era, to early auto-
mobile suburb homes, to jaunty mid-20th century auto
shops and service stations. Many of these buildings have
been repurposed over time as the needs of the com-
munity shifted. While it may not be advantageous to
designate these buildings as part of a historic district, the
historic character of these buildings should be promoted
and supported as more adaptive reuse and renovations
occur.
Stone Avenue has a rich African American history that
began with the very frst settlement of the area. Today,
one of Greenvilles most important collection of African
American historic resources is located on East Stone
Avenue. The Allen School, a historic African American
school, Richland Cemetery, the historic African Ameri-
can cemetery for the city, and the Armory are all located
between North Church Street and East Park Avenue.
These resources are currently diffcult to access and
are under-utilized or vacant. Efforts should be made to
improve visibility and access to these resources, and to
continue to restore and adapt them for the education
and enjoyment of future generations.
Finally, Stone Avenue is characterized by signifcant stone-
work, including stone retaining walls, stone staircases
that traditionally provided gracious pedestrian access to
homes and businesses, and the City Wading Pools. These
infrastructure elements feature traditional stonework
techniques, such as grapevine joints, and they lend a solid
character to the street. These stone resources should
be restored and promoted as an essential part of Stone
Avenues character, and future development along Stone
Avenue should incorporate these elements into site de-
sign, for the use and delight of pedestrians.
The historic City Wading Pools are believed to have been built
in the 1930s as part of a WPA project.
Many properties connect to Stone Avenue with their original
stone retaining walls and staircases.
Richland Cemetery, Greenvilles historic African American cem-
etery, would beneft from improved visibility and accessibility.
The Allen School, a historic African American school, has been
vacant for nearly ffty years.
plan stone avenue
Go Local by supporting unique small businesses
along Stone Avenue and North Main Street.
The North End has distinguished itself as a quirky col-
lection of small businesses, with a great deal of creativ-
ity bubbling up in the form of business names, branding,
building renovations, and goods and services offered to
the community. In order to sustain this delightful hap-
penstance of shops and restaurants, and to mature this
area into a mixed-use, walkable district, it is essential
that the community makes a commitment to support
neighborhood businesses.
Merchants and business owners on Stone Avenue have
already made an effort to bring attention to the informal
movement taking place, by forming a merchants associa-
tion, called the North End Merchants Association, un-
dertaking a landscape plan, and beginning a branding plan
with unifying signage for the area. These efforts should
be renewed and coordinated with the Stone Avenue
Plans streetscape, walkability, and infll development rec-
ommendations.
As Stone Avenue and North Main Street grow according
to the vision outlined in the Stone Avenue Plan, they will
transition into more walkable, convenient neighborhood
destinations. This will cause the market draw for the
area to shift away from commuters passing through on
their way to another city, who are most likely to patron-
ize auto-oriented gas stations, corporate restaurants and
convenience stores. Instead, the market draw will tran-
sition to nearby residents and workers, who are more
likely to support neighborhood-oriented, locally-owned
businesses.
Unique local businesses such as Horizon Records, The Bohemian Restaurant, He & Me Hair Designs, and ...Shinola character-
ize a rebirth of neighborhood-oriented commerce on Stone Avenue. These businesses provide a foundation for future mixed-use
centers for nearby residents and workers.
The North End
Road Diet
Stone & Main
The Triangle
Richland Cemetery
Open Space
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Reconfiguring the street design of Stone Avenue
from four lanes to three lanes enhances walkability
by slowing through traffic and allowing for street trees
and on-street parking.
Street-oriented infill buildings on vacant or redevel-
oped parcels are provided to create a continuous
street frontage.
Parking is located on-street, and to the rear of build-
ings; parking lots are designed to be interconnected
to allow for rear circulation.
Where feasible, new vehicular and pedestrian streets
are created to improve street network connectivity.
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North End Opportunities
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The North End
The Plan for Stone Avenue establishes a framework for
coordinated infll, redevelopment, and change over time
to guide the transformation of this suburban-style, pass-
through corridor into a walkable destination that bet-
ter meets the needs of property owners, residents of
surrounding neighborhoods, and the greater Greenville
community. In this chapter, the vision for the future (as
established through the Charrette process) is illustrated
and described in detail. The illustrations convey key plan-
ning and design concepts that can be applied throughout
the study area; implementation of these ideas will impact
both the physical design and function of the corridor.
Key design concepts are described in more detail in the
following pages.
Existing Buildings
Project Boundary
Infll Buildings
Existing Buildings out-
side study boundary
Open Space
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New open spaces are created at key locations, such
as at the re-aligned intersection of Stone Avenue and
Wade Hampton Boulevard and the site of the historic
wading pools.
The addition of street trees helps to create desirable
addresses and enhance the pedestrian environment.
The vacant parcels at the intersection of Stone & Main
receive a variety of new uses, and serve as a center
for surrounding neighborhood residents.
The vacant Triangle site and surrounding parcels are
redeveloped to serve as a gateway, with uses such
as a grocery store, ground-floor retail with offices and
apartments above, and townhouses.
Underutilized parcels surrounding Richland Cemetery
are redeveloped to provide a public frontage and bet-
ter visibility to the grounds.
A gas station is reconfigured to have a multi-story re-
tail shop and office space that fronts the street, with
the gas pumps located mid-block.
Historic resources, such as the Richland Cemetery
grounds, the Allen School, and the old Armory, are
preserved and made more accessible to the public for
educational and cultural enrichment.
The Bi-Lo is redeveloped as a series of mixed-use,
street-oriented, multi-story buildings with structured
parking located at the center of the block.
Access to McPherson Park is improved with greater
visibility and gateways.
Existing bus stops are enhanced to improve the transit
experience.
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plan stone avenue
Reconfigure the Streetscape
The plan for Stone Avenue proposes a road diet, or
narrowing from four travel lanes to three. (Details of
this street design, its potential phasing, and how it will
meet the needs of existing and estimated future traf-
fc fows, can be found in Chapter 5.) By reducing the
amount of land dedicated to the automobile, amenities
such as wider sidewalks, street trees, and on-street park-
ing become possible. The road diet approach will slow
the speed of cars, making the corridor more friendly to
bikers - creating a truly multi-modal street. Proposed
crosswalks added to key intersections also become
more usable once vehicular speeds are slowed.
Keep it Simple (and Cost Effective)
Keeping the up-front expenses and construction costs
low for streetscape improvements are a key consider-
ation in the Stone Avenue Plan. Streetscape improve-
ments are designed to ft within the current curb-to-
curb space of the street, saving the money that would
otherwise be required to reconstruct curbs, gutters, and
drainage systems. The design for Stone Avenue also
allows streetscape improvements to be phased indepen-
dently from the burying of overhead utility lines. Since
the proposed new streetscape elements (such as the
addition of street trees and on-street parking) are de-
signed to ft within the existing curb-to-curb dimension,
rather than in the setback where utility lines are located,
these improvements and the removal of the overhead
lines could be phased independently of each other, as
funding permits.
Foster a Distinct Identity
There is a need to create a distinctive sense of place
along the corridor, a feeling that one has arrived in a spe-
cial district of the City. This identity would promote new
and existing businesses, and can help to stimulate infll
and redevelopment along the corridor. A distinct identity
can be achieved by physical means, such as implementing
common signage and streetscape design features, and by
the thoughtful design of gateway sites to mark entry to
the corridor. In addition, key sites of visual prominence -
such as at gateways or key intersections - can be reserved
for civic art. Strong sense of place can also be achieved
through a branding strategy that encourages and actively
markets local businesses, creative music and artist des-
tinations, and other amenities, such as open spaces and
parks, that are distinct to the corridor.
Infill of Vacant or Underutilized Parcels
A key concept for overall improvement of the corridor
is to decrease the amount of vacant buildings and build-
ing sites, as well as to promote the infll of underutilized
parcels, such as those currently used as surface parking
lots. Reuse and infll development would increase safety
by adding more eyes on the street, and also increase
walkability by flling in gaps along the street wall. It is
important that these sites not only become occupied,
but also that the form and function of new buildings en-
hance the corridor and surrounding neighborhoods. In
order to increase the walkability of the area, it is im-
portant for new buildings to be town-types rather than
suburban-types. Town building types are street-oriented,
located near or adjacent to the sidewalk with parking to
the side or the rear. New buildings should respect the
historic character of the area, and be of an appropriate
massing on sites adjacent to residential homes. In addi-
tion, new construction should incorporate sustainable
Existing building footprints in the North End.
plan
practices, fostering a green identity along the corridor.
Parameters for building siting, massing, and design should
be clearly defned and regulated through a form-based
code. A form-based code would establish an under-
standing between property owners and the community,
facilitating appropriate infll over time. The Illustrative
Plan and visualizations in this chapter demonstrate this
concept, showing the infll of various parcels along the
corridor with new, street-oriented buildings. Future re-
development and infll will not happen exactly as drawn,
as it will be dependant on market conditions and the
programmatic requirements specifc to each building
site, but it should adhere to the principles described in
this plan.
New Development on Key Opportunity Sites
There are two key sites along the corridor (the vacant
parcels located at Stone Avenue and Main Street, as well
as the Triangle site), where common land ownership and
high visibility yield great opportunity. Infll or redevelop-
ment of these key sites can have a catalytic effect on sur-
rounding properties, and quickly transform the character
of the corridor. Described in greater detail later in this
chapter, these sites could become new neighborhood
centers and local gathering spots, and have the potential
to accommodate a variety of uses and housing types.
Make Better Connections to Downtown
A common goal voiced during the Charrette was to
provide stronger linkages between the study area and
Downtown Greenville. In particular, pedestrian connec-
tivity is diffcult north of Academy Street. By requiring
new infll on North Main Street to be sited in a manner
that provides a continuous street wall, and continuing
the streetscape elements found in Downtown a few ad-
ditional blocks to Stone Avenue (elements such as street
trees, comfortable sidewalks, and on-street parking), pe-
destrian connections will be greatly improved. In addi-
tion, new development can be sited to continue to allow
views of Downtown from the corridor, providing visual
connectivity. (For example, views can be maintained from
new wide sidewalks, or from within new park spaces).
Providing new transit connections, such as an extension
of the trolley to run the length of Stone Avenue before
looping back down Main Street, will further connect this
area to the amenities of Downtown.
Illustrative Master Plan for the Stone Avenue corridor.
plan stone avenue
Road Diet
Improving the walkability of Stone Avenue is one of the
key objectives of the Plan. The plan proposes a road
diet, or narrowing from four travel lanes to three (one
in each direction, with the third lane reserved for turning
movements). The road diet makes pedestrian amenities
such as slow-speed vehicles, street trees and on-street
parking possible, which will greatly impact the function
of area businesses and will enhance connections for sur-
rounding residents as well. The sequence of visualiza-
tions on the following pages shows how the road diet
can be achieved, in a step-by-step process.
The image at the top of this page is existing conditions
on Stone Avenue at Vannoy Street; at right, this image is
shown with the existing overhead power lines removed.
Removing the overhead power lines has an immediate
impact on the visual appearance of the corridor, without
any changes to the street itself.
Existing conditions, Stone Avenue and Vannoy Street.
The overhead power lines are removed; as the proposed improvements do not require moving the curb lines, this improvement can be phased to
happen with or without the redesign of the roadway.
existing conditions
utility lines buried
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Location of accompanying illustrations, existing.
plan
Step 1: Street Improvements Implemented
At left, the road diet is implemented, and pedestrian fea-
tures such as street trees, on-street parking, wide side-
walks, crosswalks, and properly-scaled lighting fxtures
are added. By reducing the number of through travel
lanes for vehicles, and reconfguring the lane widths, the
road diet is accomplished without moving the existing
curb line. Keeping the existing curb line is benefcial in
terms of phasing possibilities and for reducing construc-
tion costs. The street trees are placed in wells located
within the existing curb-to-curb dimension, and alternate
with on-street parking spaces. The varying width of the
right-of-way will require the wider sidewalk in some in-
stances to be in the front setback of a property; in other
instances it is completely within the public right-of-way.
The redesigned roadway, including the textured surface
on the center turning lane, will help to slow travel speeds,
which will also increase walkability along Stone Avenue.
Step 2: Incremental Infill Begins
Once the streetscape improvements are in place, the
road can support street-oriented retail buildings. In-
cremental infll of individual parcels can begin, as market
conditions allow. The image at left shows how the rede-
velopment of just one parcel can begin to have an impact
on the character of the street.
The frst step is improvements to the streetscape: reducing the through travel lanes from four to three, and adding pedestrian features such as street
trees, on-street parking, wide sidewalks, crosswalks, and pedestrian-scaled lighting fxtures.
Once the street has been re-confgured, street-oriented infll on individual parcels is possible.
step 1
step 2
plan stone avenue
The transformation of Stone Avenue from a suburban corridor to walkable, multi-modal street is complete. Note that the existing overhead power lines are still in place, within the sidewalk area. The decision to bury the power
lines will depend on the availability of funding sources, and does not need to slow implementation of other proposed improvements.
Step 3: Completing the Scene
Over time, additional parcels redevelop, completing the
transformation of Stone Avenue into a walkable street.
To achieve the urban form illustrated here, it is impor-
tant for new buildings to follow a few basic rules: provide
doors and windows that face the street; locate the front
building wall in a consistent manner with surrounding
properties, to provide a continuous frontage for pedes-
trians; and be of an appropriate scale (such as the two to
three story buildings shown here) to create a sense of
enclosure for pedestrians. In addition, building materials,
the proportions of architectural elements, and signage
all impact the character of a place. In order to get the
details correct, it is recommended that a Form-Based
Code or a set of design standards be assembled, which
can ensure that new development meets the expecta-
tions of the Stone Avenue community.
step 3
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Location of accompanying illustrations, proposed.
plan
Road Diet Phasing
Implementing Stone
Avenues road diet will be
a multi-phase process that
will evolves as individual
properties along the thor-
oughfare redevelop. On
Stone Avenue, most properties have on-site curb cuts
and driveways, and their parking lots are self-contained,
with no connectivity to the adjoining properties. This
places undue burden for providing access, driveways, and
parking on constrained individual lots. It also means that
existing curb cuts must be maintained until the property
redevelops. The following series of diagrams shows how
a road diet can be implemented over time, as properties
along Stone Avenue redevelop. While these diagrams
illustrate two specific blocks on Stone Avenue, the con-
cepts illustrated can be applied to the whole corridor.
Phase 1: Streetscape Improvements
Phase 1 illustrates the first
phase of the Stone Avenue
Road diet, which involves
transitioning the roadway
from four lanes to three
lanes with on-street parking
and street trees. The three-lane section has one travel
lane in each direction with a center safety strip, or a
textured lane that serves as a left-hand turn lane and as
a space for emergency vehicles and over-sized trucks to
navigate when necessary.
In Phase 1, before redevelopment takes place on indi-
vidual properties, street trees and on-street parking are
placed opportunistically in between existing curb cuts.

