20020672 Ver 3_Attachment 05 - US-74 Corridor Revitalization Study_20141124

US-74 Corridor Revitalization Study
CORRIDOR REVITALIZATION PLAN
Stallings Indian Trail Monroe Union County
Attachment 5
TABLE OF CONTENTS
VOLUME ONE — A FRAMEWORK PLAN
Chapter 1 — Introduction
Chapter 2 — Existing Conditions
Chapter 3 — Framework Plan
VOLUME TWO — CORRIDOR REVITALIZATION PLAN
List of Figures
Corridor Revitalization Plan Introduction
Chapter 4 — Roadway Typologies
Chapter 5 — Intersection Typologies
Chapter 6 — US-74 Typologies Application
Chapter 7 — Creating a Parallel Road Network
Chapter 8 — Transit
Chapter 9 — Land Use Typologies
Chapter 10 — Aesthetics and Urban Design
Chapter 11 — Land Use and Aesthetics Application
Chapter 12 — Implementation
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US-74 CORRIDORRevitalization Study
LIST OF FIGURES
Chapter 4 – Roadway Typologies
4.1 6-Lane Suburban Boulevard Cross-Section
4.2 6-Lane Suburban Boulevard Plan
4.3 US-521 Johnston Road, Charlotte, NC
4.4 4-Lane Rural Boulevard Plan
4.5 4-Lane Rural Boulevard Cross-Section
4.6 Brookshire Boulevard, Charlotte, North Carolina
4.7 4- to 6-Lane Multiway Boulevard with Service Main Street
(On-Street parking) Cross-Section
4.8 4- to 6-Lane Multiway Boulevard with Service Main Street
(On-Street parking) Plan
4.9 El Camino Real, Milbrae, California
4.10 El Camino Real, Milbrae, California
4.11 Multiway Boulevard, Bothell, Washington
4.12 Tyrone Boulevard, St. Petersburg, Florida
4.13 Tyrone Boulevard, St. Petersburg, Florida
4.14 4- to 6-Lane Multiway Boulevard with Service Street
(No On-Street Parking) Cross-Section
4.15 4- to 6-Lane Multiway Boulevard with Service Street
(No On-Street Parking) Plan
4.16 Tyrone Boulevard, St. Petersburg, Florida
4.17 Tyrone Boulevard, St. Petersburg, Florida
4.18 2-Lane Suburban Boulevard Cross-Section
4.19 2-Lane Suburban Boulevard Plan
4.20 Colony Road, South Charlotte, Charlotte, North Carolina
4.21 4-Lane Suburban Boulevard Cross-Section
4.22 4-Lane Suburban Boulevard Plan
4.23 Colony Road, Morrocroft, Charlotte, North Carolina
4.24 2-Lane Local Street Cross-Section
4.25 2-Lane Local Street Plan
4.26 Cherokee Road, Charlotte, North Carolina
4.27 2-Lane Local Street, Lacey, Washington

Chapter 5 – Intersection Typologies
5.1 2-Lane Roundabout
5.2 Griffith Street 2-Lane Roundabout, Davidson, NC
5.3 I-485 Moores Chapel Road Exit Single-Lane Roundabouts,
Charlotte, NC
5.4 Superstreet Intersection
5.5 Superstreet Major Street Movements
5.6 Superstreet Minor Street Movements
5.7 Superstreet Intersection
5.8 Superstreet Intersection
5.9 Michigan Left Intersection
5.10 Michigan Left Intersection in a Constrained Right-of-Way
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5.11 Michigan Left Major Street Movements
5.12 Michigan Left Minor Street Movements
5.13 Michigan Left Intersection in a Corridor in Michigan
5.14 Major Arterials Signalized Intersection
5.15 Collector Signalized Intersection
Chapter 6 – US-74 Typologies Application
6.1 Stallings Typologies Application
6.2 Chestnut Parkway to Crooked Creek Typologies Application
6.3 Coordinated Superstreet and Michigan Left intersections at
Chestnut Parkway and Indian Trail Road