existing conditions
phase 1:
21 on-street parking spaces
15 street trees
0 redevelopment
phase 1
Stone Avenue
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plan stone avenue
Phase 2: Initial Redevelopment
Corner properties can elimi-
nate their curb cuts on Stone
Avenue and relocate their
driveways to the side street,
freeing up valuable frontage
for building footprint, rather
than parking spaces or driveways. These properties can
benefit from on-street parking right away, both on Stone
Avenue as well as on the side streets.
Front set-backs for redeveloped properties are elimi-
nated, allowing property owners to use their site more
efficiently, with building footprints located at the front
of the property, and parking consolidated at the back.
Connections to adjacent parking lots are added where
possible in order to ease the burden of parking circula-
tion on each individual property.
Phase 3: Continued Redevelopment
As mid-block properties re-
develop, driveways and curb
cuts are eliminated in favor
of a system of connected
parking lots at the rear of
the properties. This reduces
the overall amount of area dedicated to driveways on
each property and makes the parking areas function
more effciently. Changes in topography allow for some
properties to redevelop with a parking structure set
into the hill; this allows for two levels of parking without
the need for a costly ramp.
The new system of on-street parking and interconnected
parking lots allows each property to reduce its parking
burden while beneftting from a great new address with
street trees, on-street parking, and wider sidewalks.
phase 3:
26 street trees
9 redevelopment sites
phase 2:
18 street trees
4 redevelopment sites
phase 3
phase 2
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plan
Stone & Main
One of the key opportunity sites in the study area is
located at the intersection of Stone Avenue and North
Main Street; here, several acres of vacant land sit un-
der common ownership at the southeast corner of the
intersection. Redevelopment of these parcels, in the
pedestrian-oriented, mixed-use form envisioned by this
Plan, could serve as a demonstration project and provide
a spark to instigate additional redevelopment along the
corridor.
The series of diagrams on the next page show one way
this intersection could change over time; page 4.13
shows an illustrative build-out plan with key concepts
and recommendations that could be used to guide fu-
ture development at the intersection.
Streetscape and Redevelopment Phasing
It is likely that change will begin with improvements
within the public right-of-way. Re-confguring the
streetscape of Stone Avenue and North Main Street can
set the scene for investment and redevelopment by the
private sector. Once the street improvements are in
place, redevelopment in a street-oriented manner can
begin. The parcels which front North Main Street have
the greatest potential for multi-story, mixed-use build-
ings, similar to those found along Main Street in the
Downtown area. A mixture of uses to serve the sur-
rounding residences is envisioned here; these uses are
detailed in the box to the right. The intent is to continue
the pedestrian-friendly character found in Downtown to
the Stone Avenue corridor.
Public Gathering Space
As a part of redevelopment, it will be possible to also
create new public open spaces. These should be placed
in highly visible locations, be confgured to face public
streets, and be fronted by the facades of buildings. Park-
ing and service infrastructure (dumpsters, utilities, etc)
should always be shielded from view. These high-quality
public spaces will be a great asset to the community, and
will also compliment adjacent retail and residential uses.
Transitions to Residential Neighborhoods
Moving from west to east across the Stone & Main prop-
erties, it is desired to transition from mixed-use to more
predominantly residential uses, of a scale and form that
compliments the existing homes on Rowley Street. The
Illustrative Plan shows one way to accomplish this, tran-
sitioning from mixed-use buildings, to townhomes, and
fnally to single-family homes directly across the street
from existing residences.
Inspiring Reinvestment
As redevelopment of the vacant parcels at Stone & Main
is completed, owners of surrounding buildings will be
motivated to reinvest in their properties as well. Over
time, this intersection can transform from a suburban
intersection to urban, walkable neighborhood center.
Aerial photo of existing conditions, Stone Avenue & North Main Street.
Figure-ground diagram showing existing buildings, parcels, and streets.
existing conditions
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Restaurants
Specialty Grocery Store
Galleries
Local Businesses
Coffee Shops
Parks
Green Businesses
Outdoor and Bicycle Shops
Banks
Townhouses
Live/Work Units
Community Centers
Office Space
Apartments
Home Restoration Shops
Creative Businesses
Desired Mix of Uses
During the Charrette, the community expressed a desire
for a mixed-use, neighborhood destination along Stone Av-
enue. Some of the uses that were requested include:
plan stone avenue
1 2 3
4 5 6
STEP 1: Improvements to North Main Street STEP 2: Pedestrian-oriented infll along North Main Street and
a newly-created complete street between Main and Rowley.
STEP 3: Improvements to Stone Avenue, including a road diet
with street trees and on-street parking.
STEP 4: Infll along Stone Avenue begins STEP 5: Infll continues; redevelopment of the Stone & Main
parcel is complete.
STEP 6: Additional infll continues along Stone Avenue; a com-
pleted plan view is shown on the facing page.
1 2 3
4 5 6
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plan
Stone & Main Opportunities
Street-oriented buildings along North Main Street,
coupled with new pedestrian amenities such as wide
sidewalks, street trees, and on-street parking create a
neighborhood center for North End residents.
New public open spaces are included at visible loca-
tions to complement adjacent retail uses; these become
an amenity for the community as well.
New street connections provide alternatives for vehicu-
lar and pedestrian circulation. These streets create a
signature space for new development, with live/work
units and townhouses fronting both sides of the street.
Parking is provided in a mid-block location, shielded
from view of pedestrians on the street.
Infill buildings on Rowley Street have similar massing,
setbacks, and character as existing homes on the op-
posite side of the street.
As the suburban character of this intersection changes,
suburban building types (such as the existing gas
station) evolve to more urban town-like typologies; the
structure illustrated here provides the gas pumps to the
rear, with a new building along the street edge.
Multi-story liner buildings hide structured parking with
ground-floor retail and residential or office on the upper
floors.
Existing buildings on the Stone & Main parcels remain.
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Existing Buildings
Project Boundary
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Open Space
plan stone avenue
Stone & Main, existing conditions.
Streetscape improvements on Stone Avenue and North Main Street, and infll of the vacant Stone & Main parcels.
A New Neighborhood Center
The images on the next two pages show the potential
form and appearance of redevelopment of the Stone
& Main properties. At right, the existing conditions at
this key intersection is shown. The parcels are mostly
vacant; an existing historic duplex and an offce build-
ing are the only structures present. Surrounding prop-
erties are suburban in character, with surface parking
lots and gas pumps facing the street. Existing homes
on Rowley Street are visible in the distance. Bottom
right, streetscape improvements and infll of the vacant
parcels is implemented. The highest intensity is found at
the intersection of Stone Avenue and North Main Street.
The existing duplex on Stone Avenue is preserved, and
surrounded by buildings of a complimentary scale and
massing. Building intensity transitions across the site,
down to single family homes on Rowley Street (facing
existing homes). The next page shows how this area
could evolve over time. Following the precedent started
at the Stone & Main parcels, additional properties could
redevelop into more urban building types. The end re-
sult is a walkable neighborhood center that is better
able to serve the needs of its surrounding residents.
Location of accompanying illustrations.
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Above, the pedestrian-oriented neighborhood center is complete. Redevelopment of the Stone & Main parcels stimulates rein-
vestment and redevelopment of surrounding parcels, which evolve from suburban to urban building types.
Left: the architectural style does not have to be exactly as drawn above; as long as the building forms the streetwall edge, and
follows basic urban form and massing parameters, the question of style could be left open to each individual landowner. Here,
the buildings illustrated above are shown with a modernist building as part of the mix.
plan stone avenue
The Triangle
A second key opportunity site is the vacant parcels lo-
cated at the eastern end of the study area, commonly
referred to as the Triangle. As a frst step, the roadway
design in this area should be reexamined. The alignment
of Wade Hampton Boulevard as it intersects with Stone
Avenue should be made less curved and more angular,
and cranked at the end to create a ninety-degree angle
at the intersection. Removing the highway-like curves
from the Wade Hampton and making regular, ninety-de-
gree intersections with Stone Avenue and with Church
Street would send a message to drivers that they have
entered a walkable environment.
Making safe, vibrant streets
Taming the roadways that pass by the Triangle site, in-
cluding Wade Hampton Boulevard and Stone Avenue,
would also have a positive effect upon redevelopment.
An important step for the Triangle is to reduce vehicular
speeds on the surrounding roadways to make the streets
safer for pedestrians. Two key steps are recommended
to achieve slower speeds and a safer pedestrian environ-
ment: a road diet for Stone Avenue and Wade Hampton
Boulevard around the Triangle, and reconfguring major
intersections to form ninety-degree angles with left turn
lanes and crosswalks.
The road diet for Stone Avenue and Wade Hampton Bou-
levard will include fewer, narrow lanes with a safety strip,
and on-street parking, street trees, and wide sidewalks.
This will send a signal to drivers that they have entered
an urban environment, and the new design of the street
will cause them to slow down. This new environment will
transform the Triangle site into a gateway to Downtown,
rather than its current role as an extension of the super-
highway.
Creating a neighborhood gathering place
With the road diet on key streets and the creation of
regular, safer ninety-degree intersections, the Triangle and
the surrounding parcels have addresses along multi-mod-
al, dignifed streets. New development on these streets
will beneft from street life and an attractive public realm,
rather than facing parking lots or having to create land-
scape buffers to screen themselves from a dangerous and
unappealing roadway.
Providing new open space
A new park is created by reconfguring the intersection
and the adjacent parcels of Wade Hampton Boulevard and
Stone Avenue, addressing a scarcity of public open space
that the community has identifed. This location can serve
as an important focal point for the surrounding neigh-
borhoods. The park will increase property values for
the adjacent lots by creating an attractive open space for
the beneft of the public. This park could contain passive
space and performance areas for neighborhood events.
Evolving the old Sears property
The Canal Insurance property could also contribute to
the lively, prosperous development at the Triangle site.
Surface parking could be confgured to include a parking
structure, thereby freeing up lots along Stone Avenue for
the development of multi-story mixed-use buildings. It
is important to note that the current suburban confgu-
ration prevents the development potential of this site
from being unleashed. This major employment center,
along with a site for a grocer, and a wide spectrum of
residential buildings, could become a node of pedestrian
vibrancy.
Aerial photo of existing conditions, Triangle site
Figure-ground diagram showing existing buildings, parcels, and streets.
existing conditions
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Triangle Opportunities
The intersection of Church Street and Wade Hampton
Boulevard is reconfigured as a regularized 90 degree
intersection with left turn lanes onto Stone Avenue.
Street-oriented, mixed-use buildings mark a gateway to
the North End.
The section of Wade Hampton Boulevard west of
Church Street is reconfigured as an urban street with
low speeds, street trees, on-street parking and wide
sidewalks.
Wade Hampton Boulevard is realigned so that it meets
Stone Avenue at a 90 degree angle rather than as a
high-speed curve.
The original alignment of Wade Hampton Boulevard is
reused as a slow, textured one-lane frontage street with
on-street parking to serve businesses.
A park provides a neighborhood gathering place and
improves property values for the surrounding parcels.
Multi-story, mixed-use buildings shape vibrant streets
and memorable public spaces.
Column Street is redesigned with low speeds, street
trees, wide sidewalks, and on-street parking.
A specialty grocer anchors the Triangle site.
A new street improves pedestrian and vehicular circula-
tion and creates a signature address for new townhous-
es or mixed-use buildings.
Structured parking behind the Canal Insurance buidling
opens up space in the parking lots at the front of the
property for new, street-oriented development.
On-site parking is located in mid-block lots and parking
garages, away from view of the street.
New street-oriented infill development along Stone Av-
enue and Wade Hampton Boulevard evolves the North
End into a mixed-use, walkable destination.
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Open Space
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plan stone avenue
Alternative 1 | Redevelopment of Canal Insurance This scenario illus-
trates the redevelopment of the Canal Insurance site. If it is decided that the former
Sears building on the Canal Insurance property is obsolete, this site could be planned
to accommodate a small ward, consisting of a new, intimate residential street, a village
green, and street-oriented townhouses and small apartment buildings. This new ward
could connect with the proposed mixed-use buildings along Stone Avenue as part of
a mixed-use, walkable district.
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Infll Buildings
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Open Space
Alternative Infill Scenarios
Redevelopment of the Triangle could happen a number of ways, and still be consistent
with the general recommendations included in this Plan. Changing market condi-
tions and phasing of public improvements may require adjustments to the plan; these
alternative scenarios show how development can be confgured in multiple varia-
tions and still uphold the spirit of the Plan.
On the previous page, in-depth recommendations are offered for one development
scenario on and around the Triangle. On the next three pages, several alternatives
explored during the Charrette are illustrated. Although the physical layout of the sce-
narios varies, each follows the Plans First Principles, described in Chapter 3: Inspire.
These principles include: gather neighborhoods together, fll in the gaps with street-
oriented architecture, walk and bike with confdence, restore historic resources, and
go local by supporting unique small businesses. Each scenario embodies these fve
Principles by creating a prominent gateway to the historic corridor with high-quality
public spaces, and using new infll buildings to create walkable street frontages that
promote local businesses.
alternative 1
plan
Alternative 2 | Reconfiguring Property Boundaries The scenario above
illustrates the possibility of vacating the existing Wade Hampton Boulevard right-of-
way as it currently turns into Stone Avenue, rather than reusing the right-of-way as a
slow-speed, one-lane access road with parking. This scenario also eliminates the park
option at this intersection. This scenario shows property lines at the northwestern
corner of the intersection reconfgured into a new development site for street-ori-
ented buildings with a shared parking area in the middle of the block.
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Alternative 3 | Straightening Wade Hampton Boulevard In this sce-
nario, Wade Hampton Boulevard is straightened and terminates at Stone Avenue at a
civic building or a building with signature architecture. The neighborhood park at the
corner of Wade Hampton Boulevard and Stone Avenue is reduced in size, and devel-
opment on the northeastern corner of Wade Hampton Boulevard and Stone Avenue
is reconfgured as a larger block without a pedestrian street through the center.
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alternative 2 alternative 3
plan stone avenue
Alternative 4 | Two Gateway Parks In Alternative 4, Wade Hampton Bou-
levard is straightened and terminates on a civic building, and two gateway parks are
created at the intersection with Stone Avenue. A birds eye illustration of this alterna-
tive is shown to the right.
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Open Space
after
before alternative 4
plan
BEFORE: An auto-oriented super-highway
View looking down Wade Hampton Boulevard toward
East Stone Avenue. Wade Hampton Boulevards existing
conditions feature a stream-form geometry that invites
drivers to speed. High vehicular speeds, wide pavement,
narrow sidewalks and a lack of crosswalks make the
roadway uncomfortable to walk along, and dangerous to
cross. Buildings are low-slung and do not contribute to
a sense of place, or a feeling of enclosure, on the street.
The view to Stone Avenue is unremarkable and feels like
a suburban highway.
AFTER: A neighborhood gathering place Wade Hampton Boulevard can be tamed with a road diet to a
three-lane cross section, with on-street parking, wider sidewalks, and street trees. Rather than speeding along the
curve to East Stone Avenue, drivers and pedestrians would have their view focused toward a signature building,
preferably containing a civic use, located on Stone Avenue on the current Canal Insurance property. Street-oriented,
multi-story buildings make the street feel like an enclosed space or an outdoor room. A new park is located at
the intersection of Wade Hampton Boulevard and Stone Avenue to serve as a neighborhood gathering place.
Wade Hampton Boulevard
Location of accompanying illustration.
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BEFORE: A dangerous cut-through View look-
ing south on Column Street from Wade Hampton Bou-
levard. The majority of Column Street is entirely devoid
of buildings. The lack of spatial enclosure, the curving
highway-style geometry, and the wide roadway width is
a recipe for speeding. The topography along the street
makes speeding very dangerous. Column Street is re-
garded as little more than a cut-through in its current
state, and not as a place with signifcant real estate value.
During the charrette, some community members pro-
posed closing the street because they viewed it as an
obstacle to safety and could not see its potential.
AFTER: A premier address Above is the same view down Column Street, reimagined as part of a walkable
neighborhood center. Column Street is a valuable segment of the overall road network, which could also become
a desirable address for residences and businesses. Rather than being closed, Column Street is tamed by narrow
vehicular lanes, on-street parking, and wider sidewalks. At the corner of Column Street and Wade Hampton Bou-
levard, a grocer specializing in organic and local products provides convenience to residents and an outlet for local
growers and manufacturers. Parking lots and loading docks are located behind buildings, in mid-block locations. The
curve and topography of Column Street, which creates a dangerous environment on a high-speed road, creates a
beautiful and interesting street scene on a tamed, slow-speed road. The curve and topography could provide a rare
opportunity for a defected view as facades tip into view.
Column Street
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BEFORE: A barrier for Stone Avenue View
looking east on East Stone Avenue toward the Church
Street Viaduct. The Church Street Viaduct over Stone
Avenue acts as a barrier between Greenline-Spartanburg
neighborhood and the rest of the Stone Avenue corri-
dor. The low, dark bridge and the accompanying chal-
lenges in this area: vacant and under-utilized properties,
dangerous high-speeding cars, and the abrupt change in
topography, all work together to discourage pedestrians
from crossing beneath the bridge.
AFTER: A gateway for Stone Avenue The Church Street Viaduct is redesigned as a gateway to both the
Greenline-Spartanburg neighborhood and to Stone Avenue. A new covered walkway and towers are added to the
existing bridge structure. The properties alongside the bridge are redeveloped as multi-story mixed-use buildings
that are built into the berm so that grade-separated Church Street becomes less noticeable. Pedestrian pathways
lead from Stone Avenue up to the bridge and the bridge itself is made more inviting and attractive, making the
Church Street Viaduct feel like a destination and a gateway rather than a barrier. The abrupt changes in topography
at this location are used to create an intriguing multi-level public space out of a grade separated crossing.
Church Street Viaduct at Stone Avenue
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Richland Cemetery Opportunities
The historic Allen School is restored and reused as a
community amenity.
An outdoor performance area is created in front of the
Allen school as an entrance and a community space.
The Richland Cemetery is restored and made more
welcoming to the public with a more visible entrance,
and a visitors welcome area with maps and guides to
the cemetery.
A new entrance to the Cemetery is created.
The Cemetery is expanded for future use.
New development provides an appropriate frontage to
both the Cemetery and to Park Avenue.
A new park space provides a place for neighbors and
visitors to the Cemetery to gather.
New infill development occurs on East Stone Avenue.
East Stone Avenue has new streetscape, including
street trees and wider sidewalks.
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Richland Cemetery
Richland Cemetery, located at the eastern edge of the
study area, is today hidden behind a ring of properties
which include vacant properties and the Citys recycling
center and storage areas. There is an opportunity to
redevelop some or all of these parcels, and provide a
proper public entrance and visibility to the cemetery.
Redevelopment of these half-block depth parcels should
be done in a manner that provides a public face (ie, build-
ing walls and not parking lots and service areas) to both
surrounding streets (such as Park Avenue and Church
Street), as well as to interior roads that face the cem-
etery (such as Hill Street and Sunfower Street). New
street connections should contain signage and markers
that provide a formal entry to the cemetery; in addition,
visibility can be enhanced with new public open spaces
to provide view corridors from exterior roads.
Existing Buildings
Project Boundary
Infll Buildings
side study boundary
Open Space
plan
Open Space
There are several opportunities to provide new public
open spaces along the corridor. As sites are redevel-
oped, space for public gathering or relaxation can be
included as part of the program. New open space can
compliment the use of adjacent retail spaces. This is es-
pecially applicable to larger redevelopment sites, such as
on the Stone & Main and the Triangle properties. Small
plots of land could be also reserved for community gar-
dens, to serve new residential populations on redevelop-
ment sites. There are also existing resources along the
corridor that could be capitalized upon; for example, the
site of the existing historic pools could become a public
park. These historic structures are a unique feature to
this area, and showcasing and providing public access to
them will help to create a Stone Avenue identity. In ad-
dition, the greater Greenville open space & trails system
is a tremendous asset; providing pedestrian and bicycle
linkages from the corridor to this amenity will greatly
beneft residents and business owners.
Opportunities for new and enhanced public open spaces are illustrated above, and shown in more detail in the insets below.
A B C D
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City Wading
Pools
Possible Serenity Garden adjacent to McAfee
Funeral Home
Neighborhood Park at the corner of Stone
Avenue and Wade Hampton Boulevard
Amphitheater next to
historic Allen School
Introduction
Walkable Urban Design
Walkability Audit
Design Recomendations
Technical Analysis
Stone Avenue Road Diet Implementation
5.2
5.3
5.5
5.7
5.13
5.20
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5 J anuar y 2011
plan stone avenue
Introduction
Stone Avenue is a historically in-town/urban street that
has been transformed over the last several decades into
a U.S.-designated route and arterial roadway whose pri-
ority is to function as an effcient means to move auto-
mobiles. Stone Avenues designation as a U.S. route and
its subsequent widening to four lanes in 1945 has disad-
vantaged other modes of travel such as walking, bicycling
and transit use. High-value redevelopment opportunities
have been limited by this automobile-only purpose. To en-
sure Stone Avenues revitalization and growth as a thriving,
livable corridor, its success should be measured as an urban
street serving multiple modes.
The transportation analysis focused on the 1.4 mile cor-
ridor of Stone Avenue from Park Street to Rutherford
Street and North Main Street from Academy Street to
Earle Street (see project boundary in Figure 1). The pur-
pose of the study was to propose design solutions that
could spur economic development in the area on and
surrounding the Stone Avenue corridor.
The community vision for Stone Avenue is
to establish a safe, walkable, sustainable
area, while supporting vehicular travel.
This report specifcally provides a description of the
problem and a response to the communitys vision. This
transportation analysis also offers a description of walk-
ability and how to achieve walkability, specifc design
recommendations, and a technical analysis of the recom-
mendations.
Walkability, as used in this study, describes the extent
to which places are comfortable for pedestrians, cy-
clists and transit users. Walkable places require a mix of
uses, public spaces, a fne-grained network of connected
streets that provides many options for travel, managed
vehicle speeds, and human-scaled development placing
amenities and services within a mile radius. A walk-
able community is one that encourages the use of a mix
of modes (pedestrian, bicycle, transit, and motor vehicle).
Walkable communities are created by a number of fac-
tors; a few are listed below:
On-street parking
Mixture of uses and intensity
Streets with managed speeds
Connected network of streets
Buildings fronting streets
Sidewalks
Narrow streets
Issues, Analysis, and Recommendations
From a transportation planning context, HPE recognizes
the following issues for the Stone Avenue Corridor Plan:
Existing Walkability Conditions
Walkable Thoroughfare Design
Technical Analysis of Recommendations
Bicycle Facilities
Figure 1: Project Boundary
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Conventional Transportation Engineering
Walkable transportation policies often stand in sharp
contrast to suburban or conventional policies that are
mono-modal, resulting in the singular use of the automo-
bile for mobility. The places that were created by con-
ventional transportation and parking policies promote
higher speeds (serving the need of automobile users)
and are not walkable or human scale.
Much of Americas development pattern is highly in-
fuenced by street and highway networks: streets that
are designed to move automobiles only lead to auto-
mobile-oriented land development (think strip centers
with large parking lots and drive-through services). In
contrast, a multi-modal approach to designing streets
yields pedestrian-friendly land development patterns,
such as neighborhood-scale retail and dining, along with
live/work townhomes and local civic facilities such as
neighborhood churches, parks, and schools.
Highways designated as arterials change little as they ap-
proach developed areas. Generally speeds drop from
55 to 45/35 mph, but on-street parking is usually not
allowed in emerging areas and is often removed from
older areas. Arterial street designs, by defnition, tend
to exclude intersections with side streets of limited vol-
ume, leading to longer block size (600 to 1,000 feet and
higher) and higher speeds (45 mph or more), both of
which cause diffculty for pedestrians.
Vehicular Speed and Walkability
VVehicular speed is a key factor in urban design because
it plays a critical role in the walkability of an area, due to
its relationship with pedestrian fatalities. Figure 2 shows
a pedestrians chance of being killed in a crash in relation
to vehicular speed. The graph indicates that pedestrian
fatalities average 45% in a crash with a vehicle travel-
ing at speeds of 30 mph, while pedestrian fatalities are
almost double 85% in a crash with a vehicle traveling
at 40mph.
Land Use First, Transportation Second
Urban places with greater safety, capacity, and economic
viability require pedestrians, bicycles, and transit vehicles
as part of the mobility mix. To achieve these places, the
patterns of proposed development must be specifed frst,
during the community planning stage. Then, transporta-
tion plans for balanced mobility can be crafted with walk-
ability considered frst and vehicle mobility second (land
use frst, transportation second or LU1-TR2). This is
not to imply that motor vehicle mobility will be dramati-
cally reduced, but that pedestrians are more vulnerable
than drivers, and solutions for their safety and comfort
are more complex. Often, greater walkability yields only
small reductions in vehicle capacity, even though vehicle
speeds are lower. Generally, more streets per square
mile result from a more open network and drivers can
avoid the degree of peak hour congestion that occurs when
a limited number of large streets break down.
Community Vision
The historic core of Greenville has retained much of its
historic grid of streets. Over time, some streets have
been widened and some intersections have been modi-
fed to permit higher capacity traffc fow. These changes
have yielded unintended consequences, one of which is
higher speed traffc fow, especially in off-peak periods
that are higher than desired for a walkable area.
The urban design vision for Stone Avenue, as described
by the community and refned by the design team dur-
ing the charrette, is a return to a more walkable city
structure, with a variety of housing types, places to shop
and dine, and restoration of the civic centers in the area.
This urban design vision is an important part of the
transportation design criteria for Stone Avenue. The re-
turn to a walkable city requires managing traffc speeds
to pedestrian-friendly levels and making pedestrian-sup-
portive streetscapes. To accomplish this vision, the fol-
Figure 2: Percent of Crashes Fatal to Pedestrians, Related to Vehicle
Speed; Source: U.K. Department of Transportation, Killing Speed and
Saving Lives.
The Arterial Street
The arterial street term appeared as early as 1919 in
the American Highway Engineers Handbook edited
by Arthur H. Blanchard. The arterial function, described
therein by Nelson P. Lewis clearly anticipated that com-
mercial streets 60 feet wide achieve greater success than
those 80 or 100 feet in width (p. 369). The early plan-
ners, therefore, never intended arterial streets to have
access to land limited by subsequent design manuals.
Finer grained street networks better serve urban peak
travel demand due to multiple streets serving multiple
modes walking, cycling, transit, and the motor vehicle.
plan stone avenue
lowing transportation improvements for Stone Avenue
and portions of North Main Street are proposed:
Redesign Stone Avenue and North Main Street
as walkable thoroughfares
Reduce the number of through lanes on Stone
Avenue
Add parallel parking and street trees along
Stone Avenue; as properties redevelop and
opportunities arise to eliminate curb cuts/
driveways.
The City of Greenvilles recently adopted Comprehen-
sive Plan, Plan-it Greenville is a document that is de-
signed to address the Citys current development trends,
determine a vision for how the community would like to
see the City develop over the next twenty years, and de-
termine a plan for how to achieve this vision. The Com-
prehensive Plan identifes outcomes or goals based on
six different themes:
Healthy living and pedestrian friendly
Environment
Economic development
Transportation
Neighborhood and corridor identity
and stability
Housing
The communitys vision and recommendations for Stone
Avenue and North Main Street (described below) are
consistent with a number of Plan-it Greenville desired
outcomes, such as:
Reduce energy consumption
Increase pedestrian and cyclist safety
Improve safety of city streets for all users
Mixed-use development (MUD)
Reduce traffc congestion
Increase transportation alternatives
Improve air quality
Increase quality of life
Improve personal health
Orderly and rational development
Certainty about where development will oc-
cur and what it will look like
Physically attractive community
Reduce fuel consumption
Reduce vehicle miles traveled
Encourage environmental sustainability
Create transportation options for all Greenville
residents
High quality of life without complete depen-
dence on automobiles for mobility and survival
Quality urban lifestyle
Walkable design with pedestrian as the
highest priority
Support transit system
Greater mobility
Reduce household spending on transportation
Integrate land use and transportation
The communitys vision for Stone Avenue and North Main
Street, along with the Citys Comprehensive Plan goals for
the area, is characteristic of a General Urban Zone (C4)
designation identifed in the newly published Institute of
Transportation Engineers Recommended Practice, De-
signing Walkable Urban Thoroughfares: A Context Sensi-
tive Approach (ITE Practice, 2010). The design standards
outlined for the General Urban Zone can be used to im-
plement the transportation elements of the Citys overall
livability goals. General Urban Zone development pattern
characteristics include:
a mix of housing types including attached units,
with a range of commercial and civic activity at
the neighborhood and community scale,
predominantly detached buildings, balance
between landscape and buildings, presence of
pedestrians, and
shallow to medium front and side yard setback
and 2 to 3 story buildings with some variation
and few taller workplace buildings.
Transportation facilities provide excellent tools to sup-
port the communitys vision for the future of Stone Av-
enue. Designing multi-modal transportation systems,
including pedestrian and bike-friendly streets and tran-
sit-ready environments, will complement and support
the land development patterns desired by the commu-
nity, described above.
What factors contribute to an excellent pedestrian ex-
perience? Observations and design experience suggest
the following prioritized features, the lowest number in-
dicating the highest importance.
10. Narrower Streets
9. Street Trees
8. Lower Traffc Volumes
7. Sidewalks
6. Interconnected Streets
5. On-street Parking
4. Lower Traffc Speeds
3. Mixed Land Use
2. Buildings Fronting the Street
1. Small Block Size
These parameters have proven themselves in the feld.
When a majority of these factors are combined in one
location, pedestrians are routinely seen. Greenvilles
walkable streets are no exception to this experience.
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Walkability Audit
A walkability audit of Stone Avenue was performed on
March 19, 2010 as part of the Plan Stone Avenue char-
rette. More than 30 citizens of all ages participated in the
walkability audit.
The walkability of the Stone Avenue corridor was
measured to assess total mobility, using an analysis tool
called the Walkability Index. Grading a locations pedes-
trian environment is basic to assessing its total mobility.
Successfully applied in several cities, the Walkability In-
dex achieves a block by block pedestrian level of service
score. This score is also closely related to potential bicy-
cle and transit mobility for a given block. The Walkability
Index serves as a useful multi-modal counterbalance to
the conventional, automobile-oriented level of service
(LOS) grading system for thoroughfares, as discussed in
the Technical Analysis portion of this report found on
page 5.13.
Background
The Walkability Index utilizes the Transect theory to de-
scribe context zones. The Transect organizes the natural,
rural, suburban, and urban landscape into categories of
compactness, richness of opportunity, and street struc-
ture. One operating principle of the Transect is that ele-
ments of a certain type belong in certain environments;
for example, an apartment building belongs in a more
urban setting, and a house on a large lot belongs in a
more rural setting. Some kinds of thoroughfares are ur-
ban (streets), and some are rural (roads). For the Stone
Avenue Walkability Index, the Sub-urban (T3) to Urban
Core (T6) zones were applied for analysis purposes.
These Transect zones are briefy described as the fol-
lowing:
T3 Sub-urban consists of low density residential ar-
eas, adjacent to higher zones with some mixed-use.
Blocks may be large and the roads irregular to ac-
commodate natural conditions.
T4 General Urban consists of mixed use but pri-
marily residential urban fabric and may have a wide
range of building types: single, sideyard and row-
houses. Streets with curbs and sidewalks defne
medium-sized blocks.
T-5 Urban Center consists of higher density, mixed-
use buildings that accommodate retail, offces, row-
houses, and apartments. It has a tight network of
streets, with wide sidewalks, regular street tree
planting and buildings set close to the sidewalks.
T-6 Urban Core consists of highest density and height,
with the greatest variety of uses, and civic buildings of
regional importance. Urban Core may have larger
blocks, regular street tree planting, and buildings
set close to the wide sidewalks. Typically only large
towns and cities have an Urban Core zone.
In general, the Walkability Index is applied only to places
designated as T3 to T6. T1 and T2 areas (Natural and Ru-
ral environments, respectively) are assumed to be mostly
traveled by the automobile and do not lend themselves
to walkability by their context.
On the Index data sheet (shown in Appendix A), walk-
ability criteria are arranged in check-list style. After
scoring in the feld, results are tallied in a spreadsheet
for comparison.
Each of the ten criteria has a maximum score of 10. The
scores from these ten criteria are tabulated and added
to obtain a total maximum score out of 100 points. Ta-
ble 1 shows total scores for Stone Avenue, graded per
street segment.
A complete technical memo describing the Walkability
Index can be found in Appendix A.
Walkability Index
For the index, Hall Planning & Engineering carefully select-
ed ten walkability criteria related to quality of the walking
environment during the last two decades:
Vehicle Speed - Non-peak hour free fow speed, mea-
sured with a speed gun; a minimum of 10 samples are
recommended; when actual speeds cannot be measured,
the practitioner may use the thoroughfares posted speed
as a minimum procedure
Thoroughfare Width - Street width at each pedes-
trian crossing, measured curb face to curb face
Street Parking - Presence of on-street parking, percent
of a block face where on-street parking is provided and in
use
Sidewalk Width - Full width of paved sidewalk, sensi-
tive to context, per Transect Zones
Pedestrian Connectivity - The distance between
street intersections or mid-block crossings, a measure of
network density
Pedestrian Features - Presence and quality of pe-
destrian features
Street Enclosure - The ratio of building height to
street width
Land Use Mix - The presence of a variety of pedestrian
attractive land use types; also Transect sensitive
Faade Design - The number of doors and windows,
and the overall character of the faade
Transit/ Bicycle Features - The presence of bus
shelters, stops, bicycle lockers and bicycle racks
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Results
Sixteen blocks of Stone Avenue were surveyed. The de-
sign team, City of Greenville staff and public offcials, as
well as a number of local citizens, evaluated the blocks
from Park Avenue to Rutherford Road. Participants
were placed into small groups and assigned individual
blocks to measure.
Stone Avenue was determined to be a T4 or General
Urban Transect Zone. The corridor scored an average
of 30.5 points out of 100 (See Appendix B for full assess-
ment). This result indicates that the Stone Avenue cor-
ridor under study has basic walkability for a grade of D.
Each intersection scored the following (see Table 1);

Figure 4 illustrates each blocks grade ranging from yel-
low (Grade of D) to orange (Grade of E).
The main design elements that create this low level of
walkability are narrow sidewalks that are 10 multiple
travel lanes, wide gutter pans, lack of building enclosure,
and a limited mix of land uses. These elements all led to
the observed high travel speeds, with an 85th percentile
speed of 40 to 42 mph.
Hall Planning & Engineering (HPE) also applied the Walk-
ability Index to the portions of Main Street considered
to be highly walkable as a point of comparison. The
blocks of Main Street between North Street and McBee
Avenue scored an average of 90.6, receiving an A for
high walkability (shown in Figure 5) (See Appendix C for
full assessment).
Figure 4: Walkability Index Existing conditions results for Stone Avenue
Figure 5: Walkability Index Existing conditions results for Main Street
between North Street and McBee Avenue
Segment
To From Total Grade
Fern St Park/E North 24 E
Hilly St Fern St 25 E
Cemetery/Spartanburg St Hilly St 20 D
Column St Cemetery/Spartanburg St 26 E
Wade Hampton Blvd Column St 22 E
Bennett St Wade Hampton Blvd 40 D
Vannoy St Bennett St 45 D
Elizabeth St Vannoy St 36 D
Rowley St Elizabeth St 33 D
N Main St Rowley St 27 E
Townes St N Main St 32 D
Wilton St Townes St 34 D
Robinson St Wilson St 34 D
Ivey St Robinson St 40 D
Rutherford St Ivey St 20 E
Table 1: Walkability Index Results for Stone Avenue Existing Intersec-
tion Scores
Citizens performed a walkability audit of 16 blocks of Stone Avenue.
90 -100 High Walkability (A)
70 - 89 Very Walkable (B)
50 - 69 Moderately Walkable (C)
30 - 49 Basic Walkability (D)
20 - 29 Minimal Walkability (E)
19 Points or less Uncomfortable/Hazardous to Walking (F)
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Design Recommendations
Conventional traffc engineering tended to focus on
minimizing automobile delay. More recently, emphasis
on creation of a pedestrian environment has emerged.
Automobile movement and pedestrian comfort are not
mutually exclusive goals, but a lack of pedestrian-orient-
ed design allows motor vehicle speed to prevent pedes-
trian activity. The thoroughfare types and other design
elements described in this report are intended for both
automobile and pedestrian effciency, with narrow lane
widths, on-street parking, and shorter curb radii, in con-
trast to conventional streets.
Following the paradigm of LU-1/TR-2, or Land Use
First/Transportation Second, the project team created
specifc urban design concepts for redevelopment areas.
Walkable thoroughfares were then created or adapted
from existing street sections to serve these areas with
appropriate vehicle speeds. The target speed for a walk-
able thoroughfare is 30 mph or less. The vast majority of
streets can be retroftted within the existing curb lines
to promote these lower speeds, while reducing the costs
of redevelopment. The proposed walkable thorough-
fares for Stone Avenue, North Main Street and Wade
Hampton Boulevard are described below.
As a note, all street widths are measured curb-face to
curb-face. This curb-face convention matches the
practice of traditional street designers and stems from
the majority of urban streets having on-street parking.
Street lanes without parking are still measured to the
face of curb, including the gutter pan. This measurement
does not assume vehicles will routinely travel in the gut-
ter, but it acknowledges that the gutter pan is perceived
as an extension of the travel lane by drivers, and can lead
to higher speeds.
Stone Avenue
Existing Conditions
Currently, Stone Avenue consists of two travel lanes in
each direction, making a four-lane street with a cross
section of 46 feet (Figure 6). The only intersection with
dedicated turn lanes is at North Main Street. During the
peak periods, Stone Avenue carries approximately 700
to 900 vehicles per hour in the peak direction, or 20,000
vehicles per day. Buildings are set back from the street
sometimes in excess of 50 feet.
The current design and confguration of Stone Avenue
yields high free fow speeds, due in part to perceived
wide travel lanes and lack of enclosure due to the de-
fciency of street trees and adjacent buildings fronting
the street. High free fow speeds were observed in the
speed measurements taken during the Walkability Audit,
as well as speed data gathered by traffc measurement
hoses on March 24-25, 2010. The traffc measurement
hoses were placed at two locations along the corridor;
between Wilton and Robinson Street, and between Ben-
nett and Vannoy Streets.
Speed data indicated that over a 24-hour period, the
majority of drivers are traveling 25 to 44 mph. At the
western count location between Wilton and Robinson
Streets, the following speeds were observed throughout
the day (Table 2):
At the eastern count location between Bennett and Van-
noy Streets, similar speeds were observed (Table 3):
15-24
MPH
25-34
MPH
35-44
MPH
45-54
MPH
464 5875 6730 420
Table 2: Speeds observed on West Stone Avenue (between Wilton and
Robinson)
15-24
MPH
25-34
MPH
35-44
MPH
45-54
MPH
617 5286 5664 609
Table 3: Speeds observed on East Stone Avenue (between Bennett
and Vanoy Streets)
Figure 6: Stone Avenue Existing condition
plan stone avenue
The data indicates that a large number of drivers
are not only exceeding the posted 35 mph speed
limit, but are also driving in excess of speeds that
are proven unsafe and uncomfortable for pedestrians.
The hose count data described here is supported by
feld observations using radar speed guns.
Daily Speed Profles for Stone Avenue, are illustrated
in Figures 7 and 8. The Speed Profles exclude the
very low and very high speeds noted in the data, as
they were determined to be false readings.
Note there is a higher volume of vehicles driving at
higher speeds on West Stone Avenue, likely because of
the longer block lengths or distances between signals.
Shorter blocks are a vital part of speed management
resulting in a safer environment for pedestrians.
Again, speeds in excess of 35 mph are proven to
be uncomfortable and dangerous for pedestrians.
Research shows that as long as high speeds persist
on a corridor, pedestrians, bicyclists and transit users
will not be present.
Proposed Design
To reduce travel speeds along Stone Avenue, the design
team proposes to reduce the number of travel lanes to
yield a three-lane street with parallel parking and im-
proved intersection treatment at all signalized intersec-
tions. All street improvements are proposed within the
existing curb lines to reduce construction costs. The
reconfgured Stone Avenue will have one 10 foot travel
lane (the current dimension of travel lanes on Stone Av-
enue) in each direction with left-hand turn lanes at key
intersections (Figure 9). In between turn lanes, a 10
safety strip / fush median will be used to allow great-
er fexibility maneuvering for drivers while encouraging
them to drive more slowly.
As redevelopment occurs, the streetscape should include
wide sidewalks in the public right-of-way, with buildings
fronting the sidewalk.
Figure 9: Stone Avenue Proposed Condition
Figure 7: West Stone Avenue daily speed profles (taken between Wilton
and Robinson Streets)
Figure 8: East Stone Avenue daily speed profles (taken between Ben-
nett and Vannoy Streets)
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Safety Strip
A safety strip is a tool used by traffc engineers to
manage vehicular speed while providing fexibility for
atypical vehicle movements on a narrow thorough-
fare, such as carefully passing a parking vehicle or for
emergency vehicle access. Safety strips are made of a
rough texture and should be laid with vertical offsets
of inch to 1 inch making it possible, but uncom-
fortable, to drive on for long periods of time. Safety
strips are to be placed between two lanes of opposite
direction, and can function as an informal left-turn
lane. The safety strip may also be used for temporary
deliveries to adjacent businesses without stopping the
fow of traffc (see Figure 10).
Street Trees
The section diagram indicates that trees should be plant-
ed opportunistically, in 4 to 6 foot tree wells within the
parallel parking lane, approximately every two spaces.
This is a short-term opportunity to provide the much
needed shade and protection for pedestrians, without
the expense and time needed to remove the power lines
interrupting the sidewalk and prime planting space.
These trees and planters could be moved to the wid-
ened and cleared sidewalk in the long-term, once power
lines have been buried. This will also provide additional
parking spaces as redevelopment continues to occur.
On-Street Parking
As a note on parallel parking, studies have shown that
a single parking space in front of a business can yield
signifcant sales annually to that business. Bob Gibbs,
considered one of the leading American urban retail
planners, estimates that one parallel parking space can
yield $125,000 to $250,000 in gross annual sales for
the adjacent business, depending on the number of daily
turnovers. Gibbs states that each stall directly supports
one small, urban business. Therefore, these spaces will
provide great economic opportunities for local business-
es and the City, as well as serve as a buffer to pedestrians
on the sidewalk.
Bicycle Facilities
Providing shared lane markings, such as a sharrow, will
encourage greater bicycle use. A sharrow is a specifc
pavement marking and is used in each of the thoroughfare
recommendations above. Sharrows indicate preferred
routing and location for bicyclists within a thoroughfare
travel lane and also indicate to motorists that cyclists are
sharing the thoroughfare. Greater visibility of cyclists
yields increased safety, especially in the vulnerable inter-
section turn area.
Sharrows are the preferred facility type for bicyclists on
thoroughfares with posted speeds between 20 mph and
30 mph, particularly for streets with on-street parking.
Sharrows should be applied to the redesign of Stone Av-
enue and North Main Street as the preferred facility type.
The sharrow pavement marking consists of a bicyclist or
bicycle symbol with two chevrons on top, indicating the
direction of travel. The sharrow should be located such
that the center of the marking is along an imaginary line 5
away from the edge of the parking lane, if a parking lane is
present, or 5 from the curb face if no parking lane is pres-
ent. On multilane thoroughfares, the sharrow is located in
the rightmost lane. The sharrow should be placed at the
beginning and end of each block and at least once mid-
block. They are prevalent all over the country and are in-
cluded in the Manual on Uniform Traffc Control Devices
(MUTCD) 2009 update.