6.4 Future District Revitalization Area Bounded by Chestnut
Parkway, Stinson Hartis Road, Younts Road and Matthews-
Indian Trail Road
6.5 Coordinated Superstreet and Michigan Left intersections at
Unionville-Indian Trail Road and Plyler Road
6.6 Crooked Creek to Laurel Creek Typologies Application
6.7 Laurel Creek to Wilson Avenue Typologies Application
6.8 Wilson Avenue to Williams Road Typologies Application
6.9 Williams Road to Stafford Street Typologies Application
6.10 Dickerson Boulevard to Secrest Shortcut New Connecting
Street Sketch
6.11 Secrest Shortcut New Connecting Street to Concord Avenue
Sketch
6.12 Stafford Street to Richardson Creek Typologies Application
6.13 Morgan Mill Road to Walkup Avenue Driveway Consolidation
Diagram
6.14 Driveway Consolidation Example, Main Street, Duncanville,
Texas
6.15 Richardson Creek to Monroe City Limits Typologies Application
Chapter 7 – Creating a Parallel Road Network
7.1 Secrest Shortcut to Monticello Drive Parallel Road
7.2 Monticello Drive to Sutherland Avenue Parallel Road
7.3 Sutherland Avenue from Wilkes Drive to Morgan Mill Road
Parallel Road
7.4 Sutherland Avenue from Morgan Mill Road to US-74
Parallel Road
7.5 Hanover Drive to Dickerson Boulevard Parallel Road
7.6 Dickerson Boulevard to Patton Avenue Parallel Road
7.7 Patton Avenue to Skyway Drive Parallel Road
7.8 Monroe Parallel Roads with Proposed Northern Loop
7.9 Monroe Parallel Roads Network
7.10 Indian Trail Parallel Road Network
7.11 Stallings Parallel Roads
7.12 Stallings Regional Location
7.13 Stallings Parallel Road Network
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Chapter 8 – Transit
8.1 Orlando SunRail Commuter Rail
8.2 Charlotte LYNX Light Rail
8.3 Bombardier Bus Rapid Transit Vehicle
8.4 CATS Express Bus in a Separate Guideway
8.5 CATS Hybrid-Electric Local Bus
8.6 CATS Demand-Responsive Transit Vehicle
Chapter 9 – Land Use Typologies
9.1 Generalized Land Use Map of the US-74 Corridor
9.2 Birkdale Village, Huntersville, NC
9.3 Birkdale Village Aerial Photograph
9.4 Promenade on Providence, Charlotte, NC
9.5 Promenade on Providence entertainment
9.6 Promenade on Providence Aerial Photograph
9.7 Baxter Village, Fort Mill, SC
9.8 Baxter Village Aerial Photograph
9.9 Phillips Place, Charlotte, NC
9.10 Phillips Place Aerial Photograph
9.11 Rosedale Shopping Center, Huntersville, NC
9.12 Poplin Place, Monroe, NC
9.13 Old Hickory Business Park, Indian Trail, NC
9.14 Presbyterian Medical Plaza, Monroe, NC
9.15 Ballantyne Business Park, Charlotte, NC
9.16 Wilburn Auto Body, Monroe, NC
9.17 Hanson Brick Compay, Indian Trail, NC
9.18 L. B. Davis Industries, Monroe, NC
9.19 Indian Trail Presbyterian Church, Indian Trail, NC
9.20 Poplin Elementary School, Indian Trail, NC
9.21 Sun Valley High School, Indian Trail, NC
9.22 Carolinas Medical Center Union, Monroe, NC
9.23 Bonterra, Indian Trail, NC
9.24 Bonterra, Indian Trail, NC
9.25 Brandon Oaks, Indian Trail, NC
9.26 First Ward, Charlotte, NC
9.27 First Ward, Charlotte, NC
9.28 Coventry Commons, Mint Hill, NC
9.29 Park Shelter
9.30 Edna Love Park, Indian Trail, NC
9.31 Greenway Trail
9.32 Stallings Park Playground, Stallings, NC
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Chapter 10 - Aesthetics and Urban Design
10.1 US-74 Aesthetics and Urban Design Three-Pronged Approach
10.2 Aesthetics and Urban Design Strategy
10.3 Gateway Monument Example
10.4 Gateway illuminated for Visibility at Night
10.5 Median with Ornamental Grasses and Groundcovers
10.6 Banners and Ornamental Plantings
10.7 Monroe Bypass bridge over Stallings Road
10.8 Local road bridge over Monroe Bypass
10.9 Local road bridge over Monroe Bypass
10.10 Intermediate Monroe Bypass Bridge over Local Road
10.11 Bow Arch Bridge with Sidewalks and Bicycle Lanes
10.12 77th Street Bridge, Bruce R. Watkins Drive, Kansas City, MO
10.13 Wayfinding Signage Integrated with Street Lighting
10.14 Banners Integrated with Street Lighting
10.15 Public art – Steel Railing, Camelback Road, Phoenix, AZ.
Barbara Grygutis
10.16 Public art – Carved Limestone Fountain, Houston, Texas.
Brad Goldberg
10.17 Examples of Street Furnishings
10.18 Enhanced Corridor with Canopy Trees
10.19 Coordinate Roadway Landscape with Adjacent Properties
10.20 Where Space Permits, Supplement Median Trees with Low
Plantings
10.21 Streetscape with Planted Bioswale
10.22 Example of Landscape Creating a Sense of Space in a 200 ft.
Right-of-Way
10.23 Intersection Enhancement Plan
10.24 Mast Arm Identity Plaque
10.25 Traffic Signal Mast Arm with Street Signage
10.26 Example of Pedestrian Refuge Island
10.27 Examples of Canopy Trees
10.28 Examples of Ornamental Trees
10.29 Examples of Shrubs
10.30 Examples of Ornamental Grasses
10.31 Examples of Groundcovers
Chapter 11 – Land Use and Aesthetics Application
11.1 Stallings Land Use and Aesthetics
11.2 Monroe Bypass at Stallings Road
11.3 Example of Supplemental Landscaping on Freeway Frontage
Road
11.4 Chestnut Parkway to Crooked Creek Land Use and Aesthetics
11.5 Crooked Creek to Laurel Creek Land Use and Aesthetics
11.6 Laurel Creek to Wilson Avenue Land Use and Aesthetics
11.7 Wilson Avenue to Williams Road Land Use and Aesthetics
11.8 Williams Road to Stafford Street Land Use and Aesthetics
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11.9 Example of a Major Arterial Interchange with High Aesthetic
Design Quality
11.10 Street-Level View of Example of Major Arterial Interchange with
High Aesthetic Design Quality
11.11 Stafford Street to Richardson Creek Land Use and Aesthetics
11.12 Richardson Creek to Monroe City Limits Land Use and
Aesthetics
Chapter 12 – Implementation
12.1 US-74 High Crash Rate Areas
12.2 US-74 High Unsignalized Side Street and Driveway Densities
12.3 US-74 High Projected Future Traffic Volumes
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OVERVIEW
The Framework Plan for the US-74 corridor reflected the ideas of four
different jurisdictions and their residents to not only create a unified
vision for the entire corridor, but also create a distinct identity for each
jurisdiction. All four jurisdictions have a strong desire to transform this
corridor into a thriving economic engine for the entire county and also
present it as the front door of their communities. The Framework Plan
provided the overall structure for orchestrating various components of
the entire corridor – transportation, land use, market assessment and
aesthetics. It also identified areas for preservation and protection. It
provided a solid foundation to build a stronger plan for the entire corridor.
However, the corridor plan was not complete with the Framework Plan.
The details of some of the components were not complete and have been
worked out in more depth in the following Chapters. Further refinement
of transportation improvements has been addressed. These include
key intersection improvements, transit options, access management
techniques and other alternative modes, such as bicycle and pedestrian
amenities.