Bicycle parking is often overlooked but critical to en-
couraging bicycle usage. Ideally, bicycle parking should be
provided in the front of a store or building, in plain sight,
easily visible from inside the store or building. The simple
U rack is a good choice for bicycle parking (see Figure
11). The U rack is simply 2 inch or 3 inch diameter pipe,
bent into a U shape, and anchored into the sidewalk like
an upside-down U. A single rack can accommodate two
to four bikes.
A minimum of one bicycle rack, capable of supporting two
bikes within the public frontage for every fve vehicular
parking spaces, should be installed parallel to the street.
By placing the racks parallel to the street, the racks will
allow the parked bicycles to take up space along the curb
line, rather than block the sidewalk.
Figure 10: Safety Strip on Main Street, Columbia, SC. Note the delivery
truck temporarily parked on the safety strip.
Figure 11: U-Racks Installed on a Sidewalk (Photo from Cycle Safe
TM
)
Bike Racks)
plan stone avenue
North Main Street
Existing Conditions
North Main Street currently consists of four travel lanes,
two in each direction (24 feet-6 inches) separated by a
15-foot median/turn lane, with a total right-of-way of ap-
proximately 64 feet (Figure 13). This portion of North
Main Street is not consistent with the urban, walkable de-
sign of Main Street just a few blocks south in the down-
town core and provides a less-than-grand entrance to
Greenvilles successful downtown. The wide lanes, lack
of parallel parking, and lack of overall street enclosure
lead to increased vehicular travel speeds as vehicles are
able to travel more freely and with excess capacity.
Proposed Design
As part of the frst phase of the Downtown Streetscape
Master Plan, North Main Street will be redesigned to
have one travel lane in each direction, one central two-
way left turn lane, on-street parking on both sides of the
street, and wider sidewalks with street trees. This road
diet project on North Main Street is a critical frst step
towards reinvestment and economic development in the
North End. On-street parking will provide relief for lo-
cal businesses and enhanced streetscape will create an
attractive gateway to Downtown, improving property
values. Figure 13: Main Street Existing Condition
Figure 14: Main Street Proposed Condition - AECOM
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Wade Hampton Boulevard
Existing Conditions
Wade Hampton Boulevard currently consists of four
travel lanes, two in each direction (24 feet total in
each direction) with no median, for a total right-of-
way of approximately 48 feet (Figure 15). A minimal
planting strip of 2 feet houses utility poles and a 5
foot sidewalk exists. Building setbacks are large, in
excess of 25 feet.
Proposed Design
As shown in Figure 16, the proposed Wade Hampton
Boulevard section includes one 10 foot travel lane in
each direction with 8-foot parallel parking, separated by
a 10-foot safety strip.
As redevelopment occurs, the streetscape should in-
clude 15 foot sidewalks with trees planted in wells and
buildings brought to the back of the sidewalk.
Figure 15: Wade Hampton Boulevard Existing Condition
Figure 16: Wade Hampton Boulevard Proposed Condition
plan stone avenue
Expanded Street Network
In addition to the street section redesigns proposed above,
the team proposes an expansion of the current street net-
work surrounding Stone Avenue and North Main Street.
Figure 17 illustrates the existing street network (shown in
blue) and highlights potential connections for new streets,
as parcels redevelop (shown in red). Some of these new
connections occur in existing parking lots, where it is fea-
sible to do so. The expanded street network will disperse
traffc and provide rear access to buildings, allowing for
driveway closure and preventing drivers from having to
access Stone Avenue or North Main to make local trips.
These new connections also shorten block lengths in-
creasing comfort for pedestrians.
Walkable Streets Implementation
Despite citizen support, the dynamic new streets pro-
posed have not been implemented previously due to
conficting design guidance from transportation agencies
at the federal, state, and local levels. These transporta-
tion agencies have traditionally focused on accommodat-
ing high-speed, vehicular traffc only and are just recently
taking pedestrian, bicyclist, and transit user needs into
consideration. A new paradigm is emerging.
Design elements for any thoroughfare should respond
to both its intended function and its surrounding con-
text. The Federal Highway Administration (FHWA), Amer-
ican Association of State Highway Transportation Offcials
(AASHTO), and many other transportation agencies and
organizations are adopting Context Sensitive Design solu-
tions to provide a greater balance between transportation
and community needs. In addition to fulflling the States
policies regarding regional motor vehicle circulation and
mobility, the new design for Stone Avenue must be compat-
ible with the context envisioned by the community. The
overarching functional basis of walkable street design is
greater walkability through management of vehicle speed.
To achieve the Citys multiple goals of job creation, revi-
talization, and walkability, the City will need to establish
and adopt a new category of streets with the following
features:
Lower target speed,
Shorter curb radii,
On-street parking and,
Narrower travel lane widths.
The justifcation for the creation of these new streets is
the Citys desire and support for creating a traditional,
walkable place along Stone Avenue. Critical to creat-
ing this type of context is the need to maintain lower
vehicle travel speeds to promote a safe environment for
other modal users, such as pedestrians, bicyclists, and
transit users. Thus, based on proven research, the target
speed for Stone Avenue should be set at 25 mph.
SDCOT ARMS Manual and Parallel Parking
Parallel parking is permitted on the State Highway Sys-
tems right-of-way (ARMS Manual, p.52), designed 22 feet
minimum in length and 8 feet wide. The SCHDM re-
quires that stall width be measured from edge of travel
way to gutter line. HPE recommends measuring from
the edge of travel way to the face of curb, including the
paved curb as part of the parking stall. This is commonly
accepted in urban settings, where cars typically park with
tires in the gutter as close to the curb as possible. Doing
so will further control vehicle travel speed.
Figure 17: Stone Avenue Existing and Proposed Street Network
Proposed Street Network
Proposed Streets
Existing Streets
Existing Alleys
Proposed Alleys
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Consistency with Context Sensitive Solutions
The recommendations made within this report are con-
sistent with recent policies promoting context sensitive
solutions (CSS) to thoroughfare design. The recently
published recommended practice, Designing Walkable Ur-
ban Thoroughfares: A Context Sensitive Approach (2010) was
prepared by the Institute of Transportation Engineers
(ITE) and the Congress for the New Urbanism (CNU)
to advance the use of CSS in planning and designing of
major urban thoroughfares for walkable communities.
CSS transportation projects are intended to serve all
users and are compatible with the adjacent surround-
ings and context. The techniques in this document were
prepared to be applied where community objectives
support walkability and smart growth. These community
objectives include connected neighborhoods, mixed land
uses, and easy access for pedestrians and bicyclists. The
objectives identifed by stakeholders for the Stone Av-
enue area are consistent with the objectives established
by the recent ITE publication as good candidates for
contextually designed urban thoroughfares.
The proposed redesign for Stone Avenue and North
Main Street is therefore consistent with the Avenue
thoroughfare type identifed in the recommended prac-
tice. The Avenue is a walkable, low to medium speed (25
to 30 mph) urban arterial or collector thoroughfare gen-
erally shorter in length than boulevards, serving access
to abutting land. Avenues serve as primary pedestrian
and bicycle routes and may serve local transit routes.
Avenues do not exceed 4 lanes, and access to land is a
primary function. Goods movement is typically limited
to local routes and deliveries. Avenues may serve com-
mercial or mixed-use sectors and usually provide curb
parking.
The following are design characteristics for the Avenue
thoroughfare type (Design Parameters for Walkable Ur-
ban Thoroughfares - Table 6.4 ), consistent with the design
elements proposed for Stone Avenue and North Main
Street:
Buildings oriented to the front of the street with
rear/side access to off-street parking,
Minimum sidewalk width of 6 feet,
Pedestrian buffers using 4 - 6 foot tree wells,
Target speed of 25 to 30 mph,
Two to four through lanes,
Lane widths of 10-11 feet,
7-8 feet wide parallel on-street parking,
Optional medians of 4-18 feet, and
Small curb radii that shorten the distance that pe-
destrians must cross at intersections.
Technical Analysis
In order to support the walkable design recommenda-
tions described above, HPE performed a initial analysis
of how these recommendations will operate for pedes-
trians and other users (measured using the Walkability
Index) and vehicles (measured using traffc simulation
software - Synchro).
Multi-modal Performance
Stone Avenues proposed design was measured accord-
ing to the Walkability Index and given a new grade. This
proposed design grade was then compared to the
streets existing condition grade, discussed previous-
ly. This comparison was used to determine the degree
to which the proposed design will improve the condi-
tions for pedestrians, bicyclists and transit users. The
proposed street design was broken into two phases of
implementation, described below.
Phase I: Streetscape Improvements
Phase I includes streetscape improvements only. The
streetscape improvements to Stone Avenue were used
to recalculate the original existing condition grade.
The recalculation was based on the assumption that the
redevelopment of Stone Avenue would transform the
blocks west of Column Street into a T4 context, com-
parable to the ITC/CNU C4, General Urban zone de-
scribed previously. Phase I improvements include:
Lowering of vehicular travel speed to 25 mph
Inclusion of on-street parking for all blocks west of
Column Street
Inclusion of street trees for all blocks west of Col-
umn Street
Expansion of the sidewalk to greater than 12 feet
west of Column Street and to 8 to12 feet southeast
of Column Street
Target Speed vs Design Speed
Target speed versus design speed is an important dis-
tinction in that design speed is defned by curvature and
super-elevation whereas target speed incorporates and re-
lies upon many elements of the urban street environment
to achieve the resulting speed. Elements such as narrow
travel lanes, on-street parking, adjacent building frontages,
street trees, presence of sidewalks, and short block lengths
all help to inherently manage speed. These elements must
be managed and coordinated on both sides of the right of
way line. When these elements are present, drivers read
a street and travel with care and caution, driving at man-
aged speeds that are appropriate to the intended urban
environment.
plan stone avenue
Addition of pedestrian features such as benches,
trash cans, and ensured ADA compliance along all
of Stone Avenue
Addition of bicycle racks along all of Stone Avenue.
After applying these proposed streetscape improve-
ments, Stone Avenues walkability score increased from
a 30 to a 61.7 or C for moderate walkability (See Ap-
pendix D for full assessment).
Phase II: Long-Term Urban Design Changes/
Redevelopment
Phase II was measured by including longer-term land use
and urban design changes, such as buildings set closer to
the street, an increased mix of land uses, and improve-
ments to faade design. Assuming these changes, in ad-
dition to the streetscape improvements measured in
Phase I, Stone Avenues walkability improves greatly to a
grade of 73.1 or B for very walkable. See Appendix E
for a full assessment.
Table 4 summarizes the block segment scores before
and after implementing Phase I and Phase II improve-
ments.

Vehicle-only Performance
Traffc data was reviewed and initial capacity analysis per-
formed before the traffc simulation work was under-
taken. This review led traffc engineers to believe there
was suffcient capacity to narrow Stone Avenue to three
lanes, passing an early test of whether or not the corri-
dor would still operate effciently for motor vehicles.
Traffc counts were obtained by the City of Greenvilles
Engineering Department by traffc measurement hoses
at two locations on Stone Avenue (between Bennett
and Vannoy Streets and between Wilton and Robinson
Streets) conducted on March 24-25, 2010. The hose
count data revealed volumes and speeds at these loca-
tions for a 24-hour period. The following graphs illus-
Figure 18: Walkability Index Results Based on Phase I Streetscape
Improvements
Figure 19: Walkability Index Results Based on Phase II Streetscape
Improvements and Long-term Urban Design Changes/Redevelopment
Segment Existing After Phase I
Improvements
After Phase II
Improvements
From To Total Grade Total Grade Total Grade
Park/E North Fern St 24 E 52 C 62 C
Fern St Hilly St 25 E 52 C 52 C
Hilly St
Cemetery/Spartanburg St 20 E 47 D 47 D
Cemetery/Spartanburg St Column St 26 E 54 C 68 C
Column St Wade Hampton Blvd 22 E 54 C 87 B
Wade Hampton Blvd Bennett St 40 D 54 C 84 B
Bennett St Vannoy St 45 D 72 B 78 B
Vannoy St Elizabeth St 36 D 72 B 78 B
Elizabeth St Rowley St 33 D 72 B 78 B
Rowley St N Main St 27 E 62 C 86 B
N Main St Townes St 32 D 62 C 78 B
Townes St Wilton St 34 D 68 C 72 B
Wilton St Robinson St 34 D 68 C 72 B
Robinson St Ivey St 40 D 68 C 72 B
Ivey St Rutherford St 20 E 68 C 83 B
Table 4: Walkability Index Results for Stone Avenue Existing and Proposed Intersection Scores
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trate an important traffc pattern revealed by the data.
Unlike many places that have an AM and PM commut-
ing peak travel demand, Stone Avenue exhibits similar
volumes throughout most of the day, with no real de-
fned peak (Figures 20 and 21). This suggests that Stone
Avenue can handle a high Annual Average Daily Traffc
(AADT), as traffc is more evenly dispersed throughout
the day.
An interesting travel pattern can be seen in Figure 21 at
the western count location between Wilton and Robin-
son Streets. It shows that the dominant traffc move-
ment along Stone Avenue varies throughout the day,
implying a mix of users along the corridor. More no-
ticeable, however, is the strong westward movement for
greater portions of the day and very slight eastbound
dominance in the AM. Commuter patterns typically
show a reversal in dominant direction in the AM and
PM peaks. For Stone Avenue, we would expect to see a
eastern peak direction during the AM peak hours and a
reciprocal western peak direction in the PM peak hours.
The data indicates the drivers are using different routes
in the AM and PM. It is likely that drivers are not making
left turns onto Stone Avenue from Rutherford during
the AM to reach employment downtown, but are rather
continuing straight through the intersection with Stone
Avenue to the intersection at Buncombe with more left
turn movement capacity. In the PM, however, drivers are
exiting downtown via Main Street, turning left on Stone
and right on Rutherford to return to their homes. This
suggests drivers are forming commuter loops.
In summary, Stone Avenue is being effciently utilized in
both directions in the peak hours, allowing the corridor
to be more effciently used throughout the day. Because
of this relatively even distribution of traffc throughout
the day, Stone Avenue has a higher daily capacity than
would be assumed.
Figure 20: East Stone Avenue Volumes (taken between Bennett and
Vannoy Streets)
Figure 21: West Stone Avenue Volumes (taken between Wilton and
Robinson Streets)
Figure 22: East Stone Avenue Traffc volumes showing Directional Hourly Capacity. This format provides a more accurate outlook of the actual
performance of the street throughout the day than the AADT for the roadway would suggest.
plan stone avenue
Capacity Analysis
The PM peak hour was reviewed, as well as peak direc-
tion volumes along the corridor to determine the de-
gree to which excess capacity existed. Using traffc data
provided by the City of Greenvilles existing Synchro
fle, described in more detail in the following section, for
Stone Avenue calculated the amount of extra westbound
service volume available on each segment of the road-
way. Extra service volume is the result of subtracting
existing volumes from the adjusted capacity (saturation
fow rate multiplied by the green time allowed at the sig-
nal for that movement). Table 5 shows the results of this
analysis and indicates there is ample extra service vol-
ume to consider analyzing the lane reduction and other
thoroughfare improvements at the next level. These
results also indicated that the corridor is functioning
better than expected, given the high AADT, because the
intersection design at Rutherford Street constrains the
amount of vehicles that can enter and exit the study area
and because the roadway is used consistently through-
out the day, and not just at peak hour.
Synchro Analysis
Implementing the recommended street improvements,
such as a lane reduction and addition of on-street park-
ing, can be expected to have an impact on vehicle travel
through the corridor, and measured as a change in the
arterial level of service (LOS). The arterial LOS was cal-
culated of both the existing and proposed conditions on
Stone Avenue using Synchro, a traffc microsimulation
program from Traffcware, Inc. The City of Greenville
provided the base Synchro fle for use in this analysis.
The base fle was updated to include volumes and signal
timing at the intersection of Stone and Rutherford for
both scenarios.
Existing Street Design LOS
PM peak hour traffc was distributed along the existing
and proposed street design using existing traffc counts.
Synchro analyzes intersection and link performance, but
does not assign trips to the network dynamically based on
traffc speed or congestion as MPO models do; trips were
manually assigned to each intersection based on traffc
counts taken for a recent project. The results of the two
simulations were compared to analyze the impact of the
proposed design of Stone Avenue on vehicular travel.
Proposed Street Design LOS
Following review of the existing Level of Service (LOS)
of Stone Avenue according to existing street design, ad-
justed the fle to include the recommended improve-
ments to Stone Avenue. Using the same volume inputs,
Stone Avenue was analyzed as a three-lane thoroughfare
from Column Street to Rutherford Street, with intersec-
tion improvements described below.
In the westbound direction, left turn lanes were provided
at Stone Avenues intersection with Bennett Street, Main
Street (existing), Townes Street and Rutherford Street
(existing). Right turn lanes were provided in the west-
bound direction at the intersections with Main Street,
Townes Street and Rutherford Street (existing). Note
that the right turn lane at Main Street is a conversion of
the existing through and right lane.
In the eastbound direction, left turn lanes were provid-
ed at Wade Hampton Boulevard, Bennett Street, Main
Street (existing), Townes Street and Rutherford Street
(existing). A right turn lane was added at Main Street
in the eastbound direction, which is a conversion of the
existing through and right lane.
Note that the intersection of Stone Avenue and North
Main Street was analyzed as a signalized intersection. A
roundabout for this intersection was discussed during
the charrette and is considered a highly effcient and safe
alternative to this signalized intersection. An analysis of
the roundabout alternative is provided in Appendix G.
The following images provide a view of each intersec-
tions lane confguration and level of service outcome.
Note that the safety strip is proposed where a median is
illustrated by Synchro between the intersections.
The analysis illustrates that Stone Avenue will operate eff-
ciently with the following acceptable levels of service, which
is comparable to the existing condition shown in Table 7.
Existing LOS
At Park/E North C
At Column A
At Wade Hampton B
At Bennett A
At Main C
At Townes B
At Rutherford D
Table 5: Existing Condition Intersection Level of Service
Table 6: Proposed Street Design Intersection Level of Service
Proposed LOS
At Park/E North D
At Column B
At Wade Hampton C
At Bennett B
At Main D
At Townes C
At Rutherford D
Existing LOS
C
A
B
A
C
B
D
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Figure 23: Proposed Condition Stone Avenue at Column Street Figure 25: Proposed Condition Stone Avenue at Bennett Street
Figure 26: Proposed Condition - Stone Avenue at Main Street
Figure 27: Proposed Condition - Stone Avenue and Townes Street
Figure 28: Proposed Condition - Stone Avenue at Rutherford Street Figure 24: Proposed Condition - Stone Avenue at Wade Hampton
Boulevard
plan stone avenue
Under the comparison, travel times increased only slightly
in the proposed condition, while overall arterial level of
service remained the same or decreased minimally, but
still with an acceptable grade (Table 8). These results are
shown in Figure 30 and Figure 31.
No trips were diverted from Stone Avenue when analyz-
ing the proposed condition. HPE has observed that many
drivers are using North Pleasantburg Drive/291 when trav-
eling from I-385 to northwest locations, such as Travelers
Rest, suggesting it is a viable route should regional pass-
through drivers chose to divert from Stone Avenue in the
future. However, as some regional trips may divert because
of slower speeds on Stone Avenue, new trips will begin to
use the corridor because of its attractiveness and new de-
velopment.
Full Synchro analysis reports for existing and proposed
conditions can be found in Appendices H and I, respec-
tively.
Travel Time (seconds) Arterial LOS
Existing Proposed Existing Proposed
EB Stone Ave 280.4 452.6 C D
WB Stone Ave 314.3 489.7 D D
Table 7: Travel Time and Arterial Level of Service Comparisons
Figure 30: Estimated Arterial Level of Service - Stone Avenue Existing Street Design
Figure 29: Estimated Arterial Level of Service Stone Avenue Proposed Street Design
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MPO Long Range Analysis
The Greenville County Department of Planning is re-
sponsible for Transportation Planning in Greenville
County. The Department is designated as the Metropoli-
tan Planning Organization (MPO).
The three members of the Transportation Planning di-
vision provide transportation planning services relative
to the role as the Metropolitan Planning Organization
(MPO) which is the Greenville - Pickens Area Transpor-
tation Study (GPATS). The two key products that the
GPATS develops are the Transportation Improvement
Program (TIP) and the Long Range Transportation Plan
(LRTP). The TIP is a list of all of the transportation im-
provement projects to be funded with FHWA or FTA
funds in the upcoming three years. A project must be
listed in an approved TIP before federal funds can be
spent on the project. The TIP is the funded, short-range
element of the regional transportation plan. The LRTP
is a 25-year plan that establishes transportation priori-
ties for the region. The LRTP lists all projects that can be
funded, based on estimates of available state and federal
funds. A project must be listed in the LRTP before it can
be added to the TIP.
GPATS bases its priority funding recommendations on a
review of existing transportation conditions and model-
generated future traffc volumes. Models are prepared
by including all known highway improvements and estab-
lished traffc generators and attractors (based on land
use assumptions) for traffc analysis zones (TAZ). An-
nual Average Daily Traffc (AADT) is projected for fu-
ture years and used to grade the transportation systems
level of service (LOS).
GPATS prepared model runs including the 3-lane recom-
mendation for all of the Stone Avenue study area as new
assumption and generated new 2030 traffc projections
and LOS. Compared to the existing 2030 projection (see
Figure 32), projected daily volumes decrease and LOS
degrades slightly in the proposed street design scenario
(see Figure 33). The decrease in volumes is anticipated
as vehicles choose other parallel routes for travel. The
Alternate 2030 Projection shows these slight increases
on a daily basis without yielding a failing LOS.
These projections are useful, but have their limitations
as described here:
1. The model is purely an automotive traffc model,
unable to consider modal splits. The Stone Avenue
Plan is specifcally designed to increase pedestrian,
bicycle, and transit usage, thus assuming a natural
decrease in vehicular use. The model, at this time,
and as performed, does not consider these impor-
tant factors.
2. The model does not consider major changes to land
use assumptions, based on the Stone Avenue Plan.
The proposed mixture of uses along Stone Avenue
will signifcantly change the generator and attractor
measures that are assumed in the current model.
3. The model does not calculate peak hour traffc. It is
hard to predict how a thoroughfare will truly func-
tion throughout the course of a day when consider-
ing only AADT. For example, a thoroughfare that
carries a comparable amount of volume throughout
most hours of the day (such as Stone Avenues cur-
rent operation) will operate more effciently and
with a better LOS than one that experiences heavy
peak periods of the day, thus leaving the corridor
under capacity throughout most of the day. Under-
standing the peak hour volumes and their relation
to the use of the thoroughfare all day is a better
predictor of how well the thoroughfare will per-
form under a given condition.
4. The model analyzes the system at the intersection-
level. In other words, it does not consider how
signal timing and turn/storage lanes may impact the
thoroughfares overall operation.
These limitations make it very diffcult to truly predict
whether or not the system will operate effciently, given
the recommended improvements to Stone Avenue. For
this reason, the results of the Synchro analysis should
be more highly considered in policy and decision-making
as it affects the design of Stone Avenue. The Synchro
analysis uses PM peak hour volumes as the main design
consideration and evaluates the effectiveness of the
thoroughfare on an intersection and segment basis.
Figure 30: 2030 Projected Traffc Volumes - Existing Conditions
Projection provided by Greenville County GPATS
Figure 31: 2030 Projected Traffc Volumes Alt. 1 All 3-lanes on Stone
Avenue; Projection provided by Greenville County GPATS
plan stone avenue
Stone Avenue Road Diet Implementation
Implementing a road diet on Stone Avenue, a US des-
ignated highway, will require a step-by-step approach as
transportation planning values evolve towards multi-
modal goals and context-sensitive design. This step-by-
step approach also allows incremental improvements to
be made on Stone Avenue as funding becomes available.
The following Road Diet Implementation strategy out-
lines a three-step approach to achieving a multi-modal,
vibrant Stone Avenue. Step One is a low-cost, tester
road diet that only requires milling, resurfacing and paint.
Step Two is a streetscape improvement project, involv-
ing higher public investment in the road diet once traffc
studies and property values reinforce the value of the
road diet project. Step Three is the full road diet imple-
mentation project, in which traffc speeds are reduced
to 25 mph and on-street parking and street trees are
placed on both sides of the street.
Existing Conditions
Stone Avenues existing design has been in place since
1945. The road facility design is focused on vehicular
operation. Speeds on Stone Avenue are currently too
fast for a comfortable pedestrian or bicyclist realm.
existing conditions
The existing conditions on Stone Avenue include four lanes of traffc, wide gutter pans, and narrow sidewalks. Note that the bottom illustration presents
the existing condition of the roadway with the envisioned redevelopment. This redevelopment is unlikely to occur if the road diet is not implemented.
Existing Conditions
Design Speed: 40-42mph
46 curb-to-curb
(2) 10 outer lanes
(2) 10.5 inner lanes
1.5 - 2.5 gutter pans
move
This aerial of Stone Avenue between Vannoy Street and Bennett Street shows the existing street design with four travel lanes, narrow sidewalks, and an absence of street trees.
plan stone avenue
Step 1: Paint-only Road Diet
Step One of the road diet is a milling, resurfacing and
paint project. This is a low-investment, short-term proj-
ect that could be implemented within 1-2 years.
Step One can be used as a low-risk test period to deter-
mine whether a road diet is the right decision for Stone
Avenue. During this step, the City and SCDOT can col-
lect data on traffc impacts of the road diet and decide
whether negative impacts to Stone Avenue and parallel
routes occur. This data can then be weighed with im-
proved performance for pedestrians, bikes, and business-
es, and the City and SCDOT can determine whether to
pursue more intensive steps of the road diet.
Please note that all three steps of the road diet maintain
the existing curb lines to reduce construction costs, and
all three steps are designed to be implemented indepen-
dently of overhead utility lines being buried.
step 1
Step One of the road diet features two 11 travel lanes, an 11 two-way left turn lane, an 8 parking lane on the south side of the street, and a 5 bike
lane on the north side of the street.
Step 1: Paint-Only Design Characteristics
Design Speed: 35mph
46 curb-to-curb
(2) 11 lanes
(1) 11 turn lane
(1) 8 parking lane on the south side of
street
5 bike lane on north side of street*
*note: bike facilities such as sharrows may also be used
move
This plan view of Stone Avenue between Vannoy Street and Bennett Street shows Step One of road diet implementation. Please note that because the design speed of the roadway is more than 30mph for this step, sight
triangles are taken into consideration. Although sight triangles cover some of the on-street parking spaces, the SCDOT Access & Roadside Management Standards (ARMS) manual allows on-street parking to be located within
the sight triangle.
* A full set of plan drawings for Step One of the Stone Avenue road diet are included in Appendix D.
plan stone avenue
Step 2: Streetscape Improvements
Once the City, SCDOT, and the community are com-
fortable with the function of the road diet in Step One,
greater investment in the road diet can take place in
Step Two. This step builds upon the same design from
Step One, while adding more costly streetscape im-
provements. Street trees on the south side of the street,
wider sidewalks, and street furniture are added to Stone
Avenue in this step.
step 2
Step Two of the road diet features the same street design as Step One, but with greater investment in streetscape improvements, such as street
trees, wider sidewalks, and street furniture such as street lights, benches and trashcans.
Step 2: Streetscape Improvements
Design Characteristics
Design Speed: 30mph
46 curb-to-curb
(2) 11 lanes
(1) 11 turn lane
(1) 8 parking lane on the south side of
street
(1) 5 bike lane on north side of street
Street trees
New Sidewalks
move
This plan view of Stone Avenue between Vannoy Street and Bennett Street shows Step Two of road diet implementation. Please note that existing curb cuts to properties along Stone Avenue will be phased out over time as
properties redevelop and businesses share access to parking lots at the rear of the property. For more information about phasing out curb cuts and redevelopment of private property on Stone Avenue, please refer to Chapter 4:
Plan.
* A full set of plan drawings for Step Two of the Stone Avenue road diet are included in Appendix D.
plan stone avenue
Step 3: Full Road Diet
The full road diet on Stone Avenue can be implemented
once safety and capacity concerns for the roadway are
alleviated and the desire for economic development and
pedestrian and bicycle mobility outweighs concern for
vehicular convenience. The full road diet is viewed as the
15 to 30 year plan for Stone Avenue, as funding becomes
available and transportation planning values evolve.
step 3
Step Three features the full road diet within Stone Avenues existing curb-to-curb dimensions. There are two 10 travel lanes, one 10 safety strip, 8
parking lanes and street trees on both sides of the street, and sharrows.
Step 3: Full Road Diet Design
Characteristics
Design Speed: 25mph
46 curb-to-curb
(2) 10 lanes
(1) 10 safety strip
(2) 8 parking lanes on both sides of the
street
Sharrows on both sides of the street
Street trees on both sides of the street
New Sidewalks
move
The full road diet for Stone Avenue is illustrated between Vannoy Street and Bennett Street. Note the use of a textured safety strip in place of the two-way left turn lanes, and the evolution of the bicycle facility into a sharrow.
This is possible as the roadway design becomes more urban and the design speed is lowered to 25 mph, which is a safe speed for bicyclists to share the lane with vehicles.
* A full set of plan drawings for Step Three of the Stone Avenue road diet are included in Appendix D.
Priority Steps for Implementation
Policy
Example Shared Parking Standards
Form-Based Code Case Studies
Community Involvement
Community Involvement Case Study
Marketing
Marketing Case Study
Planning
Funding
6.2
6.3
6.5
6.8
6.16
6.17
6.18
6.18
6.19
6.21
i mp l e me n t
6 J anuar y 2011
plan stone avenue
Priority Steps for Implementation
The City of Greenville, the Friends of Stone Avenue,
business owners, property owners, and residents
should all continue to work together to bring about
the future of Stone Avenue.
The vision for Stone Avenue has been documented in
the preceding chapters of this report through plans, il-
lustrations, and text. This chapter identifes the neces-
sary steps for realizing the place depicted in the imagery,
transforming the community vision into a built reality.
The following steps address policy recommendations,
planning strategies, marketing techniques, community
involvement opportunities, and various funding mecha-
nisms. Those steps identifed as priorities for implemen-
tation in the near-term have been called out in the begin-
ning of the chapter.
There are numerous recommendations in this chapter
related to the implementation of the Plan. While all are
important toward its ultimate success, there are key pri-
orities that were identifed during the development of
the Plan.

10 Priority Steps for the North End
All of the following 10 steps are priority projects that should be implemented within 1-2 years.
More information about each of these steps is included in the following pages.
Policy
1. Adopt the Stone Avenue Plan
2. Update Policies to Better Reflect the Citys 2009 Comprehensive Plan
3. Apply Form-Based Regulations
Marketing
4. Promote the North End
5. Continue to Support the Friends of Stone Avenue
6. Facilitate a Relationship Between the City of Greenvilles Grant Writer and North
End Citizens
Planning
7. Implement a Road Diet on North Main Street
8. Implement a Paint Only Road Diet on Stone Avenue
Funding
9. Utilize Existing Tax Increment Finance Programs
10. Create a North End Municipal Improvement District
implement
Policy
Adopt the Stone Avenue Plan
The Planning Commission and City Council should
adopt the Stone Avenue Plan. The adoption of the Plan
will send an important message to property owners and
residents that the City and the community support the
Plan and that the City intends to implement its prin-
ciples. By adopting the Plan, City staff and members of
the Planning Commission will have a clear direction to
instruct applicants to meet the goals of the Plan.
Update Policies to Better Reflect the Citys
2009 Comprehensive Plan
The 2009 Comprehensive Plan includes a Future Land
Use Map that represents the general vision for future
development in the City of Greenville based on the
communitys input. This map is intended to be used as a
guide for future zoning ordinance revisions and overlay
districts.
For the Stone Avenue area, two new land use classif-
cations were created to guide future land development
policy decisions. These land use classifcations were
Mixed-use Neighborhood (for smaller properties along
the Stone Avenue Corridor) and Mixed-use Community
(for larger properties at major intersections such as
North Main Street, Rutherford Street, and Wade Hamp-
ton Boulevard).
According to the Comprehensive Plan, Mixed-use Neigh-
borhood typically serves 600 to 1,500 dwelling units. It
allows small grocery stores, drug stores, service stations,
neighborhood parks, day care centers, places of worship,
and elementary schools. Drive throughs are restricted
due to the close proximity of neighborhoods and the
focus on pedestrians in these zones. Urban and Gen-
eral Residential is encouraged in this classifcation and
neighborhoods should be buffered from non-residential
uses. The Comprehensive Plan also states that Mixed-
use Neighborhood is intended to be used in areas that
are currently zoned residential (of any kind), C1- Neigh-
borhood Commercial District, or PD- Planning Develop-
ment District. Within the Stone Avenue Plan study area,
the Mixed-use Neighborhood land use classifcation is
applied to properties that are currently zoned C2- Local
Commercial District (on East Stone Avenue) and OD-
Offce and Institutional District (on West Stone Avenue).
This current zoning for these properties should be ex-
amined to allow for appropriate neighborhood-serving
mixed-use development, and to adjust the minimum set-
back, parking, and access requirements to allow for more
pedestrian-oriented development.
The Comprehensive Plan states that the Mixed-use
Community land use classifcation serves 3 to 5 neigh-
borhoods and 2,000 to 7,000 dwelling units. It allows
supermarkets, specialty stores, community parks, middle
schools, medical offces, legal frms, mid-sized employers,
community libraries, and fre stations. Urban Residential
is encouraged in these areas as part of the overall develop-
ment. It is also anticipated that design regulations will be
The images above refect the urban character for much of Stone Avenue expressed in the Comprehensive Plan, defned the
land use classifcation Mixed-Use Neighborhood.
plan stone avenue
incorporated into the zoning classifcations to make sure
that uses are compatible with adjacent neighborhoods.
The Comprehensive Plan also states that Mixed-use Neigh-
borhood is intended to be used in areas that are currently
zoned RM2- Multi-Family Residential District, C2- Local
Commercial District, RM3- Single- and Multi-Family Resi-
dential District, OD- Offce and Institutional District, C1-
Neighborhood Commercial District, or PD- Planning De-
velopment District. Within the Stone Avenue Plan study
area, the Mixed-use Neighborhood land use classifcation
is applied to properties that are currently zoned C2- Lo-
cal Commercial District, C3- Regional Commercial District,
OD- Offce and Institutional District, and RDV- Redevelop-
ment District.
These two new land use classifcations in the Stone Av-
enue Plan study area support the vision expressed by the
community during the Plan Stone Avenue process, and
are a more up-to-date refection of community desire for
mixed-use, pedestrian-oriented development along Stone
Avenue. The land development regulations in the North
End should be revised in order to better refect the Fu-
ture Land Use Map and the vision expressed in the Stone
Avenue Plan. This can be achieved through a number of
strategies, including updating Citys current Zoning Ordi-
nance and Zoning Values Map (recommended in the 2009
Comprehensive Plan), creating a zoning overlay district for
the corridor, or creating a form-based, pedestrian-oriented
mixed-use foating zone. These strategies are described in
more detail below.
Update the Citys Current Zoning Ordinance
Specifc requirements of the Citys existing zoning code,
particularly for OD, C2, and C3 should be examined for
their applicability to Stone Avenue. While these require-
ments, such as minimum setbacks, parking ratios, and ac-
cess management may be appropriate in different areas in
the City of Greenville, they are not one size fts all and
should be tailored to better meet the needs of in-town
commercial corridors such as Stone Avenue. These adjust-
ments should also be successfully applied to other in-town
commercial corridors in the City.
Setbacks
Required minimum setbacks for OD, C2 and C3 could be
relaxed or eliminated in areas where a greater sense of spa-
tial enclosure is needed for the street. Buildings could be
permitted to be built closer to the street in exchange for
tighter regulation of building form and relocation of parking,
service access, and vehicular circulation to the rear of the
property. Part of the existing setback could be retained as
an easement to accommodate generous sidewalks in areas
where the existing right-of-way does not currently allow
for widening.
Parking
Minimum parking count standards for OD, C2 and C3
should be relaxed or eliminated within the study area
to achieve a more pedestrian-oriented character and to
acknowledge the shared parking benefts of mixed-use
development. Offce, the primary use within OD, has
a minimum of 1 space per 500 square feet for general
offce categories. Commercial establishments (those
located in the C-2 and C-3 districts) have a variety of
parking minimums, depending upon the specifc use.
These minimums can create a burden for property own-
ers who cannot satisfy the required parking upon each
parcel, or even within walking distance of each parcel.
Schedule B, a clause that allows the required number
of parking spaces to be determined on a case by case
basis, allows for some fexibility for property owners,
however it is only available for certain uses.
The Zoning Ordinance includes a provision for shared
parking. The shared parking spaces must be located
within 600 feet of the primary entrance of all uses served,
unless remote parking shuttle bus service is provided. A
shared parking study must be submitted. The reductions
as provided in Table 19-6.1-7 could be altered to further
reduce land devoted to automobile storage and reward
the mixing of uses.
Some useful shared parking ratios that can be used as guid-
ance for redevelopment parcels on Stone Avenue can be
found in the Urban Land Institute (ULI) shared parking
standards, as well as in the SmartCode. Examples of these
shared parking reduction calculations are included on the
following page. The ULI shared parking calculations are de-
fned through a matrix created for a defned study area,
usually a pedestrian shed. The SmartCode calculates shared
parking reductions through a shared parking factor, based
on the particular mix of uses. Please note that the Smart-
Code parking ratios and factors must be calibrated to meet
the particular needs of each community.
The required dimensions and confgurations for parking
stalls should be examined. The Zoning Ordinance estab-
lishes a minimum width for parallel parking stalls at 8 feet.
This is appropriate if the gutter width could occur entirely
within the 8 feet. If the gutter cannot be included in this
dimension, the minimum width should be reduced to 6 or
7 feet. Tandem parking is also not allowed; this rule should
be reconsidered for mixed-use, pedestrian-oriented areas
such as Stone Avenue.

The Parking Lot Standards in Section 19-6.3F of the Zoning
Ordinance address the location and design of parking lots.
The standard allows up to 20% of total parking spaces to be
located in the front yard of a property. In urban locations,
where street-oriented buildings are desired, this standard
should be adjusted to prohibit parking in the front yard.
implement
Required Parking
T2

T3 T4 T5

T6
RESIDENTIAL 2.0 / dwelling 1.5 / dwelling 1.0 / dwelling
LODGING 1.0 / bedroom 1.0 / bedroom 1.0 / bedroom
OFFICE 3.0 / 1000 sq. ft. 3.0 / 1000 sq. ft. 2.0 / 1000 sq. ft.
RETAIL 4.0 / 1000 sq. ft. 4.0 / 1000 sq. ft. 3.0 / 1000 sq. ft.
Shared Parking Factor
Function with Function
RESIDENTIAL RESIDENTIAL
LODGING LODGING
OFFICE OFFICE
RETAIL RETAIL 1.4
1.1
1.2 1.7
1.3
1.2
1.1
1.4
1.2
1
1
1
1
1.7
1.3
1.2
LAND USE WEEKDAY WEEKEND
DAYTIME EVENING DAYTIME EVENING NIGHTTIME
Offce 100% 10% 10% 5% 5%
Retail 60% 90% 100% 70% 5%
Residential 30% 90% 80% 90% 100%
Restaurant 50% 100% 100% 100% 10%
Hotel/motel 75% 100% 75% 100% 75%
Entertainment 40% 100% 80% 100% 10%
Religious 10% 30% 100% 30% 5%
Table 19-6.1-7: Shared Parking Demand by Land Use and Time of Day
(Percentages are based on minimum parking requirements)
STUDY
AREA
Resi-
dential
Resi-
dential
Offce Offce Retail Retail
Res-
taurant
Res-
taurant
Total Total
M-F Sa-Su M-F Sa-Su M-F Sa-Su M-F Sa-Su M-F Sa-Su
Spaces required (according to existing zoning regulations)
230.00 230.00 219.00 219.00 604.00 604.00 100.00 100.00 1,153 1,153
Spaces used throughout the day (determined by ULI standard calculation)
6:00 AM 230.00 230.00 6.57 236.57 230.00
7:00 AM 200.10 218.50 43.80 43.80 48.32 18.12 2.00 2.00 294.22 282.42
8:00 AM 181.70 202.40 137.97 131.40 108.72 60.40 5.00 3.00 433.39 397.20
9:00 AM 167.90 186.30 203.67 175.20 253.68 181.20 10.00 6.00 635.25 548.70
10:00 AM 156.40 170.20 219.00 175.20 410.72 271.80 20.00 8.00 806.12 625.20
11:00 AM 135.70 163.30 219.00 219.00 525.48 440.92 30.00 10.00 910.18 833.22
12:00 PM 138.00 163.30 197.10 219.00 585.88 513.40 50.00 30.00 970.98 925.70
1:00 PM 135.70 161.00 197.10 175.20 604.00 573.80 70.00 45.00 1006.80 955.00
2:00 PM 138.00 163.30 212.43 131.40 585.88 604.00 60.00 45.00 996.31 943.70
3:00 PM 140.30 167.90 203.67 87.60 573.80 604.00 60.00 45.00 977.77 904.50
4:00 PM 151.80 172.50 168.63 87.60 525.48 543.60 50.00 45.00 895.91 848.70
5:00 PM 177.10 186.30 102.93 43.80 477.16 453.00 70.00 60.00 827.19 743.10
6:00 PM 195.50 195.50 50.37 43.80 495.28 392.60 90.00 90.00 831.15 721.90
7:00 PM 216.20 200.10 15.33 43.80 537.56 362.40 100.00 95.00 869.09 701.30
8:00 PM 220.80 211.60 15.33 43.80 525.48 332.20 100.00 100.00 861.61 687.60
9:00 PM 225.40 218.50 6.57 368.44 241.60 100.00 100.00 700.41 560.10
10:00 PM 227.70 220.80 6.57 193.28 229.52 90.00 95.00 517.55 545.32
11:00 PM 230.00 225.40 78.52 78.52 70.00 85.00 378.52 388.92
12:00 AM 230.00 230.00 50.00 70.00 280.00 300.00
Parking Reduction (Number of Spaces)
146.2
Parking Reduction (Percentage)
12.6%
Example Shared Parking Standards
City of Greenville Existing Shared Parking Reductions Urban Land Institute Shared Parking Reductions (example matrix)
Typical example of parking calculations for a mixed-use walkable community, calculated with the Urban Land Institutes shared parking
reduction matrix. Calculations are tailored to the particular mix of uses and intensity of development for each study area.
Standard Parking Ratios and Shared Parking Factors for SmartCode development.
Note that Ratios and Factors must be calibrated for local conditions.
SmartCode Shared Parking Reductions (uncalibrated)
plan stone avenue
Sight Triangles
The Zoning Ordinance mandates sight triangles on road-
ways. This requirement may limit the planting of street
trees or on-street parking at certain intersections, which
could prevent the attainment of a sense of spatial enclo-
sure. Street trees should be permitted within the sight
triangle as long as it is limbed up so that tree branches
do not obstruct drivers view. On-street parking should
be permitted within the sight triangle, as it is permitted
in the SCDOT Access & Roadside Management Stan-
dards (ARMS) Manual.
New Development and Infrastructure Requirements
The Code requires road improvements if a development
causes the roadway Level of Service (LOS) to descend
below D. Reliance upon LOS as an indicator of the
performance of the street could imbalance the street
design towards driving at the expense of other modes of
travel. It could also thwart redevelopment by develop-
ers who are not fnancially able to fund roadway widen-
ing and intersection improvements. Also, LOS standards
imply that capacity improvements will be accomplished
by increasing roadway capacity rather than by modal
shifts (for instance, activating rail or other modes). The
City should consider alternative methods of measuring
transportation capacity such as level of walkability and
bikability and transit opportunities. For more informa-
tion on measuring multi-modal capacity and creating new
standards for multi-modal infrastructure improvement,
see page 40 of the CNU/ITE design manual, Designing
Walkable Urban Thoroughfares.
Zoning Values Map
The city should consider adjusting the existing zoning
districts along Stone Avenue to better meet the vision
outlined in the 2009 Comprehensive Plan and the Stone
Avenue Plan. Zoning Districts that allow for more pe-
destrian-oriented form should be examined. In addition,
the City should consider adjusting the OD designation
for West Stone Avenue to allow for neighborhood com-
mercial uses, such as small retail establishments and res-
taurants or cafes.
Introduce Urban Context to the Non-Residential
and Multi-family Design Standards
The City recently adopted a set of Non-residential design
standards and Multi-family design standards as a way to
provide more certainty for development beyond the re-
quirements outlined in the zoning district requirements
of the Zoning Ordinance. These design standards have
been successful overall in providing greater predictabil-
ity for applicants, residents, and the City in the develop-
ment review process; however the standards are applied
throughout the City with insuffcient reference to urban
context. As a result, some standards may be useful for a
suburban corridor context, but are inappropriate for an
in-town location such as Stone Avenue. The standards
should be refned to include setbacks, massing, parking,
access, and site plan requirements that are more appro-
priate for varying urban contexts throughout the City.
Another challenge faced by users of the existing design
standards is the subjectivity of reviewing appropriate
massing and building character for new development
based on the existing urban context. All too often, the
existing urban context can be undesirable or an insuf-
fcient guide for new development. A more effective
method for ensuring the desired character would be to
identify the desired urban pattern for future develop-
ment, rather than relying solely on existing context. The
desired urban pattern should be determined through
public input, and should be based on best practices that
are appropriate to the climate, culture, and the commu-
nitys vision for the area. Defnitive standards should be
created based on this defned desired urban pattern that
would apply to new construction.
Apply Form-Based Regulations
A Form-Based Code is a land development regulatory
tool that places primary emphasis on the physical form
of the built environment with the end goal of produc-
ing a specifc community character. Conventional zoning
strictly controls land-use, through abstract regulatory
statistics, which can result in very different physical en-
vironments. The root principle of Form-Based Coding
is that design is more important than land use. Simple
and clear graphic prescriptions for building height, how a
building is placed on site, and building elements (such as
location of windows, doors, etc) are used to control de-
velopment. Land use is not to be ignored in form-based
coding, but regulated using broad parameters that can
better respond to market economics, while also restrict-
ing the locations of certain undesirable combinations of
uses. Hundreds of communities across the country have
adopted form-based codes, a selection of these commu-
nities is analyzed in the case studies in this chapter.
A Form-Based Code would allow by-right development
of property in congruence with standards set forth in
the code. The Form Based Code would streamline the
process of getting projects approved because of the in-
vestment in public process and consensus that the Stone
Avenue Plan incorporates. Nonetheless, the implemen-
tation of a Form-Based Code in Greenville would re-
quire community input discussions and formal public
hearings beyond those conducted as a part of the Plan
Stone Avenue process.
When adopting a Form-Based Code, there are a number
of legal routes for applying the code. The most use-
ful techniques for the North End are Overlay Zones or
Floating Zones, discussed in the following pages.
Form-Based Code Overlay Zone
An Overlay Zone imposes a set of requirements or re-
laxes a set of requirements imposed by the underlying
implement
zoning district when there is a special public interest in
a particular geographic area that does not coincide with
the underlying zone boundaries.
Overlay zones typically impose further restrictions on
how land can be used, in addition to the restrictions im-
posed by traditional zoning. These restrictions often ad-
dress broader issues and concerns. For example, there
may be overlay zones that limit a use, like tour buses or
hotels to a specifc area within a city, or conversely, that
may be used to prohibit a more generally permissible
use in a particular area. In an overlay zone, the exist-
ing zoning characteristics and requirements remain and
control, except in the limited instances addressed by the
overlay requirements.
A North End Overlay Zone should be applied to all
properties fronting Stone Avenue within the study area.
This Overlay Zone could introduce a greater amount of
form-based characteristics to the existing zoning ordi-
nance to ensure a vibrant, enduring neighborhood center.
At the very least, the Overlay Zone should address the
following special needs of historic, in-town commercial
corridors: shared parking reduction based on a mixed-
use, walkable design context, access management (i.e.
required access from the side and rear of the property,
and new connections between adjacent parking lots), re-
duced or eliminated set-backs to a maximum of 10, and
design guidelines that are tailored to the specifc urban
context. The current zoning values for Stone Avenue,
C-2 and OD, have setbacks, access, and parking require-
ments that could be adjusted as part of a North End
overlay zone. These adjustments would allow property
owners to develop in a more urban, mixed-use manner.
The advantage of the Overlay Zone is that it imposes
mandatory form-based regulations, and will present the
greatest likelihood that the Stone Avenue Plan is imple-
mented as each property is redeveloped. The disadvan-
tage of the Overlay Zone is that it may be diffcult to
adopt due to opposition to change.
Form-Based Code Floating Zone
The second route is an optional Floating Zone that
would give property owners the choice of using form-
based regulations when redeveloping their property. A
Floating Zone is described in the text of a zoning ordi-
nance but is unmapped. A property owner may petition
for the zone to be applied to a particular parcel meeting
the minimum zoning district area requirements of the
zoning ordinance through legislative action.
In contrast to overlay zones, foating zones are alterna-
tives to traditional zoning that give municipalities and de-
velopers greater fexibility by emphasizing general goals
instead of strict regulatory requirements. They make it
easier for developers to plan and develop projects in-
volving a mix of different uses. The creation of foating
zones takes place in a two steps, in which the municipal-
ity frst amends its zoning regulations to permit certain
types of uses and then approves specifc projects that
comply with the amended regulations. Courts have de-
fned foating zones as a special detailed use district of
undetermined location in which the proposed kind, size,
and form of structures must be preapproved. It is legis-
latively predeemed compatible with the area in which
it eventually locates if specifed standards are met and
the particular application is not unreasonable. . . It dif-
fers from the traditional Euclidean zone in that it has no
defned boundaries and is said to foat over the entire
area where it may eventually be established. (Schwartz
v. Town Plan and Zoning Commission of Hamden, 168
Conn. 22, 23 (1975))
According to Land Use Law and Practice (B. Fuller, 2006),
establishing a foating zone is a two-step process. The
zoning commission frst adopts the foating zone regula-
tions, which do not apply to any particular property, but
merely designate a type of use that can be allowed in
the municipality. The second step is the actual change
of zone and approval of a specifc project, although in
practice the amendment to the regulations and the ap-
proval of a specifc project may be made at the same
commission meeting.
The City could create a Form-Based Code Floating
Zone that could be implemented in locations like Stone
Avenue where a mixed-use, pedestrian-friendly environ-
ment is desired but currently illegal under its existing
zoning designation. The Floating Zone will detail form-
based regulations that ensure the creation of a pedes-
trian-friendly environment. These requirements are
combined with incentives such as reduced or eliminated
parking requirements for mixed-use areas and reduced
setback, on-site stormwater, landscape, and open space
requirements.
The advantage of an optional Floating Zone is that it may
be easier to adopt if there is opposition to change, and it
can be applied to other areas in the City. The disadvan-
tage is that the Floating Zone is applied through the vol-
untary initiative of property owners and therefore there
is no way to predict how or whether the Stone Avenue
plan will be fully implemented as envisioned.
plan stone avenue
Case Study: Sarasota County Planned
Mixed-Use Infill (PMI) District Code
Sarasota County, Florida Sarasota Countys Planned Mixed
Use Infll (PMI) District was created to encourage sus-
tainable, mixed-use neighborhoods for the countys aging
commercial corridors. The code is an optional, foating
zone type of form-based code; it was adopted in August
2007. Applicants can request that this district be applied
to land designated as a Mixed-Use Center or Redevelop-
ment Corridor on Sarasota Countys Future Land Use
Map.
Proposals for mixed-use development could be eligible
for rezoning to PMI if they incorporate the principles
of traditional neighborhood design, including: a highly in-
terconnected street network, dispersing traffc and pro-
viding convenient routes for pedestrians and bicyclists;
high-quality public spaces, with all building faades hav-
ing windows and doors facing tree-lined streets, plazas,
squares, or neighborhood parks; compact development,
creating a walkable urban environment and conserving
land and energy; diversity not homogeneity, with a va-
riety of building and street types, open spaces, and land
uses; and resilient and sustainable neighborhoods, adapt-
able over time to improved public transit and to chang-
ing economic conditions.
The new district provides form-based regulations that
codify the above goals. The Code is organized around
the urban-to-rural Transect, classifying development in-
tensity that ranges from intense mixed-use development
(Core) to residential areas similar in scale to adjoining
neighborhoods (Edge). A Preserve transect zone is
also included to provide areas of undeveloped land for
environmental protection, permanent natural amenity,
or for perimeter buffering if needed. The Code includes
pre-approved lot types and street types which can
be used in new development; applicants can also pro-
pose their own unique lot and street types if they meet
the goals of the Code. Applicants who wish to utilize
the new zoning district are required to conduct a public
planning process to create a concept plan for their prop-
erty. This Charrette process will allow the community
to participate in planning for the property and to help
form a general consensus as to scale and form. In return,
applicants will have an expedited review process.
Article 6. District Development Review Standards Section 6.11.5.d
Sarasota County, Florida Exhibit A -- As Adopted on 8/28/07 Page A-12
Mixed-Use Building Lot (MU): Character Examples:
Apartment Building Lot (AB): Character Examples:
Core
!
General
!
Edge
Preserve
Core
!
General
!
Edge
Preserve
Article 6. District Development Review Standards Section 6.11.5.i
Sarasota County, Florida Exhibit A As Adopted on 8/28/07 Page A-28
Street B:
Street C (angle parking):
Street D (one way):
Core
General
!
Edge
!
Preserve
Core
!
General
!
Edge
Preserve
Core
!
General
!
Edge
Preserve
Article 6. District Development Review Standards Section 6.11.5.n
Lot Types
PB Pedestal Building Lot
LB Lined Building Lot
MU Mixed-Use Building Lot
AB Apartment Building Lot
CO Courtyard Building Lot
LW Live-Work Building Lot
RH Rowhouse Lot
AH Apartment House Lot
DU Duplex Lot
CH Cottage House Lot
SH Sideyard House Lot
H House Lot
CB Civic Building Lot
CS Civic Space
Article 6. District Development Review Standards Section 6.11.5.i
Boulevard:

Avenue:
Street A:
Core
!
General
!
Edge
Preserve
Core
!
General
!
Edge
Preserve
Core
!
General
!
Edge
Preserve
Article 6. District Development Review Standards Section 6.11.5.d
Sarasota County, Florida Exhibit A -- As Adopted on 8/28/07 Page A-11
Pedestal Building Lot (PB): Character Examples:
Lined Building Lot (LB): Character Examples:
Core
!
General
Edge
Preserve
Core
!
General
Edge
Preserve
The optional, foating zone PMI Code is encouraged along the
Countys aging commercial corridors and at major intersections.
A sample illustrative plan and regulating plan are included as part
of the PMI Code to instruct future applicants how to apply the
PMI District Zone to their property.
The PMI Code is organized by urban-to-rural transect zones. Ur-
ban standards such as building orientation, height, setbacks, and
confguration are organized by lot type, shown above.
Thoroughfare standards are included in the PMI code to regu-
late the construction and reconstruction of streets in areas that
choose to rezone to PMI.
implement
Plans submitted under the code
The frst project to apply for approvals under this Code
is the Osprey Bayfront redevelopment project. The
submittal documents include an illustrative plan which
illustrates the vision for redevelopment identifed with
the community during a public charrette, and a Regu-
lating Plan which prescribes specifc transect zones, lot
types and street types to the property, according to the
provisions of the Code. Additional supporting plans and
illustrations were also submitted to the County to fur-
ther describe the intended development.
In December of 2009, rezoning of the Osprey Bayfront
property to PMI and approval of the illustrative site plan
and development concept was affrmed by the County
Commission. The fexibility of the code allowed for
the simultaneous approval of two new additional street
types and one new lot type. Over time, these new ad-
ditions will further enrich the code, allowing it to grow
and adapt to new and unforeseen situations.
Lessons Learned
As a part of the code-writing process, a comprehen-
sive review of the land development regulations was
undertaken, to identify and resolve conficts with the
provisions of the new FBC. Conficts with engineer-
ing/subdivision (street and lot dimensions), stormwater,
and urban forestry were resolved as the code was ad-
opted. However, items outside the land development
code (such as traffc concurrency policy, and conficts
with certain provisions of the Comprehensive Plan) re-
mained, making it diffcult for some properties to utilize
the new code until an amendment to these policies is
adopted. Although these conficts are specifc to Sara-
sota County, this illustrates the importance of reviewing
all applicable Codes and policies, and resolving conficts
in order to encourage usage of the Code (and the type
of development forms that are desired).
More Information
Sarasota Countys website with links to the code, applicability, and frequently asked questions:
http://www.scgov.net/PlanningandDevelopment/PlanningServices/FormbasedCodes.asp
Plans, images and other items produced by Dover, Kohl & Partners are for purposes of illustration only and do not represent a guarantee of any kind. Dover, Kohl & Partners shall not have control over and shall not be responsible for construction means, procedures, safety precautions, or legal disclosures in the implementation of the project, or for errors or omissions by future consultants, developers, contractors, or government.
OSPREY BAYFRONT
Rendering #1 - View from the Bay
September 10, 2009
7 of 9
OSPREY BAYFRONT
Proposed Regulating Plan - Binding Site Plan
All Designated Streets, Drives and Rear Alleys within the Site Plan to be Publically Dedicated
October 13, 2009
1 of 9
Lot Types
PB Pedestal Building Lot
LB Lined Building Lot
MU Mixed-Use Building Lot
AB Apartment Building Lot
CO Courtyard Building Lot
AR Apartment Rowhouse Lot
LW Live-Work Building Lot
RH Rowhouse Lot
AH Apartment House Lot
DU Duplex Lot
CB Civic Building Lot
CS Civic Space
0 100 50
Civic Space Calculation
Core, General, & Edge Area: 12.71 Acres
Edge CS Green: 0.41 Acres
General CS Neighborhood Park: 0.64 Acres
Total CS Area: 1.05 Acres
Civic Space in Core, General or
Edge Transect Zones: 8.26%
All Designated Streets, Drives and Rear Alleys within the Site Plan to be Publically Dedicated
OSPREY BAYFRONT
Development Concept Plan
This plan does not approve the construction of new docks or the reconfiguration of existing docks. A WNCA permit will be required for construction authorization, pursuant to Sarasota County Code Chapter 54, Article XX, and the Water and Navigation Control Authority (WNCA).
December 1, 2009
5 of 9
0 100 50
W BAY STREET
HIGH STREET
P I N E A V E N U E
GARDEN STREET
SABAL DRIVE
F R O N T S T R E E T
US 41
SITE DATA
Gross Area of Parcel: 610,944 s.f. (14.025 ac.)
Gross Floor Area: 479,341 s.f.
Building Coverage: 22.9% of site area
Current Zoning: CG, RSF-1, RMF-1
Proposed Zoning: PMI
Existing Use(s): Residential, Commercial
Proposed Use(s): Mixed-Use
Required Parking: 385 min./852 max.
Proposed Parking: 796
Proposed Impervious Surface: 316,500 s.f. (51.8%)
Civic Space Required: 0.636 acres
Civic Space Provided: 2.355 acres
(of which 1.305 acres are Preserve)

Note: In the case of any variations between the Development Concept
Plan and the Regulating Plan, the Regulating Plan shall prevail.
OSPREY BAYFRONT
Proposed New Lot Type - Apartment Rowhouse Lot (AR)
September 10, 2009
4 of 9
Apartment Rowhouse Lot (AR):
Alot located and designated to accommodate a building with
common walls on one or both side lot lines, and which resem-
bles a large rowhouse but which contains multiple dwellings
(up to 4).
Osprey Bayfront is envisioned as a walkable, mixed-use neigh-
borhood center within the Osprey Community.
A required frst step of every PMI application is a public charrette that
results in a community-supported plan for the property. The plan for
Osprey Bayfront includes a walkable network of blocks and streets.
The regulating plan for Osprey Bayfront designates transect
zones for different areas of the property, as well as lot types.
As part of the Osprey Bayfront PMI application, a new lot type
was added to the overall Sarasota PMI Code, enriching the code
for future applicants.
plan stone avenue
Case Study: Sarasota Downtown
SmartCode
City of Sarasota, Florida Sarasotas Downtown Code is
based on the principles of the SmartCode, incorpo-
rated into the format of the citys Zoning Code. It is
the mandatory code for Downtown, creating four dis-
tricts: Downtown Neighborhood, Downtown Edge,
Downtown Core, and Downtown Bayfront (see map).
The Downtown Districts are based on the most urban
transect zones found in the SmartCode: T4, T5 and T6.
The intent and purpose of the Downtown Districts is to
produce an urban area that implements the Downtown
Master Plan 2020 and fulflls the goals, objectives and ac-
tion strategies of the Sarasota City Plan.
The Code provides a description of the type of develop-
ment that should occur in each of the four downtown
districts in order to create urban communities that are
diverse and compact, and provide a comfortable and
interesting place in which to live and work. The Code
states: The singular quality that helps differentiate the
urban downtown from typical suburban environments
is the primacy that the urban downtown places upon
creating a high quality pedestrian environment. This envi-
ronment is best described in terms of the quality of the
frontages along the street edges. Frontages are the area
between the faade of the building and the lot line. The
Codes regulations focus on creating high quality streets,
frontages, and public spaces.
Built examples
100 Central constituted the redevelopment of 2-3
blocks in the middle of downtown, extending the pedes-
trian-friendly nature of Main Street for a few additional
blocks. The project includes a new Whole Foods, Star-
bucks, shopping and restaurants, and 95 condo residenc-
es in 13 stories. Code requirements visible in the built
result include a lined parking structure (habitable space
between the parking structure and the street), building
facades at a consistent build-to line to defne the pedes-
trian realm, transparency at the frst foor level where
shopfronts are present, and awnings to provide shade
for pedestrians.

More Information
For more information, including a link to the Code for Sarasota, please refer to the Citys website:
http://www.sarasotagov.com/NDS/Planning_and_Dev.htm
Downtown Sarasotas zoning map designates
the transect zone for each property, regulating
specifc urban form for each zone.
101 Central- street-oriented corner retail with housing above 101 Central- mixed-use parking garage liner building
New residential development under the Downtown SmartCode New Main Street style development under the SmartCode
implement
Case Study: Boundary Street
Redevelopment District Overlay
City of Beaufort, South Carolina A key component in the
successful execution of the Boundary Street Redevelop-
ment Plan is implementation of the Boundary Street Re-
development District Ordinance. The Boundary Street
Redevelopment District Ordinance is a mandatory
Overlay Zone. It overlays the existing zoning and pro-
vides clarity and certainty for appropriate development
along the corridor. The form-based code for the Bound-
ary Street corridor allows by-right development of prop-
erty in congruence with standards set forth in the code.
The new code is designed to streamline the process of
getting projects approved because of the investment in
public process and consensus that the Boundary Street
Master Plan incorporates.
Status
The Boundary Street Redevelopment District Ordinance
was adopted by the Beaufort City Council on February
6, 2007. In 2010, a Tax Increment Financing (TIF) District
was created to fund the public realm improvements of
the master plan. The frst redevelopment projects are
underway and the City and County are working togeth-
er on the initial street improvements. Reconstruction of
Boundary Street is moving forward in accordance with
the Boundary Street Master Plan and Code.
Article 4: Zoning Districts
Section x.x: Boundary Street Redevelopment District
City of Beaufort, South Carolina June 9, 2006 23 Boundary Street
Unified Development Ordinance Redevelopment District
4. Parallel Street
A parallel street is essential in creating an
interconnected network of blocks and streets adjacent to
Boundary Street. The addition of an east west parallel
street should be created so that all daily trips, especially
local ones, do not have to use Boundary Street. The
character of the built environment along the parallel
street varies from less intense residential development
to more intense mixed-use development. All buildings
along the parallel street should be street oriented with
doors and windows facing the street.
A. Locator Diagram
B. Building Placement C. Building Volume
Build-to-zone Location:
(typical)
0 ft. 15ft. from ROW Building Width: 16 ft. minimum
160 ft. maximum

Side Setback: 5 ft. maximum Building Height: 2 story minimum
4 story maximum
Rear Setback: 5 ft. maximum 55 ft. maximum