Details of various land uses suggested on the framework plan have also
been further refined, including detailed definition, density, intensity and
forms of various development types along with images and illustrations.
These land use typologies are used to communicate the details of various
land uses.
Aesthetic improvements, such as landscaping enhancements,
monumentation, signage and wayfinding are suggested for various
transportation zones. In addition to roadway aesthetics, examples of
intersection enhancements and gateway treatments are discussed.
Finally, market assessment and future projections of various uses has
been taken into consideration to further refine the locations of various
land uses.
To realize the vision set for the entire corridor and achieve the stated
goals, the plan must be actionable. In Chapter 12, various action items are
discussed that further clarify how this corridor can function and operate in
the future.
Various recommendations and implementation ideas are identified
to bring many concepts discussed in this Corridor Revitalization Plan
Report to fruition. Implementation of the Corridor Revitalization Plan, in
accordance with the recommendations and strategies in the following
Chapters, is critical to realizing the vision.
These Chapters do just that. They not only identify implementation
strategies, but also identify means to achieve the end goals. Ideas
regarding funding, regulatory change, collaboration among different
jurisdictions and with different agencies – NCDOT, CRTPO and NCTA –
have been articulated in greater detail.
CORRIDOR REVITALIZATION PLAN
INTRODUCTION
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A series of road typologies has been developed as part of the US-74
Corridor Revitalization Plan. The purpose of these typologies is to allow
a variety of road designs to fit the varying land use and environmental
contexts along the corridor, and on related streets, while allowing
US-74 to function as a continuous travel route. The typologies provide
a range from two travel lanes to six travel lanes, in order to meet the
anticipated traffic volumes in different locations throughout the
corridor.
As part of the corridor access management strategy, all of the US-74
typologies have medians, to help control the locations of:
• Left turns from abutting properties onto US-74,
• Left turns from US-74 to cross streets, and
• Allowable U-turns at desirable locations.
Provision for pedestrians and bicycles is incorporated into all of the
road typologies. Street trees are located between the roadway and
sidewalks wherever possible, to provide a safe and attractive pedestrian
environment while still meeting NCDOT guidelines.
The typologies are the ideally desirable roadway type. They should be
followed by the County and municipalities in reviewing development
plans to assure that adequate right-of-way is preserved for the eventual
full development of the roadway. They should be used by NCDOT
as the desirable configuration of the roadway to achieve the access
management efficiency of roadway operations, and to be compatible
with the intended land uses which will emerge in the corridor. In some
circumstances roadway improvements might be constructed as part of
a private development, and should follow the typologies as well. There
will undoubtedly be situations where topography, environmental
constraints, existing development or right-of-way availability will
constrain the ability to realize the full typology. Investigation of the
corridor indicated that each typology could be adapted to the locations
for which it was proposed. Wherever possible, for situations where
existing development or environmental conditions are narrower than
the full proposed right-of-way width, the space between the curb and
the right-of-way line is generous to allow the roadway designer to fit
the typology to the location and situation for which it is proposed.
Chapter 4:
ROADWAY TYPOLOGIES
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Chapter 4:
ROADWAY TYPOLOGIES
6-Lane Suburban
Boulevard
Fig. 4.1
6-Lane Suburban
Boulevard Cross-Section
Fig. 4.2
6-Lane Suburban
Boulevard Plan


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Chapter 4:
ROADWAY TYPOLOGIES
Location
The six-lane suburban boulevard typology is intended for existing US-74
alignments, and is shown in Fig. 4.1 and Fig. 4.2.
Context
The intent of this typology is to provide a suburban scale road that is
compatible with predominantly medium to high density commercial
development.
Location
This typology will be appropriate for existing alignment situations
with existing residential or commercial development.
Speed Limit
This typology is intended to be posted for 45 - 55 mph speed limits.
Traffic Levels
The 6-Lane Suburban Boulevard, with the US-74 Corridor access
management strategy, should accommodate up to 50 - 60,000 AADT.