Lot Coverage: 75 % maximum

D. Notes
1. Appurtenances may extend beyond the height limit.
2. Building fronts are required to provide shelter to the
sidewalk by means of at least one of the following:
arcade, colonnade, marquee, awning, or 2nd floor
balcony.
3. For permitted uses, see Section XXX.E.
4. The alignment of floor-to-floor heights of abutting
buildings is encouraged to allow for shared use of
elevators.
24 Boundary Street June 9, 2006 City of Beaufort, South Carolina
Redevelopment District Unified Development Ordinance
E. Street Section
Section for Parallel Street
City of Beaufort, South Carolina June 9, 2006 43 Boundary Street
Unified Development Ordinance Redevelopment District
Frontage Street
Side Street
Alley
Mid-
block
Garage
Corner
Buildin
Garag
Curb
Property
Line Front Side of Buildings
Garages should always be accessed from the alley and located in the rear
of the lot.
If no alley exists, then efforts should be demonstrated attempting to get
cross access across neighboring properties for rear parking.
Circular drives are prohibited except for civic buildings.
e. Garages where alleys are not present
If no alleys exist, then garage door(s) shall be positioned no closer to
streets, squares or parks than 20 feet behind the principal plane of the
building frontage. Garages facing streets, squares or parks are limited to
one car width; and garage doors shall not exceed 10 feet in width.
Where space permits, garage doors shall face the side or the rear, not
the front.
Two-car garages are allowed where alleys are not present, so long as the
garage is located in the rear of the lot. Garage doors shall not exceed 10
feet, and the driveway shall be a maximum of 10 feet wide in front of the
principal plane of the building.
Property
Line
Frontage Street
Curb
Front Side of Buildings
Side Street
Alley
Corner
Building
Mid Block
Building
Mid-block
Building
Corner
Building
Frontage Street
Side Street
Shared Parking can continue throughout interior of
block
Lots Without Alleys
Pages from the Boundary Street Redevelopment District Ordinance show how development is controlled according to the street that
it enfronts. Additional form standards, such as the confgurations of on-site parking lots, are also included.
The Boundary Street Redevelopment District Ordinance was based on street types, with the relationship of buildings to a designated street
serving as the control for development. The regulating plan, above, shows how development is organized to created unifed streetscapes.
plan stone avenue
Case Study: Montgomery SmartCode
City of Montgomery, Alabama One of the most impor-
tant strategies for the implementation of Montgomerys
Downtown Plan was to revise the land development reg-
ulations. The Citys existing zoning limited opportunities
for redevelopment and new development Downtown, in-
cluding setbacks, building placement, and parking require-
ments that made appropriate development in the area dif-
fcult, further diminishing the existing urban fabric.
The City of Montgomery took an initial step in code
reform by adopting the SmartCode as an optional foat-
ing code that could be applied throughout the City. The
SmartCode is a form-based code that strongly addresses
the physical form of building and development. Based on
the "transect," which identifes an areas human habitats
in a range from the most natural to the most urban, the
SmartCode works to ensure that a community offers
a full diversity of building, thoroughfare, and civic space
types, and that each has appropriate characteristics for
its location.
It is a central tenet of the SmartCode that new devel-
opment should accommodate pedestrians as well as
automobiles. Specifc guidelines require less of a front
setback (or none at all) and align setbacks to create Main
Street style shopfronts. Additionally, awnings, porches,
balconies and bay windows are allowed in the setback
and street trees are required both on the private and
public portions of the street.
Pages from the Montgomery SmartCode show how urban form is regulated through street assemblies, building disposition,
streetscape design, and building frontage onto the street, among other strategies.
implement
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Legend
DwtwnZoning
<all other values>
Transect
T-2
T-4 Open
T-4 Reserved
T-5
:
Mandatory Downtown Zoning
To provide increased certainty that the vision of the
Downtown Plan would be realized during the imple-
mentation phase, the SmartCode was calibrated to re-
place the existing zoning Downtown. Calibration of the
SmartCode also ensures that the distinct characteristics
that make Montgomery an authentic place are not lost
in the planning process. The Transect Map applies a
transect zone to each parcel of land in the Downtown;
appropriate rules and regulations for new infll develop-
ment are associated with each of these areas.
From an economic perspective, new height limits are
given to prevent the single, monolithic, offce structures
that have focused a decade of the Citys offce devel-
opment in one location. Instead, offces are spread
throughout Downtown and integrated into the urban
fabric in appropriately sized structures, serving as a cata-
lyst for Downtown revitalization. Outside the urban
core, commercial and offce uses are clustered at inter-
sections. Additionally, civic buildings and public gathering
spaces are located at the end of vistas to reinforce com-
munity identity and to become dominant visual images
Downtown.
The SmartCode was calibrated for Downtown and was used to
replace its existing zoning. The transect map, above, serves as
the Downtown zoning map.
Page 3 of 3
NonCompliant
Compliant
Notethattherecommended design solution represents justonepossible approachtocompliance.
New development under the SmartCode is street-oriented, with a
dynamic new mix of housing units types and commercial space.
A design proposal for a new offce building under the SmartCode
was reviewed and refned to be brought into compliance with the
Code. The built results, above, lends a gracious presence to
Downtown.
plan stone avenue
Applying the SmartCode Throughout the City
Since the adoption of the Montgomery SmartCode in
2007, a number of large-scale developments as well as nu-
merous City-sponsored redevelopment projects are being
implemented under the SmartCode. In order to rezone
the property to SmartCode, the applicant must submit
an application outlining the projects compliance with the
SmartCode. A few of the examples include Hampstead,
The Waters, and Tulane Court.
TULANE COURT REDEVELOPMENT PLAN
Montgomery Housing Authority
3.3 Community Types : Application is Compliant
Community Type: Urban Neighborhood
Demonstratng compliance with Community Types as set forth in Sec-
ton 3.3.1:
An Urban Neighborhood shall be defned by a single standard pe-
destrian shed. Its physical center should be located at an important
trafc intersecton associated with a civic or commercial insttuton.
Applicaton is Compliant
Transect maps for Urban Neighborhoods shall comport with the
requirements of a TND as set forth in Table 14.
See table below:
The minimum acreage for an Urban Neighborhood is 40 Acres.
Acreage within Site Boundary (Gross Area): 42.873 Acres
Regulatng Plan
* Acreage does not include rights-of-way
Acres % total
acres
T3 Sub-Urban
(10%-30%) 4.29 acres 14.3 %
T4 Open - General Urban
(30%-60%) 17.32 acres 57.6 %
T5 Urban Center
(10% -30%) 8.44 acres 28.1 %
NET TOTAL*: 30.05 acres 100 %
A
djacent to D
ow
ntow
n T
5 Transect
B
rassels Street
Site Boundary
Tulane Court Boundary
Existng Property Line
Proposed Right-of-Way
Edge of Pavement
Jackson Street
H
all Street
W
atts Street
Adams Avenue
Highland Avenue
Key Street
1/4 Mile Pedestrian Shed (1320)
TULANE COURT REDEVELOPMENT PLAN
Montgomery Housing Authority
W
atts Street
3.4 Civic Function: Application is Compliant
Demonstratng compliance with Civic Space (CS) as set forth in Secton
3.4.2.b:
Civic Space s shall be generally designed as described in Table 13.
CS Square: 0.96 acres (a playground will be located within part of
the square)
2.7 Civic Function: Application is Compliant Assuming Approval of
Exception Request
Demonstratng compliance with Civic Space (CS) Specifc to T3-T6 zones
as set forth in Secton 2.7.2.a assuming approval of Excepton request:
Each Pedestrian Shed shall assign at least 5% of its urbanized area to
Civic Space.
3.2 % of urbanized area is dedicated to civic space.
Exception Request:
1. A reduction in assigned Civic Space to 3% from 5% due to the
adjacent civic park containing a ball field is located outside of the
CRC Boundary, but within the designated pedestrian shed across
the intersection at Adams Avenue and Hall Street
3.5 Special Requirements: Application is Compliant
Demonstratng compliance with Special Requirements as set forth in
Secton 3.5.1.a:
The frontages assigned to the S-Grid shall not exceed 30 % of the total
length within a pedestrian shed.
Total Percentage of S-Grid thoroughfare: 6.8 %
Special Requirements Plan
Terminated Vistas
Primary Grid
Secondary Grid
LEGEND
1000 Playground Shed
Recommended Shopfronts, Gallery or Arcade
Coordinated Streetscape Frontage
Cross Block Passage
CS
Site Boundary
Tulane Court Boundary
Existng Property Line
Proposed Right-of-Way
Edge of Pavement
B
rassel Street
Jackson Street
H
all Street
Adams Avenue
Highland Avenue
Key Street
CB
Childcare
Third Place
A Civic Park is
located at this
intersecton
1000 Playground Shed
Reserved Civic Space
Hampstead The Waters Tulane Court
implement
Implementing Form-Based Codes
Be Ready to Adjust the New Code
Adding new processes and goals to a municipalitys com-
plex system of land development requires fexibility and
revisions. Almost all planning and zoning codes in the
US started from the common point of the Standard
State Zoning Enabling Act in 1921, yet over many years
of adaptation and adjustment every municipal code has
become particular to its place. Introducing a form-
based code requires careful local calibration, but even
after that the new system will be tested and found in
need of more tuning. Plan for a period of additions
and interpretations, just as with any other piece of new
policy or legislation, before the new code is completely
integrated.
Consider an Incremental Approach
In a democracy, change often happens in small steps. It
may be enough initially to make needed design revisions
to the existing regulations to allow, for example, mixed-
use buildings with shallow setbacks, residential units
with porches in the front setback and parking in the
rear of the lot in select areas of the municipality identi-
fed by an overlay. Better buildings and a better public
realm between the buildings will result. Simply adding
more buildable area to each lot with this readjustment
of setbacks may be enough to incentivize development.
The frst built successes may create public demand for
detailed coding.
Commit to Educating Each New Municipal
Administration
An enduring commitment to form-based coding can be
created by planning multiple future projects for different
parts of a municipality over a long timeframe as part of
a Comprehensive Plan process. This allows every new
elected administration to participate in an initiative that
moves from community plan to new code and then to
better built results.
Additional Form-Based Code Case Studies
A new live-work building built according to the mandatory, form-
based Old Town District Code for Bluffton, South Carolina.
A mixed-use building in Downtown Fayetteville, Arkansas, buit
according to standards outlined in their specially created, form-
based Downtown District zoning designation.
A mid-block drive-through structure, built according to the Tradi-
tional Town Overlay District Code in Port Royal, South Carolina.
A mixed-use building in South Miami, Florida. The Hometown
District Overlay Ordinance required a second foor to the new
Starbucks, which now houses offces and a yoga studio, as well
as an outdoor public terrace.
plan stone avenue
Develop a Community Feedback Loop
It is important for the full spectrum of the local com-
munity to have an on-going role in the evolution of the
North End. Typical community involvement measures
such as newspaper articles and informational meetings
often leave out those who have other time commit-
ments or those who feel disenfranchised. For this reason,
it is suggested that feedback loops should be created
based on existing community institutions. Regular up-
dates should be given to community church leaders and
discussion groups should be created at local churches.
Regular updates should also be given to neighborhood
associations, service organizations, and business groups.
Continued conversations with neighbors, local leaders,
business owners, and others will help to guide city ac-
tions and will help spread the commitment to revitaliza-
tion through direct participation.
Continue to Support a Coordinating Organiza-
tion
The Friends of Stone Avenue should remain a central
entity to aid in the coordination of neighborhood as-
sociations, merchant associations, civic organizations and
property owners as the North End develops into a more
walkable, better connected community, and to ensure
consistency with the vision of the Stone Avenue Plan.
The Friends of Stone Avenue should serve as a unifed
voice to coordinate communications between the City
of Greenville and neighborhood associations, merchant
associations, civic organizations and property owners
regarding issues that affect the North End. A regular
schedule of meetings should be established to ensure
consistent and clear communication and continued im-
plementation of the Plan.
Facilitate a Relationship Between the City of
Greenvilles Grant Writer and North End Citizens
The City of Greenville has a number of valuable resourc-
es available to assist the public in their grassroots efforts.
One of the most valuable resources is the Citys on-staff
grant writer, who specializes in fnding federal, state, and
private grant opportunities to fund City initiatives. The
City should encourage a relationship between its staff
grant-writer and the Friends of Stone Avenue to assist in
their grass-roots efforts.
Encourage Volunteer Events
The City should establish a program to recognize and
reward volunteerism and community involvement to
promote greater grassroots involvement in the North
End and throughout the City. This can involve offcial
promotion and recognition, sponsorship, or a competi-
tive rewards program for neighborhood that achieve the
greatest amount of change in a given year. North End
neighborhood associations, merchant associations, and
civic organizations have a strong history of community
involvement and volunteerism. Continue to encourage
and promote volunteer efforts that beneft the North
End and Stone Avenue. Clean-up events, fundraisers,
and tree- and fower-planting days can be organized as a
way to bring the North End together to improve Stone
Avenue.
Create an Adopt-a-Road, Plaza, or Park Pro-
gram
Enlist the help of local businesses, churches, schools, and
service organizations to sponsor the maintenance of
specifc streets, plazas and parks. This will help to make
streetscape improvements seem more attractive to the
City, as the burden of maintenance for the Public Works
Department will be reduced. Furthermore, the spon-
sor organizations will take pride in the upkeep of these
public places. Attractive plaques or signs can be placed
in prominent locations in each public space to recognize
the sponsoring organization.
Create a Streetscape Sponsorship Program
Raise funds for streetscape enhancements such as special
pavers, attractive streetlights, decorative benches, trash-
cans, and street trees by enlisting local businesses and
residents to buy a brick, bench, or any other streetscape
element. The name of the sponsoring party can then
be engraved into the brick or placed on a plaque on
the respective bench, streetlight, or tree grate. This will
serve as way for local businesses and residents to make
a visible and measurable contribution to street improve-
ments.
Selling personalized bricks is a proven strategy for funding
street improvements.
implement
The Village of Spring Hill, one of Mobile, Alabamas
oldest suburbs, took its future into its own hands,
demonstrating the power of a community to tackle
complicated land use issues by organizing for its own
future. The volunteer non-proft organization, The
Village of Spring Hill, Inc., incorporated in 2005 and
in fve years has landed two sizable grants, organized
and funded a community-driven charrette, created a
plan for the future, built new sidewalks, installed new
street trees and street lights, initiated a form-based
code, and overseen the development of a number of
properties under the code. They have also overseen
the creation of a number of new parks, plazas, and
other community gathering spaces.
Securing the Funds
Since its inception, The Village of Spring Hill, Inc. has
raised over $1 million, through dedication, resource-
fulness, and community support.
$300,000 grant from AL Department of Economic
and Community Affairs for comprehensive commu-
nity planning, which includes $100,000 for imple-
mentation.
$379,000 Transportation Enhancement Grant for
sidewalk improvements. This grant is an 80/20
match. The Mayor of Mobile covered the $113,000
in matching funds.
$200,000 in discretionary funds from Mobile Coun-
cilwoman, Gina Gregory, for improvements to the
intersection at McGregor Avenue and Old Shell
Road.
Approximately $80,000 from the residents of Spring
Hill
COMMUNITy INVOLVEMENT CASE STUDy: THE VILLAGE OF SPRING HILL, INC.
The completion of the town square with a signature clock
was a key acheivement for the Village of Spring Hill, Inc.
The community rallied to see a major streetscape project,
including new sidewalks, landscaping, street lights, mast
arm signals, and street trees, through to completion.
The Village of Spring Hill, Inc., continues to plan for future
improvements, such as this pocket park in the commercial
center of town.
The Village of Spring Hill plants new street trees as a key
step in implementing the plan.
plan stone avenue
Change in the built environment does not need to
wait for heavy investment. Positive change can start
now by taking action. 48x48x48, an innovative pro-
gram developed by the hands-on urban planning col-
laborative DoTank:Brooklyn, is a replicable, commu-
nity building process targeting opportunity areas at
three scales of time: hours, weeks, and years. In 48
hours there is a call to arms to implement, no matter
how temporary the improvements are. In 48 weeks,
strategies for achieving short-term benefts and long-
term development goals can be implemented. In 48
years, an ambitious long-term vision can be achieved.
In Oyster Bay, New York, the 48x48x48 process was
used to create a collaborative downtown demonstra-
tion project, transforming the lifeless Audrey Avenue
into a vibrant, active, pedestrian-oriented place. The
project highlighted four specifc areas of opportunity:
Local Food & Commerce, Transportation, Social &
Civic, and Public Space. During the 48-hour interven-
tion the project team created two pop-up stores in
vacant spaces, organized local workshops and classes
held by local businesses and organizations, attracted
mobile food vendors and a farmers market, and took
steps towards creating permanent regional attrac-
tions, such as the Oyster Bay Railroad Museum. The
intervention concluded with a wrap-up session with
community leaders many of whom had never pre-
viously collaborated committing to action plans
for the next 48 weeks to move towards their own
48-year vision for not only the project site, but the
entire town.

A
U
D
R
E
Y

A
V
E
A
U
D
R
E
Y
A
V
E
TABLES&SEATING
UMBRELLAS
WATERFEATURES
PLAYSAND
SUNSAIL
GREENSPACE
EVENTSPACE
POP-UPCAFES
POP-UPMARKETS
MARKETING CASE STUDY: OYSTER BAY 48x48x48
Audrey Avenue today, as a result of the 48x48x48 program.
Image credit: DoTank:Brooklyn
The 48-week plan for Audrey Avenue included a multi-prong
approach to reactivating Oyster Bays main street.
Image credit: DoTank:Brooklyn
Marketing
Promote the North End
The City should work closely with the Friends of Stone
Avenue, the North End Merchants Association, con-
tributing neighborhood associations, civic organizations
along Stone Avenue, and property owners to promote
the North End. This can include gateway signage for the
area, an expanded North End Merchants Association
website or an additional district-wide website, and pro-
motional events coordination. These events can include
art walks, music festivals, restaurant and salon promo-
tions, charity races or events, or farmers markets.
The City should encourage the creation of a market-
ing committee that will be charged with organizing and
implementing the branding and marketing for the North
End.
Promote the Stone Avenue Plan
Continuing to spread the word about this plan and suc-
cessful initial projects is vital for implementation. A va-
riety of media should continue to be used: brochures
and informational fyers should continue to be posted
in local businesses and community buildings around the
North End, and the Plan Stone Avenue website should
continue to be updated with news of implementation.
Coordinate with neighborhood associations and busi-
ness organizations to ensure that news and updates are
included in regular newsletters and communications
with members. Promote the plan so that it will take on
a life of its own and continue to work for the City of
Greenville and the North End for years to come. The
Friends of Stone Avenue should host their own promo-
tion efforts, as well as work with local churches, schools,
social clubs and service organizations.

implement
Planning
Implement a Road Diet on Stone Avenue in
Steps
A road diet on Stone Avenue should be implemented in
steps as funding becomes available and as SCDOT be-
comes comfortable with the multi-modal performance
of the street as a two-lane road with left turn lanes.
Step 1: Paint-only Road Diet: 1 year.
A paint-only road diet should be implemented as a test
phase so that the City Public Works department and SC-
DOT can collect data on the performance of the new
design and determine if the increased safety and multi-
modal opportunities of the road diet outweigh reduc-
tions in vehicular capacity, if any. The Paint-only road
diet would include one lane of on-street parking on the
south side of the street, two 11 travel lanes (one in each
direction) an 11 two-way left turn lane with dedicated
left turn lanes at intersections, and a bicycle facility on
the north side of the street- either a bike lane or a shar-
row.
Step 2: Streetscape Investment: 2-5 years.
If the City of Greenville and SCDOT are comfortable
with the vehicular performance of the paint-only road
diet, and if they feel that the increased vehicular safety,
multi-modal opportunities and economic development
potential justifes greater investment in streetscape
improvements, then Step 2 of the road diet should be
implemented. The Streetscape Investment step would
build upon the road diet design implemented in Step 1.
It would include tree wells with street trees placed be-
tween on-street parking spaces, widened and improved
sidewalks, and street lamps and street furniture.
Step 3: Full Road Diet: 15-20 years, or as funding and
transportation values permit.
Once additional funding is available for a full road diet,
and transportation planning values are evolved to a point
The Road Diet for Stone Avenue should be implemented in steps, from the short-term, low-investment, low-risk Paint-Only step,
to the Full Road Diet with on-street parking and street trees on both sides of the street, a center safety strip and sharrows. More
informtation on the implementation steps for the Stone Avenue Road Diet are found in Chapter 5: Move.
Existing Street Design Step 1
Step 2 Step 3
where transit, bicycle, pedestrian, and economic develop-
ment goals are balanced with goals for vehicular capacity,
the full road diet should be implemented. The full road
diet will include on-street parking on both sides of the
street, street trees on both sides of the street, 10 wide
travel lanes, a 10 wide, textured safety strip in the mid-
dle of the street, and sharrows, or shared bike-vehicle
lanes in the travel lanes.
Implement a Road Diet on North Main Street
Ensure that the road diet on North Main Street, recom-
mended for the frst phase of implementation for the
Downtown Streetscape Master Plan, remains a priority
project that will be constructed within the year. The
road diet includes wide sidewalks, street trees, reduced
number and width of lanes, and on-street parking. This
will create a vibrant entrance to Downtown Green-
plan stone avenue
ville and will provide a boost to the businesses front-
ing North Main Street. The addition of public, on-street
parking will beneft businesses on Stone Avenue that are
located near the intersection with Main Street.
Provide Crosswalks and Pedestrian Crossing
Signals on Stone Avenue
One of the greatest challenges to pedestrian movement
on Stone Avenue is the long stretches of roadway with
no pedestrian crossing, sometime more than half a mile
in length. This is particularly a problem between Townes
Street and Rutherford Street, and between Main Street
and Bennett Street. While it may not be desired to install
traffc signals at the intersections in these areas, cross-
walks and pedestrian crossing signals should be installed
at unsignalized intersections. This will allow pedestrians
to safely cross Stone Avenue in more frequent locations
without having to walk half a mile out of their way to
reach a signalized intersection.
Realign and Redesign Wade Hampton Boule-
vard as it Enters the North End
When the Triangle property is redeveloped, Wade
Hampton Boulevard should be realigned as it approaches
Stone Avenue to have a crank and to terminate Stone
Avenue at a ninety-degree intersection. A public green
should be located at this intersection to serve as a gath-
ering place for residents, visitors, and workers, and to
mark a gateway to both the North End and Downtown.
In addition, the portion of Wade Hampton Boulevard be-
tween Church Street and Stone Avenue should undergo
a road diet, with fewer and narrower lanes, wider side-
walks, on-street parking, and street trees. These strate-
gies will increase the value of real estate at the Triangle,
as well as for the properties fronting the Triangle. They
will also serve to create a new in-town destination for
Greenvillians and will contribute to a sense of identity
for the North End. These public improvements should
be implemented as part of a development agreement or
a public-private partnership as the Triangle is developed.
Remove US Route Designation from Stone
Avenue
As part of a comprehensive strategy to address region-
al movement through the City of Greenville, the City
should consider working with SCDOT to shift the US
Route designation of Stone Avenue to a parallel regional
route such as Pleasantburg Drive. This would allow for
greater fexibility in the design standards for Stone Av-
enue, and may allow performance standards to balance
multi-modal performance with vehicular movement.
Purchase City Wading Pools for Use as a City
Park
The City should consider purchasing, restoring and
maintaining the City Wading Pools for use as a City Park.
This could be done as part of a public-private partner-
ship associated with the redevelopment of adjacent
properties on West Stone Avenue. Likewise, mainte-
nance costs could be reduced through an agreement
with adjacent neighborhood associations and the North
End Merchants Association to maintain or fundraise for
the park.
Continue to Support the Friends of Richland
Cemetery
The City of Greenville has developed a productive rela-
tionship with the Friends of Richland Cemetery, work-
ing with Clemson University to develop a plan for the
Cemetery, and allocating funding for the restoration and
promotion of the cemetery. This relationship should
continue to be nurtured and the Cemetery should con-
tinue to be promoted as a unique cultural resource in
the City.
Extend the Trolley Route to Run Down East
Stone Avenue
The current Greenville Drive-owned and City-main-
tained and operated trolley system should be expanded
to include more frequent and regular service throughout
the week. While the trolley already runs to the North
End, coming up Townes Street, turning onto Earle Street,
and heading south on North Main Street, it is recom-
mended that as infll development and new development
occurs on Stone Avenue, that the route be expanded.
The route should be extended to run down Earle Street
from Main Street to the Triangle, loop through the Trian-
gle once redeveloped, and then return to Main Street via
East Stone Avenue. The extension of the trolley route
and the increase in trolley service will provide a signif-
cant economic development and place-making boost to
the North End. The City should consider purchasing
additional trolleys to supplement the Greenville Drives
existing stock of two trolleys. Funding for the mainte-
nance and operation of the expanded service may be
provided through tasteful advertisements inside of the
trolleys or at trolley stops, through Transportation En-
hancements funding, or through the general fund as an
economic development program.

Underground Utility Lines
Placing utility lines underground on Stone Avenue will
contribute to the aesthetic appeal of the street, will al-
low for larger street trees to be planted, will allow for
more reliable utility service during weather events, and
will ultimately aid in economic development for the
North End. Utility lines can be placed underground at
any point during the implementation of the Stone Av-
enue road diet, since the road diet design will work in-
dependently of utility line burial. The City of Greenville
should continue to work closely with Duke Energy to
prioritize Stone Avenue as an important underground
utility project.
implement
Proposed extension of trolley route to include Stone Avenue
Existing Trolley Route
Proposed Stone Avenue Extension
Funding
Utilize Existing Tax Increment Finance Pro-
grams
Tax Increment Financing, or TIF, is a tool that has been
successfully used to fund revitalization projects in
Greenvilles historic core. While there may be signif-
cant challenges to initiating a new TIF district for the
North End at this time, funding from existing TIF dis-
tricts could be applied towards continued revitalization
in the North End. Particular properties in the North
End study area are located within the boundaries of two
existing TIF districts.
The frst TIF district, Viola, encompasses nearly all of
West Stone Avenue. Proceeds from the Viola TIF dis-
trict are about $250,000 a year in total, according to
City staff members. Some or all of this funding could be
applied towards specifc improvements on West Stone
Avenue, such as crosswalks and pedestrian crossing sig-
nals at intersections, or the purchase or maintenance of
the City Wading Pools as a public park.
The second TIF district, CBD, encompasses the Richland
Cemetery and the City-owned properties to the south
of the Cemetery. TIF funds from the CBD could be ap-
plied towards improvements to Richland Cemetery and
adjacent properties, towards high-quality redevelop-
ment of the City-owned properties and accompanying
public infrastructure improvements in that area.
Create a North End Municipal Improvement
District
A Municipal Improvement District (MID) can be used
to fnance public infrastructure within a defned dis-
trict. MIDs are organized based on the assumption that
the cost of public improvements should be borne by
those properties that beneft the most. Infrastructure
improvements within the MID are fnanced through as-
sessments imposed on property owners in that district.
These are mandatory assessments that are included in
the annual ad valorem tax notice for each property.
The MID is useful because it creates a dedicated stream
of revenue that the City can issue debt against. Improve-
ments may be funded in a number of ways:
- by direct assessments on properties,
- by the issuance of special district bonds,
- by general obligation bonds of the municipality,
- from general municipal revenues, or
- from any combination of these fnancing sources
In sum, a MID can be created to issue bonds to pay
for improvements up-front and then pay off the bonds
over time with assessments from properties, or to make
improvements over time as assessments are collected
from the properties.
Proceeds from a MID can only be applied towards public
infrastructure within the district. Approved infrastruc-
ture expenditures that can be fnanced through a MID
include parks and open space, public parking such as park-
ing lots and parking garages, faade improvements, street
improvements, undergrounding utilities, public buildings,
professional services, and land acquisition.
A MID could be created for all or part of the commer-
cial properties fronting Stone Avenue. The MID can be
initiated by the City of Greenville or by a petition signed
by a majority of the owners of taxable property within
the proposed MID. The MID could be used to fnance
streetscape improvements along Stone Avenue, the cre-
ation, purchase, and improvement of parks such as the
City Wading Pools or public greens, undergrounding
utility lines, and the creation of a district-serving public
parking lot or parking garage.
The City of Greenville has previously used the MID
technique at Magnolia Park.
Existing Tax Increment Finance (TIF) Districts that are located within or
adjacent to the Stone Avenue Plan study area include the Viola TIF district
and the CBD TIF District.
plan stone avenue
Create Development Agreements for
Streetscape Improvements
Another opportunity for streetscape funding would
be to form an agreement between the City and a large
property owner or developer to fund and maintain
public improvements on or adjacent to their property
such as new street construction, streetscape improve-
ments, public open space, or undergrounding utility lines.
The City can create an agreement in which a develop-
er makes an initial investment in public improvements,
while the City agrees to maintain them. In addition, the
City can dedicate 25% of the tax revenue received from
the developers property to pay back the debt incurred
for the initial investment. A public/private partnership of
this nature was undertaken in Greenville for the Verdae
development.
Apply for Grants
Federal Historic Preservation Grants
Federal Historic Preservation Grants are available for
surveying and planning projects, planning for historic
districts and multiple historic properties, preservation
education, planning for individual historic properties, and
stabilization projects. Grants are awarded in amounts of
$2,500 to $25,000. About $100,000 is expected to be
available in the state of South Carolina for this program.
This program could be used for surveying, planning, or
stabilization of historic properties in the North End such
as the Allen School, Richland Cemetery, the Armory, or
any of the historic residential or commercial structures
fronting Stone Avenue or North Main Street.
Transportation Enhancements
Transportation Enhancements (TE) is a Federal Highway
Administration (FHWA) program that offers funding op-
portunities to help expand transportation choices and
enhance the transportation experience through twelve
eligible TE activities related to surface transportation,
including pedestrian and bicycle infrastructure and
safety programs, scenic and historic highway programs,
landscaping and scenic beautifcation, historic preser-
vation, and environmental mitigation. TE projects must
relate to surface transportation and must qualify under
one or more of the twelve eligible categories. In Fis-
cal year 2010, the State of South Carolina was awarded
$16,993,533 in Transportation Enhancements funding,
which was then allocated to different projects around
the state. The City of Greenville may be able to apply for
Transportation Enhancements grants for projects along
Stone Avenue, in particular for the category of Provision
of facilities for pedestrians and bicycles, and the category
of Landscaping and other scenic beautifcation.
Promote Tax Credit Programs
Historic Preservation Rehabilitation Credit
The rehabilitation credit can be received for any com-
mercial structure built in 1930 or earlier without his-
toric designation, or for any commercial structure that
has been placed on the National Historic Register. The
credit for an undesignated structure is 10 percent and
20 percent for a registered structure.
Low Income Housing Tax Credits
Projects that include low-income housing are eligible for
either a four percent or an eight percent tax credit. The
four percent credit applies to senior housing and the
eight percent credit applies to housing for households
at or below 55 percent of median income. These tax
credits are typically sold to investors and the proceeds
used to pay for construction of housing.
New Market Tax Credits
New Market Tax Credits are available for commercial
projects that beneft low-income areas. These credits
could help fund new commercial market rate projects
in areas such as Viola or Greenline-Spartanburg. These
tax credits can be used to fund large adaptive re-use
projects, and should be considered for the Allen School
or other historic properties in the study area.
Use Funds Available Through the American
Recovery and Reinvestment Act
Under the Supplemental Discretionary Grants for a Na-
tional Surface Transportation System program, grants
are awarded for transportation projects, including high-
way, transit, rail and ports, that will contribute to near-
term economic recovery and job creation, maximization
of long-term economic benefts and impacts for the na-
tion, a region, or a metropolitan area, and assistance for
those most affected by the current economic downturn.
The Department of Transportation (DOT) will deter-
mine how to allocate funds among projects and across
modes based on the selection criteria described in the
solicitation. While the deadline for the 2009 application
has passed, funds for the 2011-2012 fscal years have not
been allocated.
Criteria for selection include the following project im-
pacts: improved condition of existing transportation facil-
ities and systems; long-term growth in employment, pro-
duction or other high-value economic activity; improved
livability of communities; improved energy effciency, re-
duced dependence on oil and reduced greenhouse gas
emissions; reduced adverse impacts of transportation on
the natural environment; reduced number, rate and con-
sequences of surface transportation-related crashes, in-
juries and fatalities; greater use of innovative technology
and innovative approaches; greater collaboration among
traditional and non-traditional stakeholders; or greater
integration of transportation decision-making with deci-
sion-making by other public agencies.
Extend City of Greenville Facade Improvement
Program to Stone Avenue
The City of Greenvilles Economic Development De-
partment sponsors a Facade Improvement Program that
provides technical and fnancial assistance to commercial
implement
14.126 Mortgage Insurance_Cooperative Projects F - Guaranteed/Insured Loans
14.133 Mortgage Insurance_Purchase of Units in Condo-
miniums
F - Guaranteed/Insured Loans
14.134 Mortgage Insurance_Rental Housing F - Guaranteed/Insured Loans
14.135 Mortgage Insurance_Rental and Cooperative Hous-
ing for Moderate Income Families and Elderly, Mar-
ket Interest Rate
14.138 Mortgage Insurance_Rental Housing for the Elderly F - Guaranteed/Insured Loans
14.139 Mortgage Insurance_Rental Housing in Urban Re-
newal Areas
14.142 Property Improvement Loan Insurance for Improv-
ing All Existing Structures and Building of New Non-
residential Structures
14.151 Supplemental Loan Insurance_Multifamily Rental
Housing
14.159 Section 245 Graduated Payment Mortgage Pro-
gram
14.189 Qualifed Participating Entities (QPE) Risk Sharing F - Guaranteed/Insured Loans
14.248 Community Development Block Grants_Section
108 Loan Guarantees
14.218 Community Development Block Grants/Entitle-
ment Grants
A - Formula Grants
14.251 Economic Development Initiative-Special Project,
Neighborhood Initiative and Miscellaneous Grants
B - Project Grants
14.252 Section 4 Capacity Building for Community Devel-
opment and Affordable Housing
B - Project Grants
14.314 Assisted Living Conversion for Eligible Multifamily
Housing Projects
B - Project Grants
14.315 Emergency Capital Repair Grants for Multifamily
Housing Projects Designated for Occupancy
B - Project Grants
14.878 Affordable Housing Development in Main Street
Rejuvenation Projects
B - Project Grants
14.889 Choice Neighborhoods B - Project Grants
14.318 Assisted Housing Stability and Energy and Green
Retroft Investments Program (Recovery Act Fund-
ed)
B - Project Grants (Special)
14.235 Supportive Housing Program B - Project Grants, C - Direct
Payments For A Specifed Use
14.157 Supportive Housing for the Elderly C - Direct Payments For A
Specifed Use
14.197 Multifamily Assisted Housing Reform and Afford-
ability Act
C - Direct Payments For A
Specifed Use
14.112 Mortgage Insurance for Construction or Substantial
Rehabilitation of Condominium Projects
HUD Grants and Programs
property owners for the rehabilitation of the facades of
their buildings. The purpose of the Facade Improve-
ment Program (FIP) is to support the revitalization of
the Citys commercial corridors by stimulating private
investment in high-quality improvements that enhance
the appearance of buildings and properties and eliminate
blight and nonconforming design standards. The program
is currently available to property owners and business
owners in the Augusta Road and Pleasantburg Drive cor-
ridors. This program should be expanded to include the
Stone Avenue corridor, as funding becomes available.
Use HUD Resources
The HUD grants and programs table contains a list of
available HUD grants and programs, including mortgage
guarantee programs, that could assist in implementing
this plan.
HPE Walkability Index Technical Memo
HPE Walkability Index Assessment of Stone Avenue Existing Conditions
HPE Walkability Index Assessment of North Main Street Existing Conditions
Walkability Index Assessment of Stone Avenue Phase I Future Conditions Transportation-only Modifications
Walkability Index Assessment of Stone Avenue Phase II Future Conditions Transportation plus Land Use Modifications
Rutherford Street and Stone Avenue Traffic Counts (Provided by City of Greenville)
Stone Avenue Synchro Analysis Report Existing Conditions
Stone Avenue Road Diet Phasing Plans
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A.22
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A.60
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t r a n s p o r t a t i o n a n a l y s i s a
J anuar y 2011
Page A. 2 Dover, Kohl & Par t ner s J anuar y 2011
plan stone avenue
HPE Walkability Index Technical Memo
Walking continues to enjoy a renaissance as a serious
mode of urban transportation. Its latest round of design
innovation blends conventional transportation planning
and engineering with urban design skills. Both sides of the
Right-of Way line now receive the designers focus when
walkable, livable communities are established policy. This
broadening of the considered pedestrian environment
is vital to walking comfort, safety and increased activ-
ity. However, describing that environment is diffcult. This
paper outlines a new measure, based on ten evaluation
criteria to determine thoroughfare segment walkability
on a 100 point scale. HPEs Walkability Index draws from
the best transportation and urban design thinking and
experience regarding walking/biking. Physical elements
of a given thoroughfare and block face are considered
in determining walkability. Several criteria vary based
on the context of the thoroughfare under study. The
Walkability Index not only assesses a locations current
level of walkability, but also provides suggestions for im-
provement. The Index serves as a richer alternate mea-
sure to the standard motor vehicle level of service, for
use during project, corridor and urban design studies.
Walkability Index application experience is summarized
for several cities including Towson, Maryland; Savannah,
Georgia; Portsmouth, Virginia and Sarasota, Florida.
Introduction
Since the 1992 designation of Bicycle and Pedestrian Co-
ordinators within each State Department of Transpor-
tation, there have been signifcant advances in accom-
modating bicyclists and pedestrians as legitimate users
of the transportation system. Most of these gains were
designed within the agency Right-of-Way and on larger,
arterial thoroughfares. The latest wave of this walking re-
surgence broadens the skill set applied to design of walk-
able thoroughfares and covers more compact collectors
and locals. Procedures in use today augment convention-
al transportation skills by adding a strong focus on urban
design in shaping the pedestrian experience. Some of
these procedures focus broadly, on district, community
or neighborhood scoring. Some utilize complex statisti-
cal algorithms to establish scoring procedures that can
disassociate the design from the analysis. HPEs Walkabil-
ity Index, on the other hand, achieves a block by block,
pedestrian level of service score. It is easily understood,
relates directly to design parameters and is easy to ap-
ply. A thoroughfares context varies as its location shifts
from center to edge of a given community. The index
uses Transect zones to refect surrounding context and
thus adjust several individual criteria scores. The index
has been successfully applied in several cities throughout
the U.S. and is being refned based on experience.
Index Approach
For its index, HPE carefully selected ten walkability
criteria to determine quality of the walkable environ-
ment. These combined parameters were observed to
effectively yield walkable places in over 40 urban de-
sign charrettes or community design workshops per-
formed during the last two decades:
1. Vehicle Speed - Non-peak hour free fow speed,
measured with a speed gun; at least 10 samples rec-
ommended; posted speed used as a minimum pro-
cedure.
2. Thoroughfare Width - Street width at each pedes-
trian crossing, measured curb face to curb face.
3. Street Parking - Presence of on-street parking, per-
cent of a block face where on-street parking is pro-
vided and in use.
4. Sidewalk Width - Full width of paved sidewalk, sensi-
tive to context, per Transect Zones
5. Pedestrian Connectivity - The distance between
street intersections or midblock crossings, a mea-
sure of network density.
6. Pedestrian Features - Presence and quality of pedes-
trian features of high quality versus low quality.
7. Street Enclosure - The ratio of building height to
street width.
8. Land Use Mix - The presence of different, pedestrian
attractive land use types; also Transect sensitive.
9. Faade Design - The number of doors and faade
character per block face.
10. Transit/ Bicycle Features - The presence of bus shel-
ters, stops, bicycle lockers and bicycle racks.
On the Index data sheet or form, walkability criteria are
arranged in check-list style. After scoring in the feld, re-
sults are tallied in a spreadsheet for comparison. Each
criterion has a maximum score of 10, yielding a maxi-
mum score of 100 points. The following shows total
scores, graded per street segment;
90 - 100 High Walkability (A)
70 - 89 Very Walkable (B)
50 69 Moderately Walkable (C)
30 49 Basic Walkability (D)
20 29 Minimal Walkability (E)
19 points or less Uncomfortable/hazardous to walking (F)
Transect Theory
The HPE Walkability Index utilizes the Transect theory to de-
scribe context zones, which organizes the natural, rural, subur-
ban, and urban landscape into categories of density, complexity,
and intensity. One operating principle of the Transect is that
certain forms belong in certain environments; for example,
an apartment building belongs in a more urban setting, and
a house on a large lot belongs in a more rural setting. Some
kinds of thoroughfares are urban (streets), and some are rural
(roads). For the Walkability Index, HPE utilizes the Sub-urban
(T3) to Urban Core (T6) zones for analysis purposes. These
Transect zones are briefy described as the following:
Dover, Kohl & Par t ner s J anuar y 2011 Page A. 3
T3 Sub-urban consists of low density residential areas, ad-
jacent to higher zones with some mixed use. Blocks may
be large and the roads irregular to accommodate natural
conditions.
T4 General Urban consists of mixed use but primarily
residential urban fabric and may have a wide range of
building types: single, sideyard and rowhouses. Streets
with curbs and sidewalks defne medium-sized blocks.
T-5 Urban Center Zone consists of higher density mixed
used buildings that accommodate retail, offces, rowhous-
es and apartments. It has a tight network of streets, with
wide sidewalks, steady street tree planting and buildings
set close to the sidewalks.
T-6 Urban Core Zone consists of highest density and
height, with the greatest variety of uses, and civic buildings
of regional important. It may have larger blocks, streets
have steady street tree planting and buildings set close to
the wide sidewalks. Typically only large towns and cities
have an Urban Core Zone.
Criteria Defined
The ten Walkability Index criteria are grouped according to
their design focus as listed below:
Thoroughfare Design 30 points
Sidewalk Design 30 points
Urban Design 30 points
Transit/Bicycle Facilities 10 points
Thoroughfare Design
Contemporary planning and engineering have focused primarily on
criteria related to design of the thoroughfare itself. The prima-
ry design measures infuencing pedestrian comfort and safety
include vehicle speed, thoroughfare width and street parking.
Vehicle speed is vitally important to pedestrians and bicyclists
due to the collision potential and severity of resulting crashes.
Noise increases geometrically with speed; another key vari-
able in pedestrian comfort. Total width of all lanes and parking
have a direct infuence on speed and are therefore included as
criteria for the Index.
Vehicle Speed
The speed criterion is defned as the motor vehicle
speed measured during a non-peak hour to capture
free fow speed. It is primarily measured with a speed
gun; with at least 10 samples recommended. If study
resources are scarce, posted speed may be substituted.
Up to 10 points are awarded for Vehicle Speed. Traffc
speed of 25 mph or less is safe and comfortable for pe-
destrians and cyclists. Studies have shown a pedestrian
struck by a vehicle travelling 20 mph has a 95% chance
of survival; but hit at 40 mph, only a 10% chance of sur-
vival. Studies also show drivers of vehicles travelling 20
mph or less will likely stop for a pedestrian, but probably
will not stop if travelling over 35 mph. For Walkability
Index purposes, non-peak hour free fow speed is ac-
tual vehicular speed, measured with a speed gun during
a period other than the AM, noon, or PM peak vehicular
travel hours. The score assigned to measured non-peak
hour free fow speed is as follows:
Thoroughfare Width
Width is determined at each pedestrian crossing and is
measured curb face to curb face. Optimal walking widths
receive up to 10 points. According to pedestrian studies,
most pedestrians walk in the neighborhood of 4.0 feet/
second (about 3 mph), and elderly persons tend to walk
more slowly at 3.0 feet/second (roughly 2 mph). The nar-
rower the street, the less time a pedestrian is exposed
to vehicular traffc and hot asphalt. While walkers can
easily negotiate a two-lane, low speed roadway, crossing
a wide multi-lane roadway increases exposure to danger
and discomfort (Note for this measure: Subtract 10 of
width for angled parking). The measure for pedestrian
crossing width, measured from curb face to curb face is
assigned the following score:
Street Parking
Street Parking is measured as the percentage of a block
face where on-street parking is provided and often uti-
lized. Up to 10 Points are awarded for a thoroughfare
with vehicles parked on both sides. On-street parking
(either parallel or angle parking) is important, not only to
help distribute the parking load, but also to help manage
traffc speed. Parked cars also generate more pedestri-
ans, especially where turnover is frequent. The measure
here is not only the presence of striped parking spaces,
but of generally occupied parking spaces. If it is known
that spaces are flled during peak parking periods, day in
commercial and night in residential areas, then spaces
on the block may be considered as parked. The measure
for peak occupied, on-street parking presence is scored
according to the following table:
Walkability Measure Possible Points
15 mph 10
16-20 mph 8
21-25 mph 6
26-30 mph 4
>30 mph 0
32 10
33 - 42 8
43 - 54 6
55 - 66 4
>66 0
plan stone avenue
Sidewalk Design
The presence and character of sidewalks are necessary
features in ensuring a comfortable atmosphere for pe-
destrians. Sidewalks are not only where pedestrians are
best located, but also serve as meeting places, further
enhancing the walking experience. Sidewalk width, con-
nectivity and presence of pedestrian features such as
benches and shade trees all serve to improve pedestrian
conditions.
Sidewalk width
To function properly, sidewalks should be sized to ac-
commodate the walking environment and its context. In
an Urban Core, Urban Center or General Urban Tran-
sect zone, sidewalks should typically be at least 8 feet
wideand, often, greater width is desirable. In a low
density residential environment, a 4 foot wide sidewalk
might be suffcient. The measures for sidewalk width are
scored according to the following table:
Pedestrian connectivity
A high-quality, connected, pedestrian network provides
ease of walking and access through short (300 400)
blocks and/or mid-block pedestrian alleys. The measure
for pedestrian connectivity is distance between intersec-
tions or crossblock passages and scored according the
following table:
Presence and quality of pedestrian features
This measure considers the presence (or lack of) high
quality pedestrian features such as good sidewalk condi-
tion, lack of obstacles, ADA compliance, shade trees, and
street furniture.
Urban Design
The design of the built environment plays a vital role in
how walkable a place may be, especially in terms of how
inviting, safe and comfortable that design makes the pe-
destrian feel. Elements such as street enclosure help the
pedestrian to determine if a place is appropriately scaled
for people or cars; the former of which is much more in-
viting and comfortable for pedestrians. A noticeable mix
of land uses must also exist to invite pedestrians to the
street, as well as interesting building faades, providing
variety and attractive places to walk to and from.
Street enclosure
To provide a comfortable environment for pedestrians,
the ratio of building height to street width (measured
from building face to building face) should provide a feel-
ing of enclosure. In walkability literature, ideal mini-
mum enclosure ratios range from 1:1 to 1:6. Building
height to street width ratios are scored according to the
following table:
Land use mix
Walking is most likely when there is a specifc, inviting
and easily accessible place to go. The land use mix crite-
rion considers the mix of different kinds of land uses on
a block face, such as shopping, eating and drinking, hotel,
and residential land uses. Land use mix is scored for the
appropriate transect: The measure for land use mix is
the number of different types of land uses per block face
and is scored according to the following table:
Gather neighb
T3
Sub-Urban
T4
General
Urban
T5
Urban
Center
T6
Urban Core
>5 >6 >12 >20 5 each side=10
>4 to 5 >5 to 6 >8 to 12 >12 to 20 3 each side=6
>3 to 4 >4 to 5 >5 to 8 >8 to 12 2 each side=4
3 4 5 8 0 each side=0
76% - 100% of the block face 5 each side = 10
No on-street parking 0 each side = 0
300 5 each side = 10
301 to 400 4 each side = 8
401 to 500 3 each side = 6
501 to 600 2 each side = 4
>600 0 each side = 0
High quality
(High presence of qualitative
measures)
5 each side = 10
Moderate quality
(Qualitative measures are pres-
ent, but not to a large extent)
4 each side = 8
Low quality
(Some, but not many, of the quali-
tative measures are present)
3 each side = 6
Poor quality, or no pedestrian
features
2 each side = 4
Gather neighb
T4
General Urban
T5
Urban Center
T6
Urban Core
4+ 4+ 4+ 5 each side=10
3 3 3 3 each side=6
2 2 2 2 each side=4
1 1 1 0 each side=0
<1:1 10
1:1 to <1:3 8
1:3 to 1:6 6
>1:6 0
Faade design
Building facades that are varied, attractive and interesting
are also attractive to pedestrians. Blank walls are daunt-
ing and tend to discourage walking.
Transit/Bicycle Features
As the number of modal options increase, so too does
the presence of pedestrians, who are more comfortable
in an environment with ample transit and bicycle facili-
ties. One could consider that since most transit and bi-
cycle trips begin and end with walking, a larger number
of pedestrians will exist in locations where they are ac-
commodated.
Transit and/or bicycle features
Transit and bicycle features assure other non-automo-
tive components of mobility are satisfed. A high-quality
transit/bicycle environment will provide for safe travel
via slow traffc speed (20 mph or less) and will have ap-
pealing transit/bicycle features, as shown scored in the
table below:
Application Experience
HPEs Walkability Index has been applied successfully in
several communities, and is in a constant state of refne-
ment as lessons learned from each use are employed
to make Index adjustments. Notable examples of Walk-
ability Index experience to date include the following
locations:
Towson, Maryland
The Walkability Index was used during Walkable Towson
Plan preparation for Baltimore County, Maryland. Towson
has a traditional downtown that once was thriving, but
now is a 9 to 5 district dominated by offce workers.
Walkable Towson is an effort to transform downtown
into a vibrant, pedestrian friendly destination. To gauge
current walkability, TND Planning Group design team
trained County staff to administer the index. Staff then
scored street segments throughout the planning area.
Total walkability scores ranged from 11 (uncomfort-
able/hazardous for walking) to 67 (moderately walkable).
During the Walkable Towson design charrette, the Index
was used again to evaluate how recommended changes
to land use and the transportation network would affect
Walkability Index scores. In both applications, after Index
scores were tallied for each street segment the results
were displayed on a map, with street segments colored
coded from highest score (green) to lowest (red).
Savannah
HPE applied the Walkability Index to Savannah, Georgias,
Broughton Street. In this old section of the city with its
extensive grid of pedestrian-oriented streets and ap-
pealing destinations, index scores ranged from 72 (very
walkable) to 96 (high walkability).
Portsmouth
HPE applied the Walkability Index to Portsmouth, Vir-
ginias High Street during a Downtown Revitalization
charrette. Portsmouth has a fne-grained network of
walkable streets. High Street is the commercial center
of Portsmouth with many pedestrian-oriented features,
scoring 59 (moderately walkable) to-74 (very walkable),
along a six block analysis.
Sarasota
For the Citys Connecting Downtown to the Bayfront
study, TransAssociates applied the Walkability Index to a
nineteen block section of US 41, a currently auto-domi-
nant 45mph thoroughfare passing north-south through
the heart of Sarasota. Scores ranged from 5 (uncomfort-
able/hazardous to walking) to 36 (basic walkability).
Conclusions
An easily applied walkability index can be a valuable assist
to the urban design process. It demonstrates improve-
ments that can be made to streets that are now unwalk-
able. It also aids by guiding the design of new streets to
insure walkability.
Acknowledgements
HPE would like to thank the Baltimore County, Mary-
land, planning staff for their assistance with walkability
index application and refnement during the early days
of development.
Author Information
Richard A. Hall, P.E.
President
Hall Planning & Engineering, Inc.
322 Beard Street
Tallahassee, Florida 32303
Phone: 850-222-2277
Email: rickhall@hpe-inc.com
Small units; many doors
(15-20 doors/block face); lots of
character
5 each side = 10
Small units; many doors
(10-14 doors/block face); many
details
4 each side = 8
Mix of large and small units
(6-9 doors/block face); few details
3 each side = 6
Large units; little variation
(2-5 doors/block face); few or no
details
2 each side = 4
Large units; few or no doors
(0-1 doors/block face); uni-
form facade
0 each side=0
Presence of bus stops and bicycle racks 10 points
Presence of bus stops and bicycle racks 5 points
No bus stops or bicycle racks 0 points
>1:6 0
plan stone avenue
References
Durkin, M and T. Pheby. York: Aiming to be the UKs
First Traffc Calmed City. PTRC
Education and Research Services, Ltd., London, Eng-
land, 1992; pp.73-90)
Florida Pedestrian Planning and Design Guidelines.
(University of North Carolina Highway Safety Re-
search Center; for the Florida Department of Trans-
portation, May, 1996; pp. 21-23)
Jan Gehl, Lotte Johansen, Kaefer and Solvejg Reigstad.
Close Encounters with Buildings. Urban Design In-
ternational, No. 11, 2006.
HPE Walkability Index Assessment of Stone Avenue Existing Conditions
Stone Avenue between Fern Street and Park/E North
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plan stone avenue
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plan stone avenue
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S i d e A
S i d e B
S i d e A
S i d e B
Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
Connectivity
7
Pedestrian
Features
Street
Enclosure
1 2
Land Use
Mix
Faade
Design
Transit/
Bicycle
8 9 10 3 4 5 6
6 2 0
2
4 8 6
6.25 6.25 1.375
8 4
8
8
2
0
1.5 6.375 1.5 0.75
0
0
4 0
4 8
40
36
Total Average Park/E North 0 5.75 0
8 Stone Avenue
Park/E North 0 4 0
Vannoy St
Stone Avenue
Hilly St 0
22
2
0
Stone Avenue
Fern St 0 6 0 5
5
10 0 0
6
4 6
0 0
0
45
0
0 0 7 0
0
20
0
0
Bennett St 10 8 0
4 Column St 0 6 0
6 0
26
5 Stone Avenue
Cemetary/Spartanburg
St
0 6
Wade Hampton Blvd
0 4 Stone Avenue
24
2 Stone Avenue
Bennett St 0 6 0 7 6
0
2 6
25
3 Stone Avenue
Wade Hampton Blvd 0 6 0 6
Connectivity
Pedestrian
Features
Street
Enclosure
Land Use
Mix
Faade
Design
Transit/
Bicycle
1 Stone Avenue
Vannoy St 0 6
Fern St
Hilly St
Cemetary/Spartanburg St
Column St
7
0 7 10 3 0 8 2 0 Elizabeth St
Rutherford St.
STONE AVENUE (GREENVILLE) WALKABILITY INDEX RESULTS
Entry # Street
Segment
Walkability Measures Summary
1 2 3 4 5 6 7 8 9 10
Total
To From Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
9 Stone Avenue Rowley St Elizabeth St 0 6 0 5 3 0 6 5 2 6 33
30.5333333
Total
0 10 Stone Avenue N Main St Rowley St 0 4 7 6 2 0 6 2 0 27
11 Stone Avenue Townes St N Main St 0 6 0 6 6 4 0 8 2 0 32
12 Stone Avenue Wilton St Townes St 0 6 0 6 0 4 6 6 6 0 34
13 Stone Avenue Robinson Wilton St 0 6 0 4 0 4 6 7 7 0 34
14 Stone Avenue Ivey St Robinson St 0 6 0 6 10 6 0 6 6 0 40
15 Stone Avenue Rutherford St. Ivey St 0 4 0 4 20 0 0 0 10 2 0
plan stone avenue
HPE Walkability Index Assessment of North Main Street Existing Conditions
Main Street between Coffee Street and North Street
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M a i n S t r e e t
S i d e A
S i d e B
Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
Connectivity
Pedestrian
Features
7 8 9 10
Total
Street
Enclosure
Land Use
Mix
Faade
Design
Transit/
Bicycle
1.3333333 8 90.6666667
1 2 3 4 5 6
0 10 6 10 0 5.66666667 Total Average McBee Ave North St 4 5.33333333
2 8 90 0 10 0 10 0 7
0 8 92
3 Main Street McBee Ave Washington St 4 6
0 10 10 10 0 4
2 8 90
2 Main Street Washington St Coffee St 4 6
0 10 8 10 0 6 1 Main Street Coffee St North St 4 4
To From Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
Connectivity
Pedestrian
Features
Street
Enclosure
6 7 8 9 10
Total
Land Use
Mix
Faade
Design
Transit/
Bicycle
NORTH MAIN STREET (GREENVILLE) WALKABILITY INDEX RESULTS
Entry # Street
Segment
1 2 3 4 5
plan stone avenue
Walkability Index Assessment of Stone Avenue Phase I Future Conditions Transportation-only Modifications
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ly
S i d e A
S i d e B
S i d e A
S i d e B
Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
Connectivity
7
Pedestrian
Features
Street
Enclosure
1 2
Land Use
Mix
Faade
Design
Transit/
Bicycle
8 9 10 3 4 5 6
6 2 10
2
10 8
10 4.75 10
10 4
4
8
8
10
8
1.5 5.875 1.25 8
0
8
4 0
6
10 8
54
72
Park/E North 4 4 0
Vannoy St
Stone Avenue
Hilly St 4
0
Stone Avenue
Fern St 4 6 0 10
10
0
10 10 0
0
10 6
10 0
10
6
8
72
10
0 0 7 8
8
47
0
0 10
10 Column St 6 6 0
54
5 Stone Avenue
St
4 6
Wade Hampton Blvd
0
54
2
52
2 Stone Avenue
Bennett St 6 6 10 10
6 0
8
2 8
52
3 Stone Avenue
Connectivity
Pedestrian
Features
Street
Enclosure
Land Use
Mix
Faade
Design
4 Stone Avenue
Bennett St 10
Transit/
Bicycle
1 Stone Avenue
Vannoy St 6 6
Fern St
Hilly St
Column St
7
10 10 6 10 6 8 Stone Avenue 2 8 Elizabeth St
Rutherford St
Entry # Street
Segment
1 2 3 4 5 6 7 8 9 10
Total
To From Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
61.6666667
Total
10 10 Stone Avenue N Main St Rowley St 6 4 6 10 0 6 2 8 62
13 Stone Avenue Robinson St Wilton St 6 6 10 10 0 10 6 6 6 8 68
15 Stone Avenue Rutherford St Ivey St 6 6 10 10 68 0 10 6 6 6 8
plan stone avenue
Walkability Index Assessment of Stone Avenue Phase II Future Conditions Transportation plus Land Use Modifications
W
A
L
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B
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d
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r
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4
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A