Right-of-Way
The right-of-way indicated for this typology could vary somewhat
by reducing the area provided for landscape and sidewalks outside
the curb line. Reduction of the right-of-way generally would be
undesirable, since the planted area inside the right-of-way and
the sidewalks are intended to provide a compatibility with the
adjacent neighborhoods. The right-of-way should be reduced only
when essential to fit into a constrained existing development or
environmental situation.
Left-turn traffic volumes in some instances could require two left-
turn lanes in the median. In those circumstances, the median would
need to be correspondingly wider. Ideally, the right-of-way should be
correspondingly wider, as well.
Pedestrians and Bicycles
Pedestrians and bicycles are to be accommodated with 10 ft. wide
multi-use paths in the right-of-way separate from the roadway
as shown. Trees are to be provided on both sides of the walk for
pedestrian comfort and safety.
Transit
Transit service on this typology is anticipated to be bus service. Any
stops through sections of the corridor in which this typology is used
could be accommodated at a bus pullout within the right-of-way, but
it would be preferable for busses to be accommodated at an off-street
bus transit center. Local jurisdictions should require developments
to include space to accommodate bus transit centers in the areas
indicated on the segment plans.
If a local jurisdiction desires to maintain a long-range potential for
fixed guideway transit where this typology is used, the median could
be widened to a width that would accommodate the guideway plus
left-turn lanes in the median, or as a replacement of the multi-use path
on one side of the road.
Drainage
Drainage for this typology would be curb and gutter with underground
storm drains.
Shoulders and/or Curbs
Curb and gutter would be provided on the outside of the travel lanes,
and a mountable curb provided at the median.
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Chapter 4:
ROADWAY TYPOLOGIES
Median Landscape
The median should have mountable curbs. Landscape should be
provided in the median, consisting of ornamental trees, shrubs and/or
groundcovers in addition to grass. The landscape should be designed
to be compatible with the character of existing and/or planned
development in the area. The extent of landscape in the median, as
well as responsibility for design and maintenance, is to be determined
jointly between NCDOT and the local jurisdiction.
Landscape in the Right-of-Way
Shade trees should be provided on each side of the multi-use path for
pedestrian comfort and safety. Spacing of trees should generally be at
25 to 30 feet on center, depending on tree species used.
Landscape Outside the Right-of-Way
At existing commercial development or other uses with parking
between the right-of-way and buildings, a landscape screen should be
provided as required by local landscape ordinances.
Utilities and Signage
Utilities should be either underground, or placed behind adjacent
buildings so that they are not visible from the roadway. Building or
development identity signage should be lower level monument signs
to be visible below the tree canopy.
Comparable Roads
A comparable road is US-521, Johnston Road in Charlotte (Fig. 4.3).
S Fig. 4.3 US-521, Johnston Road, Charlotte, NC
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Chapter 4:
ROADWAY TYPOLOGIES
4-Lane Rural Boulevard
W Fig. 4.4
4-Lane Rural Boulevard
Cross-Section
W Fig. 4.5
4-Lane Rural Boulevard Plan
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Chapter 4:
ROADWAY TYPOLOGIES
Location
The four-lane rural boulevard typology is intended for use along
existing US-74 alignments where the existing right-of-way is between
150 feet and 200 feet, and is shown in Figs 4.4 and 4.5.
Context
This typology will be appropriate for existing alignment situations
with no existing development, and where any anticipated new
development will be limited to new residential subdivisions which will
not have driveways directly onto US-74.
Speed Limit
This typology is intended to be posted for 45 mph to 55 mph speed
limits.
Traffic Levels
The 4-Lane Rural Boulevard, with the US-74 Corridor access
management strategy, should accommodate up to 40,000 AADT.
Right-of-Way
The right-of-way indicated for this typology could vary, depending on
topography and drainage requirements. The right-of-way indicated
exists throughout portions of Indian Trail and Monroe.