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plan stone avenue
Speed
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Width
On-Street
Parking
Sidewalk
Width
Connectivity
7
Pedestrian
Features
Street
Enclosure
1 2
Land Use
Mix
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Design
Transit/
Bicycle
8 9 10 3 4 5 6
6 6 10
2
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10 7 10
10 10
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8 Stone Avenue
Park/E North 4 4 0
Vannoy St
Stone Avenue
Hilly St 4
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Fern St 4 6 0 10
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10 Column St 6 6 10
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0 4 Stone Avenue
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Design
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Vannoy St 6 6
Fern St
Hilly St
Column St
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Rutherford St
Entry # Street
Segment
1 2 3 4 5 6 7 8 9 10
Total
To From Speed
Pavement
Width
On-Street
Parking
Sidewalk
Width
73.1333333
Total
10 10 Stone Avenue N Main St Rowley St 6 4 10 10 10 8 10 10 8 86
13 Stone Avenue Robinson St Wilton St 6 6 10 10 0 10 6 10 6 8 72
15 Stone Avenue Rutherford St Ivey St 6 6 10 10 83 10 10 6 10 7 8
Rutherford Street and Stone Avenue Traffic Counts (Provided by City of Greenville)
Aug-07 Rutherford St. (SB) W. Stone Ave. (WB) Rutherford St. (NB) W. Stone Ave. (EB)
L T R Sum L T R Sum L T R Sum L T R Sum
7:00 AM 7:15 AM 84 159 7 250 16 19 47 82 1 89 11 101 15 51 2 68 501
7:15 AM 7:30 AM 105 181 13 299 22 22 59 103 2 84 19 105 21 70 6 97 604
7:30 AM 7:45 AM 119 199 16 334 19 31 51 101 1 93 16 110 20 65 5 90 635
7:45 AM 8:00 AM 143 260 25 428 17 27 54 98 2 103 12 117 23 79 7 109 752 2,492
Total 451 799 61 1,311 74 99 211 384 6 369 58 433 79 265 20 364
8:00 AM 8:15 AM 115 256 16 387 21 40 83 144 0 104 16 120 17 68 3 88 739 2,730
8:15 AM 8:30 AM 120 226 12 358 15 28 79 122 4 95 25 124 14 64 6 84 688 2,814
Peak Hour 497 941 69 1,507 72 126 267 465 7 395 69 471 74 276 21 371
8:30 AM 8:45 AM 111 194 8 313 16 22 88 126 5 96 17 118 17 51 4 72 629 2,808
8:45 AM 9:00 AM 93 183 4 280 15 26 77 118 2 81 18 101 13 48 3 64 563 2,619
Total 439 859 40 1,338 67 116 327 510 11 376 76 463 61 231 16 308
11:00 AM 11:15 AM 79 141 8 228 22 34 70 126 2 139 16 157 11 41 2 54 565
11:15 AM 11:30 AM 72 130 10 212 23 29 78 130 1 111 13 125 10 26 1 37 504
11:30 AM 11:45 AM 88 129 7 224 17 33 84 134 1 122 20 143 17 34 2 53 554
11:45 AM 12:00 PM 84 137 4 225 24 44 80 148 3 127 17 147 20 31 3 54 574 2,197
Total 323 537 29 889 86 140 312 538 7 499 66 572 58 132 8 198
12:00 PM 12:15 PM 78 125 6 209 19 50 83 152 2 132 12 146 13 30 4 47 554 2,186
12:15 PM 12:30 PM 69 149 13 231 31 34 77 142 1 141 18 160 16 25 3 44 577 2,259
12:30 PM 12:45 PM 77 164 11 252 26 41 89 156 0 147 15 162 13 36 5 54 624 2,329
12:45 PM 1:00 PM 80 151 16 247 23 39 87 149 3 113 32 148 11 31 2 44 588 2,343
Total 304 589 46 939 99 164 336 599 6 533 77 616 53 122 14 189
4:00 PM 4:15 PM 61 132 11 204 19 44 81 144 2 133 15 150 16 26 3 45 543
4:15 PM 4:30 PM 52 103 13 168 14 68 97 179 1 119 6 126 12 39 2 53 526
4:30 PM 4:45 PM 84 172 27 283 30 57 129 216 3 174 12 189 14 47 2 63 751
4:45 PM 5:00 PM 108 189 24 321 47 56 138 241 5 221 19 245 19 43 5 67 874 2,694
Total 305 596 75 976 110 225 445 780 11 647 52 710 61 155 12 228
5:00 PM 5:15 PM 125 219 37 381 56 81 164 301 2 265 35 302 23 69 7 99 1,083 3,234
5:15 PM 5:30 PM 92 165 21 278 31 71 103 205 4 239 26 269 14 79 3 96 848 3,556
Peak Hour 409 745 109 1,263 164 265 534 963 14 899 92 1,005 70 238 17 325
5:30 PM 5:45 PM 81 141 18 240 22 59 84 165 2 188 18 208 18 42 6 66 679 3,484
5:45 PM 6:00 PM 79 149 14 242 26 43 94 163 3 152 19 174 11 35 4 50 629 3,239
Total 377 674 90 1,141 135 254 445 834 11 844 98 953 66 225 20 311
2,199 4,054 341 6,594 571 998 2,076 3,645 52 3,268 427 3,747 378 1,130 90 1,598 15,584
plan stone avenue
Stone Avenue Synchro Analysis Report Existing Conditions
Lanes, Volumes, Timings
1: Laurens Rd. & E. Washington St 4/30/2010
Stone Avenue Existing Conditions Synchro 7 - Report
Hall Planning & Engineering, Inc. Page 1
Lane Group EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR
Lane Configurations
Volume (vph) 16 710 206 441 944 4 217 6 465 11 10 29
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 110 0 230 0 0 0 0 0
Storage Lanes 1 0 1 0 0 1 0 0
Taper Length (ft) 70 25 75 25 25 25 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.966 0.999 0.850 0.920
Flt Protected 0.950 0.950 0.954 0.989
Satd. Flow (prot) 1770 3419 0 1770 3536 0 0 1777 1583 0 1695 0
Flt Permitted 0.265 0.108 0.709 0.922
Satd. Flow (perm) 494 3419 0 201 3536 0 0 1321 1583 0 1580 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 38 1 45 33
Link Speed (mph) 35 35 35 25
Link Distance (ft) 1391 1252 1033 273
Travel Time (s) 27.1 24.4 20.1 7.4
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 18 807 234 501 1073 5 247 7 528 12 11 33
Shared Lane Traffic (%)
Lane Group Flow (vph) 18 1041 0 501 1078 0 0 254 528 0 56 0
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Turn Type Perm pm+pt Perm pm+ov Perm
Protected Phases 2 1 6 8 1 4
Permitted Phases 2 6 8 8 4
Minimum Split (s) 24.0 24.0 15.0 15.0 15.0 15.0 15.0 28.0 28.0
Total Split (s) 39.0 39.0 0.0 36.0 75.0 0.0 31.0 31.0 36.0 31.0 31.0 0.0
Total Split (%) 36.8% 36.8% 0.0% 34.0% 70.8% 0.0% 29.2% 29.2% 34.0% 29.2% 29.2% 0.0%
Maximum Green (s) 33.0 33.0 32.0 69.0 25.0 25.0 32.0 25.0 25.0
Yellow Time (s) 4.0 4.0 3.5 4.0 4.0 4.0 3.5 4.0 4.0
All-Red Time (s) 2.0 2.0 0.5 2.0 2.0 2.0 0.5 2.0 2.0
Lost Time Adjust (s) -3.0 -3.0 -1.0 -1.0 -3.0 -1.0 -3.0 -3.0 -3.0 -3.0 -3.0 -1.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Walk Time (s) 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 14.0 14.0 18.0 18.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 36.0 36.0 72.0 72.0 28.0 66.0 28.0
Actuated g/C Ratio 0.34 0.34 0.68 0.68 0.26 0.62 0.26
v/c Ratio 0.11 0.88 0.80 0.45 0.73 0.53 0.13
Control Delay 15.4 30.2 34.8 8.6 49.2 12.4 16.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 15.4 30.2 34.8 8.6 49.2 12.4 16.3
LOS B C C A D B B
Approach Delay 29.9 16.9 24.4 16.3
Approach LOS C B C B
Intersection Summary
Area Type: Other
Cycle Length: 106
Actuated Cycle Length: 106
Offset: 3 (3%), Referenced to phase 2:EBTL and 6:WBTL, Start of Yellow
Natural Cycle: 80
Control Type: Pretimed
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 22.5 Intersection LOS: C
Intersection Capacity Utilization 79.6% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 1: Laurens Rd. & E. Washington St
2: I-385 SB Ramps & Stone Ave. 4/30/2010
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Volume (vph) 47 7 200 0 0 0 371 838 0 0 1095 164
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.91 0.91
Frt 0.860 0.850 0.980
Flt Protected 0.950 0.950
Satd. Flow (prot) 1770 1522 1504 0 0 0 1770 3539 0 0 4984 0
Flt Permitted 0.950 0.095
Satd. Flow (perm) 1770 1522 1504 0 0 0 177 3539 0 0 4984 0
Satd. Flow (RTOR) 113 117 30
Link Distance (ft) 709 681 270 293
Travel Time (s) 16.1 15.5 5.3 5.7
Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87
Adj. Flow (vph) 54 8 230 0 0 0 426 963 0 0 1259 189
Shared Lane Traffic (%) 49%
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turn Type Perm Perm pm+pt
Protected Phases 4 1 6 2
Permitted Phases 4 4 6
Minimum Split (s) 11.0 11.0 11.0 11.0 33.0 31.0
Total Split (s) 20.0 20.0 20.0 0.0 0.0 0.0 44.0 86.0 0.0 0.0 42.0 0.0
Total Split (%) 18.9% 18.9% 18.9% 0.0% 0.0% 0.0% 41.5% 81.1% 0.0% 0.0% 39.6% 0.0%
Maximum Green (s) 14.0 14.0 14.0 38.0 80.0 35.5
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.5 3.0
Lead/Lag Lag Lead
Lead-Lag Optimize? Yes Yes
Walk Time (s) 4.0 4.0
Flash Dont Walk (s) 12.0 18.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 17.0 17.0 17.0 83.0 83.0 38.5
Actuated g/C Ratio 0.16 0.16 0.16 0.78 0.78 0.36
v/c Ratio 0.19 0.36 0.35 0.56 0.35 0.79
Control Delay 40.6 12.0 10.4 7.6 1.0 32.5
Queue Delay 0.0 0.0 0.0 1.2 0.1 0.0
Total Delay 40.6 12.0 10.4 8.8 1.1 32.6
LOS D B B A A C
Approach Delay 16.7 3.5 32.6
Approach LOS B A C
Area Type: Other
Cycle Length: 106
Offset: 27 (25%), Referenced to phase 2:NWT and 6:SETL, Start of Yellow
Natural Cycle: 60
Intersection Signal Delay: 18.2 Intersection LOS: B
Intersection Capacity Utilization 59.9% ICU Level of Service B
Splits and Phases: 2: I-385 SB Ramps & Stone Ave.
plan stone avenue
3: I-385 NB Ramps & Stone Ave. 4/30/2010
Lane Configurations
Volume (vph) 0 0 0 125 3 584 0 1093 23 147 1019 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 16 12 12 12 12 12 12 12 12 12 12
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.88 1.00 0.91 0.91 1.00 0.95 1.00
Frt 0.850 0.997
Flt Protected 0.950 0.954 0.950
Satd. Flow (prot) 0 0 0 1681 1688 2787 0 5070 0 1770 3539 0
Flt Permitted 0.950 0.954 0.132
Satd. Flow (perm) 0 0 0 1681 1688 2787 0 5070 0 246 3539 0
Satd. Flow (RTOR) 185 4
Travel Time (s) 14.5 19.9 10.0 5.3
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 0 0 0 139 3 649 0 1214 26 163 1132 0
Headway Factor 1.00 0.85 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Minimum Split (s) 28.5 28.5 28.5 31.0 11.0 33.0
Total Split (s) 0.0 0.0 0.0 35.0 35.0 35.0 0.0 51.0 0.0 20.0 71.0 0.0
Total Split (%) 0.0% 0.0% 0.0% 33.0% 33.0% 33.0% 0.0% 48.1% 0.0% 18.9% 67.0% 0.0%
Maximum Green (s) 28.5 28.5 28.5 45.0 14.0 65.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.5 2.5 2.5 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lead
Walk Time (s) 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 18.0 18.0 18.0 14.0 14.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 31.5 31.5 31.5 48.0 68.0 68.0
v/c Ratio 0.14 0.14 0.68 0.54 0.41 0.50
Control Delay 28.4 28.4 27.1 12.4 9.9 2.1
Queue Delay 0.0 0.0 0.0 0.0 1.0 1.8
Total Delay 28.4 28.4 27.1 12.4 11.0 3.8
LOS C C C B B A
Approach LOS C B A
Area Type: Other
Cycle Length: 106
Offset: 60 (57%), Referenced to phase 2:NWTL and 6:SET, Start of Yellow
Natural Cycle: 75
Splits and Phases: 3: I-385 NB Ramps & Stone Ave.
4: E. Park Ave. & Stone Ave. 4/30/2010
Lane Configurations
Volume (vph) 57 590 170 106 393 124 76 718 26 220 1142 178
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 35 25 25 25 25 25 85 25
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Frt 0.966 0.964 0.995 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3419 0 1770 3412 0 1770 3522 0 1770 3468 0
Flt Permitted 0.439 0.136 0.124 0.133
Satd. Flow (perm) 818 3419 0 253 3412 0 231 3522 0 248 3468 0
Link Distance (ft) 1012 767 1727 514
Travel Time (s) 23.0 14.9 33.6 10.0
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 63 648 187 116 432 136 84 789 29 242 1255 196
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turn Type Perm pm+pt Perm pm+pt
Minimum Split (s) 28.0 28.0 12.0 28.0 28.0 28.0 12.0 28.0
Total Split (s) 31.0 31.0 0.0 15.0 46.0 0.0 38.0 38.0 0.0 22.0 60.0 0.0
Total Split (%) 29.2% 29.2% 0.0% 14.2% 43.4% 0.0% 35.8% 35.8% 0.0% 20.8% 56.6% 0.0%
Maximum Green (s) 25.0 25.0 10.5 40.0 32.0 32.0 17.5 54.0
Yellow Time (s) 4.0 4.0 3.5 4.0 4.0 4.0 3.5 4.0
All-Red Time (s) 2.0 2.0 1.0 2.0 2.0 2.0 1.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Walk Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 18.0 18.0 18.0 18.0 18.0 18.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 28.0 28.0 43.0 43.0 35.0 35.0 57.0 57.0
Actuated g/C Ratio 0.26 0.26 0.41 0.41 0.33 0.33 0.54 0.54
v/c Ratio 0.29 0.90 0.42 0.40 1.11 0.70 0.60 0.77
Control Delay 35.6 50.1 25.1 21.4 172.2 37.5 23.5 13.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3
Total Delay 35.6 50.1 25.1 21.4 172.2 37.5 23.5 13.7
LOS D D C C F D C B
Approach Delay 49.1 22.0 50.0 15.1
Approach LOS D C D B
Area Type: Other
Cycle Length: 106
Offset: 52 (49%), Referenced to phase 2:NWTL and 6:SETL, Start of Yellow
Natural Cycle: 90
Intersection Capacity Utilization 82.4% ICU Level of Service E
Splits and Phases: 4: E. Park Ave. & Stone Ave.
plan stone avenue
5: Stone Ave. & Column St 4/30/2010
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 3 647 32 9 921 164 17 16 9 132 32 7
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Frt 0.993 0.978 0.968 0.994
Satd. Flow (prot) 0 3514 0 0 3461 0 0 3357 0 0 3388 0
Flt Permitted 0.952 0.948 0.832 0.743
Satd. Flow (perm) 0 3346 0 0 3281 0 0 2850 0 0 2614 0
Travel Time (s) 13.8 33.6 8.2 12.0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 3 727 36 10 1035 184 19 18 10 148 36 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turn Type Perm Perm Perm Perm
Permitted Phases 2 6 8 4
Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0
Total Split (s) 82.0 82.0 0.0 82.0 82.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 77.4% 77.4% 0.0% 77.4% 77.4% 0.0% 22.6% 22.6% 0.0% 22.6% 22.6% 0.0%
Maximum Green (s) 76.0 76.0 76.0 76.0 18.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Walk Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 79.0 79.0 21.0 21.0
Actuated g/C Ratio 0.75 0.75 0.20 0.20
v/c Ratio 0.31 0.50 0.08 0.37
Control Delay 0.5 2.6 29.3 38.3
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 0.5 2.6 29.3 38.3
LOS A A C D
Approach Delay 0.5 2.6 29.3 38.3
Approach LOS A A C D
Area Type: Other
Cycle Length: 106
Natural Cycle: 50
Intersection Signal Delay: 5.5 Intersection LOS: A
Splits and Phases: 5: Stone Ave. & Column St
6: Stone Ave. & Wade Hampton Blvd 4/30/2010
Lane Configurations
Volume (vph) 192 683 10 2 832 6 5 11 13 8 4 244
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 13 13 13 14 14 14 16 16 16 13 13 13
Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 0.95 0.95
Frt 0.998 0.999 0.939 0.864 0.850
Flt Protected 0.989 0.991 0.997
Satd. Flow (prot) 0 3610 0 0 3771 0 0 1964 0 0 1575 1554
Flt Permitted 0.530 0.953 0.991 0.997
Satd. Flow (perm) 0 1934 0 0 3594 0 0 1964 0 0 1575 1554
Right Turn on Red Yes Yes Yes No
Travel Time (s) 8.1 13.8 10.5 13.5
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 218 776 11 2 945 7 6 12 15 9 5 277
Headway Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.85 0.85 0.85 0.96 0.96 0.96
Turn Type pm+pt Perm Split Split pt+ov
Protected Phases 5 2 6 4 4 8 8 8 5
Permitted Phases 2 6
Minimum Split (s) 12.0 22.0 15.0 15.0 12.0 12.0 15.0 15.0
Total Split (s) 22.0 76.0 0.0 54.0 54.0 0.0 15.0 15.0 0.0 15.0 15.0 37.0
Total Split (%) 20.8% 71.7% 0.0% 50.9% 50.9% 0.0% 14.2% 14.2% 0.0% 14.2% 14.2% 34.9%
Maximum Green (s) 15.9 69.1 47.1 47.1 8.0 8.0 8.0 8.0
Yellow Time (s) 3.4 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.7 2.9 2.9 2.9 3.0 3.0 3.0 3.0
Total Lost Time (s) 5.1 3.9 3.0 3.9 3.9 3.0 4.0 6.0 3.0 4.0 4.0 4.0
Lead/Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes
Walk Time (s) 4.0
Flash Dont Walk (s) 10.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 72.1 50.1 9.0 11.0 33.0
Actuated g/C Ratio 0.68 0.47 0.08 0.10 0.31
v/c Ratio 0.63 0.56 0.18 0.90 0.30
Control Delay 6.8 7.5 32.1 93.4 28.6
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 6.8 7.5 32.1 93.4 28.6
6: Stone Ave. & Wade Hampton Blvd 4/30/2010
LOS A A C F C
Approach LOS A A C E
Area Type: Other
Cycle Length: 106
Natural Cycle: 60
Intersection Capacity Utilization 65.6% ICU Level of Service C
Splits and Phases: 6: Stone Ave. & Wade Hampton Blvd
plan stone avenue
7: Stone Ave. & Bennett St 4/30/2010
Lane Configurations
Volume (vph) 16 785 7 9 1019 79 17 26 12 33 15 21
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 13 13 13 14 14 14
Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.999 0.989 0.970 0.959
Flt Protected 0.999 0.985 0.977
Satd. Flow (prot) 0 3532 0 0 3500 0 0 1839 0 0 1862 0
Flt Permitted 0.919 0.947 0.908 0.867
Satd. Flow (perm) 0 3249 0 0 3315 0 0 1695 0 0 1652 0
Travel Time (s) 27.8 8.1 11.2 11.2
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 17 835 7 10 1084 84 18 28 13 35 16 22
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.92 0.92 0.92
Minimum Split (s) 15.0 15.0 15.0 15.0 13.0 13.0 13.0 13.0
Total Split (s) 86.0 86.0 0.0 86.0 86.0 0.0 20.0 20.0 0.0 20.0 20.0 0.0
Total Split (%) 81.1% 81.1% 0.0% 81.1% 81.1% 0.0% 18.9% 18.9% 0.0% 18.9% 18.9% 0.0%
Maximum Green (s) 80.0 80.0 80.0 80.0 14.0 14.0 14.0 14.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Act Effct Green (s) 83.0 83.0 17.0 17.0
v/c Ratio 0.34 0.45 0.21 0.26
Control Delay 3.9 1.4 34.7 33.4
Queue Delay 0.0 0.1 0.0 0.0
Total Delay 3.9 1.5 34.7 33.4
LOS A A C C
Approach LOS A A C C
Area Type: Other
Cycle Length: 106
Natural Cycle: 40
Intersection Capacity Utilization 50.0% ICU Level of Service A
Splits and Phases: 7: Stone Ave. & Bennett St
8: Stone Ave. & N. Main St. 4/30/2010
Lane Configurations
Volume (vph) 40 646 57 121 885 145 92 212 157 166 236 27
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 11 11 12 11 11 12 12 12 12 12 12
Taper Length (ft) 80 25 50 25 45 25 20 25
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.988 0.979 0.850 0.985
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3380 0 1770 3349 0 1770 1863 1583 1770 1835 0
Flt Permitted 0.105 0.182 0.406 0.321
Satd. Flow (perm) 196 3380 0 339 3349 0 756 1863 1583 598 1835 0
Link Distance (ft) 542 1425 1272 503
Travel Time (s) 10.6 27.8 24.8 9.8
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 45 726 64 136 994 163 103 238 176 187 265 30
Headway Factor 1.00 1.04 1.04 1.00 1.04 1.04 1.00 1.00 1.00 1.00 1.00 1.00
Turn Type pm+pt pm+pt pm+pt Perm pm+pt
Protected Phases 5 2 1 6 3 8 7 4
Minimum Split (s) 12.0 28.0 12.0 22.0 12.0 28.0 28.0 12.0 28.0
Total Split (s) 12.0 43.0 0.0 15.0 46.0 0.0 15.0 28.0 28.0 20.0 33.0 0.0
Total Split (%) 11.3% 40.6% 0.0% 14.2% 43.4% 0.0% 14.2% 26.4% 26.4% 18.9% 31.1% 0.0%
Maximum Green (s) 8.0 37.0 11.0 40.0 11.0 22.0 22.0 16.0 27.0
Yellow Time (s) 3.0 4.0 3.0 4.0 3.0 4.0 4.0 3.0 4.0
All-Red Time (s) 1.0 2.0 1.0 2.0 1.0 2.0 2.0 1.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 5.0 3.0 3.0 3.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Walk Time (s) 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 18.0 11.0 18.0 18.0 18.0
Act Effct Green (s) 49.0 40.0 55.0 43.0 37.0 25.0 23.0 45.0 30.0
Actuated g/C Ratio 0.46 0.38 0.52 0.41 0.35 0.24 0.22 0.42 0.28
v/c Ratio 0.20 0.62 0.40 0.84 0.27 0.54 0.37 0.42 0.56
Control Delay 15.1 29.0 13.3 24.6 21.1 40.9 7.6 22.9 36.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 15.1 29.0 13.3 24.6 21.1 40.9 7.6 22.9 36.8
LOS B C B C C D A C D
Approach Delay 28.2 23.4 25.6 31.4
Approach LOS C C C C
Area Type: Other
Cycle Length: 106
Natural Cycle: 80
Splits and Phases: 8: Stone Ave. & N. Main St.
plan stone avenue
9: Stone Ave. & Townes Ave 4/30/2010
Lane Configurations
Volume (vph) 43 703 40 36 910 71 30 66 30 26 34 15
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 11 12 11 12 11 11 13 13 12
Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.992 0.989 0.967 0.974
Flt Protected 0.997 0.998 0.989 0.983
Satd. Flow (prot) 0 3500 0 0 3493 0 0 1722 0 0 1843 0
Flt Permitted 0.792 0.889 0.932 0.890
Satd. Flow (perm) 0 2781 0 0 3112 0 0 1623 0 0 1669 0
Link Distance (ft) 2589 542 1207 471
Travel Time (s) 58.8 10.6 32.9 9.2
Peak Hour Factor 0.90 0.90 0.90 0.86 0.90 0.86 0.90 0.86 0.86 0.86 0.86 0.90
Adj. Flow (vph) 48 781 44 42 1011 83 33 77 35 30 40 17
Headway Factor 1.00 1.00 1.00 1.04 1.00 1.04 1.00 1.04 1.04 0.96 0.96 1.00
Minimum Split (s) 15.0 15.0 15.0 15.0 24.0 24.0 15.0 15.0
Total Split (s) 31.0 31.0 0.0 31.0 31.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 56.4% 56.4% 0.0% 56.4% 56.4% 0.0% 43.6% 43.6% 0.0% 43.6% 43.6% 0.0%
Maximum Green (s) 25.0 25.0 25.0 25.0 18.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 -3.0 0.0 -1.0 0.0 -3.0 -1.0 -3.0 -3.0 0.0
Total Lost Time (s) 6.0 6.0 4.0 3.0 6.0 3.0 6.0 3.0 3.0 3.0 3.0 4.0
Lead/Lag
Lead-Lag Optimize?
Act Effct Green (s) 25.0 25.0 21.0 21.0
v/c Ratio 0.69 0.80 0.23 0.13
Control Delay 15.2 18.2 10.1 10.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 15.2 18.2 10.1 10.0
LOS B B B B
Approach Delay 15.2 18.2 10.1 10.0
Approach LOS B B B B
Area Type: Other
Cycle Length: 55
Natural Cycle: 55
Splits and Phases: 9: Stone Ave. & Townes Ave
31: Earle St. & Wade Hampton Blvd. 4/30/2010
Lane Group EBL NBL2 NBL NBT NBR SBT NEL2 NEL NET SWL SWT
Lane Configurations
Volume (vph) 5 10 20 0 10 5 5 10 400 20 300
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 0
Storage Lanes 1 0 1 1 1
Taper Length (ft) 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 0.95
Frt 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 0 0 1770 1583 1863 0 1770 3539 1770 3539
Flt Permitted 0.950 0.551 0.495
Satd. Flow (perm) 1770 0 0 1863 1583 1863 0 1026 3539 922 3539
Right Turn on Red Yes
Satd. Flow (RTOR) 11
Link Speed (mph) 30 35 30 35 30
Link Distance (ft) 648 615 504 694 1077
Travel Time (s) 14.7 12.0 11.5 13.5 24.5
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 6 11 22 0 11 6 6 11 444 22 333
Lane Group Flow (vph) 6 0 0 33 11 6 0 17 444 22 333
Enter Blocked Intersection No No No No No No No No No No No
Lane Alignment Left Left Left Left Right Left Left Left Left Left Left
Median Width(ft) 12 0 0 12 12
Link Offset(ft) 0 0 0 0 0
Crosswalk Width(ft) 16 16 16 16 16
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 15 15 9 15 15 15
Number of Detectors 1 1 1 2 1 2 1 1 2 1 2
Detector Template Left Left Left Thru Right Thru Left Left Thru Left Thru
Leading Detector (ft) 20 20 20 100 20 100 20 20 100 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 20 20 6 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Perm Perm Perm Perm Perm Perm
Protected Phases 9 4 8 6 2
Permitted Phases 9 4 4 4 6 6 2
Detector Phase 9 4 4 4 4 8 6 6 6 2 2
31: Earle St. & Wade Hampton Blvd. 4/30/2010
Lane Group EBL NBL2 NBL NBT NBR SBT NEL2 NEL NET SWL SWT
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 12.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0
Total Split (s) 14.0 16.0 16.0 16.0 16.0 16.0 23.0 23.0 23.0 23.0 23.0
Total Split (%) 26.4% 30.2% 30.2% 30.2% 30.2% 30.2% 43.4% 43.4% 43.4% 43.4% 43.4%
Maximum Green (s) 8.0 10.0 10.0 10.0 10.0 10.0 17.0 17.0 17.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max C-Max C-Max C-Max
Act Effct Green (s) 5.8 6.8 6.8 6.6 42.5 42.5 42.5 42.5
v/c Ratio 0.03 0.14 0.05 0.03 0.02 0.16 0.03 0.12
Control Delay 21.2 19.2 11.1 19.4 5.6 3.9 7.1 4.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.2 19.2 11.1 19.4 5.6 3.9 7.1 4.9
LOS C B B B A A A A
Approach Delay 21.2 17.2 19.4 4.0 5.1
Approach LOS C B B A A
Area Type: Other
Cycle Length: 53
Offset: 26 (49%), Referenced to phase 2:SWTL and 6:NETL, Start of Yellow
Natural Cycle: 40
Control Type: Actuated-Coordinated
Splits and Phases: 31: Earle St. & Wade Hampton Blvd.
plan stone avenue
41: Stone Ave. & Rutherford St. 4/30/2010
Lane Configurations
Volume (vph) 70 238 17 164 265 534 14 899 92 409 745 109
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95
Frt 0.990 0.850 0.986 0.981
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3504 0 1770 1863 1583 1770 3490 0 1770 3472 0
Flt Permitted 0.306 0.453 0.301 0.093
Satd. Flow (perm) 570 3504 0 844 1863 1583 561 3490 0 173 3472 0
Travel Time (s) 4.4 58.8 21.4 14.8
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 78 264 19 182 294 593 16 999 102 454 828 121
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Number of Detectors 1 2 1 2 1 1 2 1 2
Detector Template Left Thru Left Thru Right Left Thru Left Thru
Leading Detector (ft) 20 100 20 100 20 20 100 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Channel
Turn Type pm+pt pm+pt Perm pm+pt pm+pt
Detector Phase 7 4 3 8 8 5 2 1 6
Switch Phase
Minimum Initial (s) 3.0 10.0 3.0 10.0 10.0 3.0 10.0 3.0 10.0
Minimum Split (s) 16.0 16.0 16.0 16.0 16.0 12.0 16.0 12.0 16.0
Total Split (s) 16.0 29.0 0.0 16.0 29.0 29.0 12.0 44.0 0.0 31.0 63.0 0.0
Total Split (%) 13.3% 24.2% 0.0% 13.3% 24.2% 24.2% 10.0% 36.7% 0.0% 25.8% 52.5% 0.0%
Maximum Green (s) 10.0 23.0 10.0 23.0 23.0 6.0 38.0 25.0 57.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 4.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None None
Act Effct Green (s) 29.4 20.6 32.2 24.2 24.2 43.8 38.0 71.4 66.6
v/c Ratio 0.34 0.47 0.60 0.78 0.93 0.06 0.99 0.97 0.49
Control Delay 33.6 46.0 41.6 61.6 38.1 14.2 65.7 70.2 18.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 33.6 46.0 41.6 61.6 38.1 14.2 65.7 70.2 18.6
LOS C D D E D B E E B
Approach Delay 43.3 45.2 65.0 35.3
Approach LOS D D E D
Area Type: Other
Cycle Length: 120
Offset: 0 (0%), Referenced to phase 2:NBTL, Start of Yellow
Natural Cycle: 120
Intersection Signal Delay: 47.1 Intersection LOS: D
Splits and Phases: 41: Stone Ave. & Rutherford St.
Stone Avenue Synchro Analysis Report Proposed Conditions
Stone Avenue Proposed Condition Synchro 7 - Report
Lane Configurations
Volume (vph) 16 710 206 441 944 4 217 6 465 11 10 29
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 70 25 75 25 25 25 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.966 0.999 0.850 0.920
Flt Protected 0.950 0.950 0.954 0.989
Satd. Flow (prot) 1652 3191 0 1652 3300 0 0 1659 1478 0 1582 0
Flt Permitted 0.265 0.108 0.709 0.922
Satd. Flow (perm) 461 3191 0 188 3300 0 0 1233 1478 0 1475 0
Link Distance (ft) 1391 1252 1033 273
Travel Time (s) 37.9 34.1 28.2 7.4
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 18 807 234 501 1073 5 247 7 528 12 11 33
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Turn Type Perm pm+pt Perm pm+ov Perm
Minimum Split (s) 24.0 24.0 15.0 15.0 15.0 15.0 15.0 28.0 28.0
Total Split (s) 39.0 39.0 0.0 36.0 75.0 0.0 31.0 31.0 36.0 31.0 31.0 0.0
Total Split (%) 36.8% 36.8% 0.0% 34.0% 70.8% 0.0% 29.2% 29.2% 34.0% 29.2% 29.2% 0.0%
Maximum Green (s) 33.0 33.0 32.0 69.0 25.0 25.0 32.0 25.0 25.0
Yellow Time (s) 4.0 4.0 3.5 4.0 4.0 4.0 3.5 4.0 4.0
All-Red Time (s) 2.0 2.0 0.5 2.0 2.0 2.0 0.5 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Walk Time (s) 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 14.0 14.0 18.0 18.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 36.0 36.0 72.0 72.0 28.0 66.0 28.0
v/c Ratio 0.11 0.94 0.86 0.48 0.78 0.56 0.14
Control Delay 16.4 34.1 41.1 9.0 54.2 13.3 16.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.4 34.1 41.1 9.0 54.2 13.3 16.5
LOS B C D A D B B
Approach Delay 33.8 19.2 26.6 16.5
Approach LOS C B C B
Area Type: Other
Cycle Length: 106
Natural Cycle: 90
Splits and Phases: 1: Laurens Rd. & E. Washington St
plan stone avenue
Lane Configurations
Volume (vph) 47 7 200 0 0 0 371 838 0 0 1095 164
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.91 0.91
Frt 0.860 0.850 0.980
Satd. Flow (prot) 1652 1420 1404 0 0 0 1652 3303 0 0 4651 0
Flt Permitted 0.950 0.095
Satd. Flow (perm) 1652 1420 1404 0 0 0 165 3303 0 0 4651 0
Travel Time (s) 19.3 18.6 7.4 8.0
Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87
Adj. Flow (vph) 54 8 230 0 0 0 426 963 0 0 1259 189
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Minimum Split (s) 11.0 11.0 11.0 11.0 33.0 31.0
Total Split (s) 20.0 20.0 20.0 0.0 0.0 0.0 44.0 86.0 0.0 0.0 42.0 0.0
Total Split (%) 18.9% 18.9% 18.9% 0.0% 0.0% 0.0% 41.5% 81.1% 0.0% 0.0% 39.6% 0.0%
Maximum Green (s) 14.0 14.0 14.0 38.0 80.0 35.5
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.5
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.5 3.0
Lead/Lag Lag Lead
Act Effct Green (s) 17.0 17.0 17.0 83.0 83.0 38.5
v/c Ratio 0.20 0.37 0.36 0.61 0.37 0.85
Control Delay 41.0 12.4 10.8 8.8 1.7 32.5
Queue Delay 0.0 0.0 0.0 1.1 0.1 0.0
Total Delay 41.0 12.4 10.8 9.9 1.9 32.5
LOS D B B A A C
Approach LOS B A C
Area Type: Other
Cycle Length: 106
Offset: 27 (25%), Referenced to phase 2:NWT and 6:SETL, Start of Yellow
Natural Cycle: 60
Splits and Phases: 2: I-385 SB Ramps & Stone Ave.
Lane Configurations
Volume (vph) 0 0 0 125 3 584 0 1093 23 147 1019 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.88 1.00 0.91 0.91 1.00 0.95 1.00
Frt 0.850 0.997
Flt Protected 0.950 0.954 0.950
Satd. Flow (prot) 0 0 0 1569 1576 2601 0 4732 0 1652 3303 0
Flt Permitted 0.950 0.954 0.132
Satd. Flow (perm) 0 0 0 1569 1576 2601 0 4732 0 229 3303 0
Satd. Flow (RTOR) 185 4
Travel Time (s) 17.5 23.9 14.0 7.4
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 0 0 0 139 3 649 0 1214 26 163 1132 0
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Minimum Split (s) 28.5 28.5 28.5 31.0 11.0 33.0
Total Split (s) 0.0 0.0 0.0 35.0 35.0 35.0 0.0 51.0 0.0 20.0 71.0 0.0
Total Split (%) 0.0% 0.0% 0.0% 33.0% 33.0% 33.0% 0.0% 48.1% 0.0% 18.9% 67.0% 0.0%
Maximum Green (s) 28.5 28.5 28.5 45.0 14.0 65.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.5 2.5 2.5 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lead
Walk Time (s) 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 18.0 18.0 18.0 14.0 14.0
Act Effct Green (s) 31.5 31.5 31.5 48.0 68.0 68.0
v/c Ratio 0.15 0.15 0.72 0.58 0.43 0.53
Control Delay 28.6 28.6 28.6 13.6 14.1 2.2
Queue Delay 0.0 0.0 0.0 0.0 1.0 2.0
Total Delay 28.6 28.6 28.6 13.6 15.1 4.1
LOS C C C B B A
Approach LOS C B A
Area Type: Other
Cycle Length: 106
Offset: 60 (57%), Referenced to phase 2:NWTL and 6:SET, Start of Yellow
Natural Cycle: 75
Splits and Phases: 3: I-385 NB Ramps & Stone Ave.
plan stone avenue
Lane Configurations
Volume (vph) 57 590 170 106 393 124 76 718 26 220 1142 178
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 35 25 25 25 25 25 85 25
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Frt 0.966 0.964 0.995 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1652 3191 0 1652 3184 0 1652 3287 0 1652 3237 0
Flt Permitted 0.439 0.136 0.124 0.133
Satd. Flow (perm) 763 3191 0 236 3184 0 216 3287 0 231 3237 0
Link Distance (ft) 1012 767 1727 514
Travel Time (s) 27.6 20.9 47.1 14.0
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 63 648 187 116 432 136 84 789 29 242 1255 196
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Turn Type Perm pm+pt Perm pm+pt
Minimum Split (s) 28.0 28.0 12.0 28.0 28.0 28.0 12.0 28.0
Total Split (s) 31.0 31.0 0.0 15.0 46.0 0.0 38.0 38.0 0.0 22.0 60.0 0.0
Total Split (%) 29.2% 29.2% 0.0% 14.2% 43.4% 0.0% 35.8% 35.8% 0.0% 20.8% 56.6% 0.0%
Maximum Green (s) 25.0 25.0 10.5 40.0 32.0 32.0 17.5 54.0
Yellow Time (s) 4.0 4.0 3.5 4.0 4.0 4.0 3.5 4.0
All-Red Time (s) 2.0 2.0 1.0 2.0 2.0 2.0 1.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Walk Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 18.0 18.0 18.0 18.0 18.0 18.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 28.0 28.0 43.0 43.0 35.0 35.0 57.0 57.0
v/c Ratio 0.31 0.96 0.45 0.43 1.18 0.75 0.64 0.83
Control Delay 36.5 60.2 26.2 21.8 191.4 37.6 31.5 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6
Total Delay 36.5 60.2 26.2 21.8 191.4 37.6 31.5 11.7
LOS D E C C F D C B
Approach Delay 58.6 22.6 51.9 14.6
Approach LOS E C D B
Area Type: Other
Cycle Length: 106
Offset: 52 (49%), Referenced to phase 2:NWTL and 6:SETL, Start of Yellow
Natural Cycle: 90
Splits and Phases: 4: E. Park Ave. & Stone Ave.
Lane Configurations
Volume (vph) 3 647 32 9 921 164 17 16 9 132 32 7
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.993 0.850 0.946 0.973
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1652 1726 0 0 1739 1478 1652 1645 0 1652 1692 0
Flt Permitted 0.163 0.993 0.728 0.739
Satd. Flow (perm) 283 1726 0 0 1726 1478 1266 1645 0 1285 1692 0
Travel Time (s) 8.9 47.1 11.5 16.8
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 3 727 36 10 1035 184 19 18 10 148 36 8
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Turn Type Perm Perm Perm Perm Perm
Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0
Total Split (s) 82.0 82.0 0.0 82.0 82.0 82.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 77.4% 77.4% 0.0% 77.4% 77.4% 77.4% 22.6% 22.6% 0.0% 22.6% 22.6% 0.0%
Maximum Green (s) 76.0 76.0 76.0 76.0 76.0 18.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 5.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Walk Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Flash Dont Walk (s) 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0 14.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0
Act Effct Green (s) 79.0 79.0 79.0 77.0 21.0 21.0 21.0 21.0
v/c Ratio 0.01 0.59 0.81 0.16 0.08 0.08 0.58 0.13
Control Delay 3.7 8.4 8.3 0.2 35.7 26.3 48.8 31.2
Queue Delay 0.0 1.6 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.7 10.0 8.3 0.2 35.7 26.3 48.8 31.2
LOS A A A A D C D C
Approach LOS A A C D
Area Type: Other
Cycle Length: 106
Natural Cycle: 80
Splits and Phases: 5: Stone Ave. & Column St
plan stone avenue
6: Stone Ave. & Mitchell St 4/30/2010
Lane Group EBT EBR WBL WBT NEL NER
Lane Configurations
Volume (vph) 683 10 2 932 5 13
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 100 0 0
Storage Lanes 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.998 0.893
Flt Protected 0.986
Satd. Flow (prot) 1735 0 0 1739 0 0
Flt Permitted 0.986
Satd. Flow (perm) 1735 0 0 1739 0 0
Link Speed (mph) 25 25 25
Link Distance (ft) 60 139 384
Travel Time (s) 1.6 3.8 10.5
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 776 11 2 1059 6 15
Lane Group Flow (vph) 787 0 0 1061 21 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Left Left Left Right
Median Width(ft) 0 0 0
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09
Turning Speed (mph) 9 15 15 9
Sign Control Free Free Stop
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization Err% ICU Level of Service H
Lane Configurations
Volume (vph) 16 785 7 9 1019 79 17 26 12 33 15 21
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.999 0.989 0.970 0.959
Flt Protected 0.950 0.950 0.985 0.977
Satd. Flow (prot) 1652 1737 0 1652 1719 0 0 1661 0 0 1629 0
Flt Permitted 0.102 0.262 0.895 0.853
Satd. Flow (perm) 177 1737 0 456 1719 0 0 1509 0 0 1422 0
Travel Time (s) 33.4 9.7 13.5 13.4
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 17 835 7 10 1084 84 18 28 13 35 16 22
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Minimum Split (s) 15.0 15.0 15.0 15.0 13.0 13.0 13.0 13.0
Total Split (s) 47.0 47.0 0.0 47.0 47.0 0.0 13.0 13.0 0.0 13.0 13.0 0.0
Total Split (%) 78.3% 78.3% 0.0% 78.3% 78.3% 0.0% 21.7% 21.7% 0.0% 21.7% 21.7% 0.0%
Maximum Green (s) 41.0 41.0 41.0 41.0 7.0 7.0 7.0 7.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lead/Lag
Lead-Lag Optimize?
Act Effct Green (s) 44.0 44.0 44.0 44.0 10.0 10.0
v/c Ratio 0.13 0.66 0.03 0.92 0.23 0.29
Control Delay 4.9 7.3 2.4 21.7 20.4 20.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.9 7.3 2.4 21.7 20.4 20.0
LOS A A A C C B
Approach Delay 7.2 21.5 20.4 20.0
Approach LOS A C C B
Area Type: Other
Cycle Length: 60
Natural Cycle: 60
Splits and Phases: 7: Stone Ave. & Bennett St
Lane Configurations
Volume (vph) 40 646 57 121 885 145 92 212 157 166 236 27
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 80 25 50 25 45 25 20 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1652 1722 1478 1652 1722 1478 1652 1739 1478 1652 1739 1478
Flt Permitted 0.091 0.143 0.328 0.299
Satd. Flow (perm) 158 1722 1478 249 1722 1478 570 1739 1478 520 1739 1478
Travel Time (s) 14.8 5.5 34.7 13.7
Peak Hour Factor 0.89 0.89 0.89 0.89 0.93 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Heavy Vehicles (%) 2% 3% 2% 2% 3% 2% 2% 2% 2% 2% 2% 2%
Adj. Flow (vph) 45 726 64 136 952 163 103 238 176 187 265 30
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Number of Detectors 1 1 1 1 1 1 1 1 1 1 1 1
Detector Template
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 50 50 50 50 50 50 50 50 50 50 50 50
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Turn Type pm+pt Perm pm+pt Perm pm+pt Perm pm+pt Perm
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 12.0 15.0 15.0 12.0 15.0 15.0 12.0 15.0 15.0 12.0 15.0 15.0
Total Split (s) 12.0 50.0 50.0 12.0 50.0 50.0 12.0 16.0 16.0 12.0 16.0 16.0
plan stone avenue
Total Split (%) 13.3% 55.6% 55.6% 13.3% 55.6% 55.6% 13.3% 17.8% 17.8% 13.3% 17.8% 17.8%
Maximum Green (s) 6.0 44.0 44.0 6.0 44.0 44.0 6.0 10.0 10.0 6.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0 5.0 3.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 51.9 47.0 45.0 54.0 51.8 49.8 18.0 13.0 11.0 19.0 15.4 13.4
Actuated g/C Ratio 0.58 0.52 0.50 0.60 0.58 0.55 0.20 0.14 0.12 0.21 0.17 0.15
v/c Ratio 0.22 0.81 0.08 0.53 0.96 0.19 0.52 0.95 0.54 0.94 0.89 0.12
Control Delay 9.1 26.6 6.9 15.2 42.4 7.6 37.2 85.4 13.6 85.1 71.2 17.1
Queue Delay 0.0 3.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.1 29.8 6.9 15.2 42.4 7.6 37.2 85.4 13.6 85.1 71.2 17.1
LOS A C A B D A D F B F E B
Approach Delay 26.9 34.9 51.4 73.2
Approach LOS C C D E
Area Type: Other
Cycle Length: 90
Natural Cycle: 90
Intersection Signal Delay: 41.5 Intersection LOS: D
Splits and Phases: 8: Stone Ave. & N. Main St.
Lane Configurations
Volume (vph) 43 703 40 36 910 71 30 66 30 26 34 15
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.992 0.850 0.967 0.974
Flt Protected 0.950 0.950 0.989 0.983
Satd. Flow (prot) 1652 1725 0 1652 1739 1478 0 1663 0 0 1665 0
Flt Permitted 0.105 0.225 0.925 0.879
Satd. Flow (perm) 183 1725 0 391 1739 1478 0 1555 0 0 1488 0
Link Distance (ft) 2589 542 1207 471
Travel Time (s) 70.6 14.8 32.9 12.8
Peak Hour Factor 0.90 0.90 0.90 0.86 0.90 0.86 0.90 0.86 0.86 0.86 0.86 0.90
Adj. Flow (vph) 48 781 44 42 1011 83 33 77 35 30 40 17
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Turn Type Perm Perm Perm Perm Perm
Minimum Split (s) 15.0 15.0 15.0 15.0 15.0 24.0 24.0 15.0 15.0
Total Split (s) 56.0 56.0 0.0 56.0 56.0 56.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 70.0% 70.0% 0.0% 70.0% 70.0% 70.0% 30.0% 30.0% 0.0% 30.0% 30.0% 0.0%
Maximum Green (s) 50.0 50.0 50.0 50.0 50.0 18.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 -3.0 0.0 -1.0 0.0 -3.0 -1.0 -3.0 -3.0 0.0
Total Lost Time (s) 6.0 6.0 4.0 3.0 6.0 5.0 6.0 3.0 3.0 3.0 3.0 4.0
Lead/Lag
Lead-Lag Optimize?
Act Effct Green (s) 50.0 50.0 53.0 50.0 51.0 21.0 21.0
v/c Ratio 0.42 0.76 0.16 0.93 0.09 0.34 0.22
Control Delay 21.6 16.6 6.9 30.3 4.1 23.4 21.1
Queue Delay 0.0 0.0 0.0 17.0 0.0 0.0 0.0
Total Delay 21.6 16.6 6.9 47.3 4.1 23.4 21.1
LOS C B A D A C C
Approach Delay 16.9 42.7 23.4 21.1
Approach LOS B D C C
Area Type: Other
Cycle Length: 80
Natural Cycle: 80
Splits and Phases: 9: Stone Ave. & Townes Ave
28: Stone Ave. & 4/30/2010
Lane Group EBL EBT EBR WBL WBT WBR NBL NBR NBR2 SWL2 SWL SWR
Lane Configurations
Volume (vph) 192 683 10 2 832 6 10 50 10 8 4 100
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.998 0.999 0.850 0.855
Flt Protected 0.950 0.950 0.950 0.950 0.998
Satd. Flow (prot) 1652 1735 0 1652 1737 0 1652 1478 0 1652 1483 0
Flt Permitted 0.213 0.300 0.950 0.713 0.998
Satd. Flow (perm) 370 1735 0 522 1737 0 1652 1478 0 1240 1483 0
Travel Time (s) 3.8 6.7 4.3 5.9
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 213 759 11 2 924 7 11 56 11 9 4 111
Lane Alignment Left Left Right Left Left Right Left Right Right Left Left Right
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Turning Speed (mph) 15 9 15 9 15 9 9 15 15 9
Protected Phases 4 8 2! 6!
Minimum Split (s) 15.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0
Total Split (s) 55.0 55.0 0.0 55.0 55.0 0.0 15.0 15.0 0.0 15.0 15.0 0.0
Total Split (%) 78.6% 78.6% 0.0% 78.6% 78.6% 0.0% 21.4% 21.4% 0.0% 21.4% 21.4% 0.0%
Maximum Green (s) 49.0 49.0 49.0 49.0 9.0 9.0 9.0 9.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 6.0 6.0 4.0 6.0 6.0 4.0 6.0 6.0 4.0 6.0 6.0 4.0
Lead/Lag
Lead-Lag Optimize?
Act Effct Green (s) 49.0 49.0 49.0 49.0 9.0 9.0 9.0 9.0
v/c Ratio 0.82 0.63 0.01 0.77 0.05 0.34 0.06 0.40
Control Delay 37.8 8.6 3.0 12.2 27.5 29.2 27.9 11.6
Queue Delay 0.0 0.0 0.0 0.9 0.0 0.0 0.0 0.0
Total Delay 37.8 8.6 3.0 13.1 27.5 29.2 27.9 11.6
LOS D A A B C C C B
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28: Stone Ave. & 4/30/2010
Lane Group EBL EBT EBR WBL WBT WBR NBL NBR NBR2 SWL2 SWL SWR
Approach Delay 14.9 13.1 29.0 12.7
Approach LOS B B C B
Area Type: Other
Cycle Length: 70
Offset: 0 (0%), Referenced to phase 2:NBL and 6:SWL, Start of Yellow
Natural Cycle: 70
! Phase conflict between lane groups.
Splits and Phases: 28: Stone Ave. &
30: Wade Hampton Blvd & 4/30/2010
Lane Configurations
Volume (vph) 0 0 0 0 0 10 0 250 0 0 112 150
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.865 0.850
Flt Protected
Satd. Flow (prot) 0 0 0 0 0 1504 0 1739 0 0 1739 1478
Flt Permitted
Satd. Flow (perm) 0 0 0 0 0 1504 0 1739 0 0 1739 1478
Travel Time (s) 9.5 7.9 5.9 6.1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 0 0 0 0 0 11 0 278 0 0 124 167
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Sign Control Stop Stop Free Free
Area Type: Other
35: Stone Ave. & 4/30/2010
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (vph) 5 804 840 10 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 50 50 0 0
Storage Lanes 1 1 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.850
Flt Protected 0.950
Satd. Flow (prot) 1652 1739 1739 1478 0 0
Flt Permitted 0.950
Satd. Flow (perm) 1652 1739 1739 1478 0 0
Travel Time (s) 6.7 8.9 7.9
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 6 893 933 11 0 0
Lane Alignment Left Left Left Right Left Right
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09
Sign Control Free Free Stop
Area Type: Other
36: Stone Ave. & 4/30/2010
Lane Group EBT EBR WBL WBT NWL NWR
Lane Configurations
Volume (vph) 785 10 0 100 932 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.998
Flt Protected 0.950
Satd. Flow (prot) 1735 0 0 1739 1652 0
Flt Permitted 0.950
Satd. Flow (perm) 1735 0 0 1739 1652 0
Travel Time (s) 9.7 9.5 1.6
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 872 11 0 111 1036 0
Lane Alignment Left Right Left Left Left Right
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09
Sign Control Free Yield Free
Area Type: Other
Intersection Capacity Utilization 100.2% ICU Level of Service G
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Lane Configurations
Volume (vph) 70 238 17 164 265 534 14 899 92 409 745 109
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Taper Length (ft) 25 25 25 25 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95
Frt 0.990 0.850 0.986 0.981
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1652 1721 0 1652 1739 1478 1652 3257 0 1652 3241 0
Flt Permitted 0.236 0.229 0.301 0.075
Satd. Flow (perm) 410 1721 0 398 1739 1478 523 3257 0 130 3241 0
Travel Time (s) 5.3 70.6 25.7 17.7
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 78 264 19 182 294 593 16 999 102 454 828 121
Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
Number of Detectors 1 2 1 2 1 1 2 1 2
Detector Template Left Thru Left Thru Right Left Thru Left Thru
Leading Detector (ft) 20 100 20 100 20 20 100 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Channel
Turn Type pm+pt pm+pt Perm pm+pt pm+pt
Detector Phase 7 4 3 8 8 5 2 1 6
Switch Phase
Minimum Initial (s) 3.0 10.0 3.0 10.0 10.0 3.0 10.0 3.0 10.0
Minimum Split (s) 16.0 16.0 16.0 16.0 16.0 12.0 16.0 12.0 16.0
Total Split (s) 16.0 33.0 0.0 16.0 33.0 33.0 12.0 53.0 0.0 38.0 79.0 0.0
Total Split (%) 11.4% 23.6% 0.0% 11.4% 23.6% 23.6% 8.6% 37.9% 0.0% 27.1% 56.4% 0.0%
Maximum Green (s) 10.0 27.0 10.0 27.0 27.0 6.0 47.0 32.0 73.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time (s) 6.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 4.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None None
Act Effct Green (s) 34.8 25.7 36.6 26.6 26.6 52.8 47.0 86.3 81.5
v/c Ratio 0.43 0.89 0.94 0.89 0.97 0.07 1.00 1.03 0.50
Control Delay 43.3 84.0 92.9 83.4 46.8 15.4 73.4 91.6 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.3 84.0 92.9 83.4 46.8 15.4 73.4 91.6 19.1
LOS D F F F D B E F B
Approach Delay 75.2 64.7 72.6 42.6
Approach LOS E E E D
Area Type: Other
Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL, Start of Yellow
Natural Cycle: 140
Intersection Signal Delay: 60.0 Intersection LOS: E
Intersection Capacity Utilization 93.1% ICU Level of Service F
Splits and Phases: 41: Stone Ave. & Rutherford St.
Stone Avenue Road Diet Phasing Plans
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Design Proposal for Modern Roundabouts
Alternative Intersection Design for Stone Avenue and North Main Street: Roundabout Analysis
B.2
B.5
mo d e r n r o u n d a b o u t s b
J anuar y 2011
Page B. 2 Dover, Kohl & Par t ner s J anuar y 2011
plan stone avenue
Design Proposal for Modern Roundabouts
As a long-term strategy for vehicular capacity, pedestrian
and bicycle safety, and place-making, the City of Green-
ville should create modern roundabouts at the intersec-
tion of Stone Avenue and North Main Street and at the
intersection of Wade Hampton Boulevard and Church
Street. Once transportation planning values shift na-
tionally, statewide, and locally, modern roundabouts may
receive greater favor and be desired for these locations.
Modern roundabouts may be easier to implement at
Wade Hampton Boulevard and Stone Avenue when the
US Route designation is removed from these roadways.
Roundabouts provide a greater sense of place because of
their distinctive shape and greater opportunities for ur-
ban design. They create a focal point at the end of major
streets and are valuable tools for wayfnding. Statuaries,
fountains, or landscaping can be placed in the center of
the roundabout, as part of a civic art program. The fol-
lowing images show the design of the roundabout and
the role it can play shaping future development. These
public and private investments create a distinctive and
memorable place at important intersections.
Roundabout Design and Safety
This effcient, and increasingly common, intersection type
accommodates traffc fow and capacity while creating a
greater sense of place and allowing safer conditions for
pedestrians. Walkability at a roundabout is increased be-
cause traffc speeds are lower as vehicles approach and
exit the roundabout, and pedestrians have fewer lanes
of traffc to cross at one time. Statistics have shown
roundabouts dramatically reduce fatalities (down 90%)
and decrease pedestrian accidents (down 30 to 40%).
Roundabouts are designed to achieve a consistent, low
vehicle speed (15 to 25 mph) to minimize crash po-
tential; this by nature renders them pedestrian-friendly.
When traffc volumes are light, many gaps are available
for pedestrian crossing. When vehicle volumes are high,
more vehicles pause at the yield line, allowing pedes-
trians to cross safely behind the frst vehicle. The pe-
destrian crosswalk should occur one car length back
(approximately 20 feet) from the yield line to place the
pedestrian safely in view of the second waiting vehicles
driver. Again, an appropriately low speed is the key pe-
destrian safety element of roundabout design.
Bicyclists are sometimes concerned about travel through
a roundabout, especially if they have experience with the
larger and faster traffc circles found in New England.
In fact, modern roundabouts such as those proposed in
the North End are much safer for bicyclists than traffc
signals. This is due to the slower traffc speeds found in
a roundabout. Entering and circulating at 25 mph or less,
automobiles can easily share space with bicycles travel-
ing through a roundabout. To traverse the roundabout,
the cyclist simply travels through in the vehicle lane just
like an automobile. Cyclists who are uncomfortable
sharing the road with automobiles may, alternatively, go
around the roundabout using the sidewalk system as a
pedestrian.
A modern roundabout is not the same as the traffic circles common in the northeastern United States. Traffic circles
do not contain many of the pedestrian-friendly elements of the roundabout.
Traffic Circles vs. Roundabouts
TRAFFIC CIRCLES:
large (300' to 800' diameter)
fast (30 to 50 mph)
high speed merge
six times more accidents than roundabouts
no pedestrian or bicycle facilities
MODERN ROUNDABOUTS:
smaller (110' to 180' diameter)
slower (15 to 25 mph)
yield at entry
fewer, less serious crashes than signalized intersections
clearly marked crosswalks
Route 28 traffc circle in Borne, Massachusetts Route 1 modern roundabout in Mount Rainier, Maryland
Dover, Kohl & Par t ner s J anuar y 2011 Page B. 3
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The roundabout at Stone Avenue and North Main Street marks this
important neighborhood center and entrance to Downtown.
The intersection of Church Street and Wade Hampton Boulevard could
be reconfigured as a modern roundabout, thereby signifying the end to
the highway portion of Wade Hampton and the beginning of its urban
boulevard portion. Surrounding properties should shape this important
intersection with buildings.
Modern Roundabouts in the North End
A roundabout replaces the existing intersection at Stone Avenue and North Main Street. The proposed roundabout could be a location for cvic art.
plan stone avenue
Impacts on Private Property
Implementing a roundabout at the intersection of Stone
Avenue and North Main Street will require purchase or
easement of a small amount of private property. On the
other hand, it will allow for a signifcant reduction in the
pavement width on Stone Avenue due to the elimination
of turn lanes. This newly-available right-of-way can be
used for additional on-street parking, wider sidewalks,
and landscaping.
The two images to the right show the impacts of the
roundabout on the four properties fronting Stone Av-
enue and North Main Street. Three of the four proper-
ties (the Northeast, Southeast, and Southwest corners)
are relatively unaffected, with the proposed sidewalk of
the roundabout encroaching into their existing land-
scape buffer at the corner. The Northwest corner is
most affected, with a net loss of three parking spaces and
a corner plaza. If the roundabout is implemented, the
three lost parking spaces could be recovered through
the provision of on-street parking or a district-serving
municipal parking lot. The civic space lost in the corner
plaza could be recovered through public art and gateway
features on the roundabout itself, or on newly-created
plazas fronting the intersection.
The altered right-of-way of the roundabout would impact landscaping
and three parking spaces for the properties fronting Stone Avenue and
North Main Street.
Private property that would have to be acquired in order to implement the
roundabout is highlighted in pink above.
1
Roundabouts: An Informational Guide. Prepared for the USDOT, Federal Highway
Administration. Publication No. FHWA-RC-00-067. June 2000, p.5.
2
National Cooperative Highway Research Program Synthesis 264: Modern
Roundabout Practice in the United States. A Synthesis of Highway Practice. The
Transportation Research Board National Research Council. 1998. p.50.
3
Ibid.
4
Bhagwant N. Persaud, Richard A. Retting, Per E. Garder, and Dominique Lord,
Crash Reductions following Roundabout Installations in the United States. Pre-
pared for the Insurance Institute for Highway Safety. 2000. p.2.
5
Ibid., 1, at 32.
Alternative Intersection Design for North Main Street and Stone Avenue Roundabout Analysis
Stone Avenue Post-Charrette Transporta-
tion Analysis of Roundabouts
The following memo serves to describe and analyze a
safe and feasible alternative to the signalized intersec-
tion at North Main Street and Stone Avenue. The round-
about is described below as safe and effcient, not only
for pedestrians but motor vehicles as well, supported by
recent studies and a cursory operational analysis.
A roundabout is a circular intersection with yield con-
trol of all entering traffc, channelized approaches and
counter-clockwise circulation. Roundabouts are de-
signed specifcally to ensure that travel speeds are typi-
cally less than 30mph. They are distinctly different from
traffc circles or rotaries in that the latter gave priority
to entering vehicles, facilitating high-speed entries and
congestion for circulating traffc
1
.
Roundabouts work well for traffc circulation in that
they provide an equitable distribution of traffc. The
roundabout considered at the intersection of Stone
Avenue and Main Street should consist of the following
parameters:
Urban
Double lanes (double on the frst half of a one-way
approach)
100 inscribed circle diameter
70 center island
15 travel lanes
Raised splitter island with crosswalk cut.
The safety and operational performance of roundabouts
when compared to conventional or signalized intersec-
tions should be emphasized. NCHRP Synthesis 264:
Modern Roundabout Practice in the United States
reports that US roundabouts performed well in the fol-
lowing areas:
Shorter delays,
Increased capacity,
Improved safety and
Improved aesthetics.
Specifc safety improvements were reported with
before and after crash statistics at 11 existing round-
abouts which showed a reduction of 37 percent in total
crashes, 51 percent in injury crashes, and 29 percent in
property damage-only crashes
2
. Most importantly, the
report states that safety benefts were achieved even
though drivers may have been confused by the new
type of intersection
3
. A year 2000 Insurance Institute
for Highway Safety study analyzing 24 conversions from
stop control and signalized intersections to roundabouts
reported:
Vehicle accidents overall declined 39 percent
Accidents resulting in injuries fell 76 percent and
Accidents resulting in death dropped 90 percent
4
.
The benefts to pedestrians and cyclists are evident by
virtue of the roundabouts design. The lower vehicle
speeds encouraged by good roundabout design provides
numerous safety benefts such as a reduction in crash
severity for pedestrians and bicyclists, providing more
time for entering drivers to judge and adjust speeds for
entering circulating traffc, allowing safer merges, provid-
ing more time for all users to detect and correct for
mistakes and making collisions less frequent and less se-
vere. More specifcally pedestrians are accommodated
by crossing around the perimeter of the roundabout by
setting the pedestrian crossing back from the yield line
by at least one vehicle length
5
.
Operational Analysis
HPE performed a cursory operational analysis of the
proposed dual-lane roundabout at Stone Avenue and
North Main Street using SIDRA INTERSECTION. SIDRA
INTERSECTION is an advanced micro-analytical traffc
evaluation tool that employs lane-by-lane and vehicle
drive cycle models. SIDRA INTERSECTION is a re-
nowned software package used worldwide for intersec-
tion capacity, level of service and performance analysis
by traffc design, operations and planning professionals
and is specifcally capable of analyzing roundabouts. The
rest of the corridor improvements were analyzed using
Synchro simulation software, which does not simulate
multi-lane roundabouts very well.
plan stone avenue
Speeds on Stone Avenue Memo
April 7, 2010
Page 4
322 Beard St., Tallahassee, FL 32303 (850) 222-2277 www.hpe-inc.com
The following graphic illustrates the number of entering and exiting vehicles at each leg.
April 7, 2010
Page 5
As shown in the graphic below, the roundabout performed with acceptable levels of delay on
all approaches.
April 7, 2010
Page 6
Overall, the roundabout performed at a level of service A with the following specific grades at
each approach.
April 7, 2010
Page 6
each approach.
Existing Conditions Entering and Exiting Vehicles: The above
graphic illustrates the number of entering and exiting vehicles at each leg
of the intersection.
Proposed Roundabout Average Control Delay per Vehicle (in sec-
onds): As shown in the graphic above, the roundabout performed with
acceptable levels of delay on all approaches.
Existing Conditions Traffc Counts: The above image shows the
existing traffc counts at the intersection of North Main Street and Stone
Avenue, including 2% heavy vehicles.
Proposed Roundabout Level of Service Grades: Overall, the round-
about performed at a level of service A with the above specifc grades
at each approach.
April 7, 2010
Page 9
April 7, 2010
Page 6
each approach.
April 7, 2010
Page 7
The design of the roundabout yields speeds that are pedestrian friendly and more efficient for
vehicular movement as shown below.
April 7, 2010
Page 6
each approach.
April 7, 2010
Page 8
The following information is provided as further analysis results.
April 7, 2010
Page 6
each approach.
Proposed Roundabout Traffc Speeds (in mph): The design of the
roundabout yields speeds that are pedestrian friendly and more effcient
for vehicular movement as shown above.
Proposed Roundabout Degree of Saturation (ratio of demand volume
to capacity- v/c ratio): Notice that in all directions, the intersection capac-
ity exceeds the demand volume, resulting in effcient operation.
plan stone avenue
April 7, 2010
Page 10
April 7, 2010
Page 11
Proposed Roundabout Intersection Capacity: Total capacity per
movement determined as Total Flow/Degree of Saturation (veh/h)
Proposed Roundabout Fuel Consumption: Total fuel consumption
(gallons/hour): Because the roundabout eliminates the idling time at red
lights, the total fuel consumption is reduced.
April 7, 2010
Page 12
Proposed Roundabout CO2 Emissions: Total Carbon Dioxide Emis-
sions (kg/h)
April 7, 2010
Page 13
April 7, 2010
Page 13
plan stone avenue
April 7, 2010
Page 14
Kick-off Event Keypad Polling Results
Work-in-Progress Presentation Keypad Polling Results
C.2
C.4
p u b l i c i n p u t c
J anuar y 2011
Page C. 2 Dover, Kohl & Par t ner s J anuar y 2011
plan stone avenue
Kick-off Meeting Keypad Polling Results: March 18, 2010
1
2
3
4
1
2
3
4
1
2
3
4
5
6
Do you live or work within a mile of the
study area?
How long have you lived/worked within or
near the study area?
What is your age?
1
2
1
2
33
4
5
6
77
1
2
3
4
I have children that walk to one of the
schools near the study area:
What kind of stakeholder are you? How often do you patronize Stone Avenue
businesses?
Both
37%
Live
34%
Work
20%
Neither
9%
5 - 10 yrs
28%
Less than 5 yrs
26%
10 - 20 yrs
28%
More than
20 yrs
19%
30 - 39 yrs
17%
50 - 59 yrs
29%
60 - 69 yrs
23%
No
86%
Yes
14%
Resident of the
North Main Area
54%
Stone Ave.
business owner
21%
City
Rep.
2%
Neighborhood
Assoc. Rep.
11%
None of the
Above
1%
Rarely
17%
Often
43%
Occasionally
37%
20 - 29 yrs
7%
40 - 49 yrs
24%
70 yrs or more
0%
Commuter
2%
Interested patron
8%
Never
3%
Dover, Kohl & Par t ner s J anuar y 2011 Page C. 3
1
2
3
4
1
2
3
4
1
2
3
4
5
6
How often do you walk to Stone Ave-
nue?
I would be willing to walk to Stone Avenue
if there were:
How many roundtrip car trips does
your household make per day?
1
2
3
4
Will you attend the Hands-on Design Ses-
sion on Saturday?
Improved
sense of
safety
16%
More neighborhood-
oriented businesses
67%
Wider
sidewalks
10%
Street trees
and furniture
7%
1 trip
15%
2 trips
27%
3 trips
26%
Yes
49%
No
22%
Kick-off Meeting Keypad Polling Results: March 18, 2010
Often
17%
Occasionally
24%
Rarely
25%
Never
34%
4 trips
15%
5 trips
5%
Over 5
trips
10%
Probably not
11%
Probably will
18%
Page C. 4 Dover, Kohl & Par t ner s J anuar y 2011
plan stone avenue
Work-in-Progress Keypad Polling Results: March 25, 2010
1
2
1
2
1
2
Did you attend last Thursdays kick-off
presentation?
Did you attend last Saturdays hands-on
design session?
Did you attend last Fridays Walkability
Audit?
1
2
11
2
3
1
2
33
4
5
6
77
Did you attend Tuesdays open house? How long does it take you to drive to work? What name do you like for this area?
No
35%
No
54%
Yes
46%
Yes
22%
No
78%
No
58%
Yes
42%
5 - 10 mins.
40%
Promote private devel-
opment and enhance
streets & public spaces.
31%
Minimize
change.
0%
Stone & Main
19%
North Main
Village
19%
The North End
23%
Yes
65%
Promote private
development.
1%
North Main
14%
North Gate
11%
The Avenue
4%
Other
10%
Dover, Kohl & Par t ner s J anuar y 2011 Page C. 5
11
2
3
1
2
3
4
Should we further investigate the road diet
idea? (managed speeds; 3 lanes; adding parking & trees)
Do you feel the plan is generally on the
right track?
Yes
96%
Maybe
3%
No
1%
Yes
87%
Probably yes
13%
Work-in-Progress Keypad Polling Results: March 25, 2010
Probably not
0%
No
0%

StoneAvenuePlan January2011

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