Pedestrians and Bicycles
Pedestrians and bicycles are accommodated with a 10 ft. wide multi-use
path within the right-of-way in this typology. The paved hike-and-bike
trail should be separated as far as possible from the outside travel lane
for safety reasons. As an option, local jurisdictions could require that
portions of the hike-and-bike trail be provided in new development
adjacent to the roadway, if a trail is appropriate for the development. In
those circumstances, the trail should connect to the trail in the right-of-
way, and need not be provided in those sections where continuity of the
trail system is provided outside of the right-of-way.
Transit
Any transit service on this typology would be bus service for the
foreseeable future. Any stops through sections of the corridor in which
this typology is used should be accommodated at a bus pullout within
the right-of-way or at an express bus stop outside of the right-of-way.
Drainage
Drainage for this typology would be surface drainage in swales beside
the roadway and in the median. The dimensions for drainage swales
will depend on topography and will be determined in the Preliminary
Engineering/Environmental phase.
Shoulders and/or Curbs
This typology should have minimum 4 ft. shoulders. AASHTO and
NCDOT design criteria will determine the actual shoulder width when
the roadway is being designed.
Median Landscape
Landscape should be provided in the median, consisting of
ornamental trees, shrubs and/or groundcovers in addition to grass.
The extent of landscape in the median, as well as responsibility for
design and maintenance, is to be determined jointly between NCDOT
and the local jurisdiction. NCDOT’s Guidelines for Planting within the
Highway Right-of-Way requires that ornamental trees should be 20 ft.
from the edge of the nearest travel lane for this speed.
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Chapter 4:
ROADWAY TYPOLOGIES
S Fig. 4.6 Brookshire Boulevard, Charlotte, North Carolina
Landscape in the Right-of-Way
Because of the width of the existing right-of-way, an ample amount of
room for street trees is available. Trees should be between the roadway
and the hike/bike trail for pedestrian safety and comfort. A double
row of street trees on each side is recommended for shade, cooling and
aesthetic quality. NCDOT’s Guidelines for Planting within the Highway
Right-of-Way requires that large trees that will have a caliper width
greater than 4” at maturity should be 30 ft. from the edge of the nearest
travel lane for this speed.
Utilities
Utilities are preferred to be either underground, or placed within a
natural landscape buffer area outside the right-of-way so that they are
not visible from the roadway.
Comparable Roads
A comparable road in the region is Brookshire Boulevard in Charlotte
(Fig. 4.6).
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Chapter 4:
ROADWAY TYPOLOGIES
4- to 6-Lane Multiway
Boulevard with Service
Main Street (On-Street
Parking)
Fig. 4.7
4- to 6-Lane Multiway
Boulevard with
Service Main Street
(On-Street Parking)
Cross-Section
Fig. 4.8
4- to 6-Lane Multiway
Boulevard with Service
Main Street (On-Street
Parking) Plan
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Chapter 4:
ROADWAY TYPOLOGIES
Location
The 4- to 6-Lane Multiway Boulevard with Service Main Street and
On-Street Parking is intended for commercial areas of US-74 where
separation of through traffic and local business access traffic is
desirable, as shown in Figs. 4.7 and 4.8.
Context
The intent of this typology is to provide a village or urban scale road
that is compatible with higher density mixed use and commercial
development, with a strong pedestrian emphasis.
The character of development where this typology is used is
anticipated to resemble small town or small urban village or town
center main streets. Generally, further planning for this typology
will be required, due to the need for coordination with landowners,
businesses, neighborhoods and connecting streets.
Speed Limit
The main lanes in this typology are intended to be posted for 35
mph speed limits, to be compatible with crossing traffic and to allow
pedestrian crossing at designated crosswalks. The “service main street”
speed limits are intended to be posted for 15 mph speed limits to be
compatible with the anticipated pedestrian orientation of the context.
Traffic Levels
The 4- to 6-Lane Multiway Boulevard with Service Main Street with
On-Street Parking is intended to serve streets where it is desirable to
reduce business driveways directly onto US-74 main lanes, to provide
consolidation of business access, and to reduce conflicts between
US-74 through traffic and local business traffic. The main lanes should
accommodate up to 40,000 AADT.
On-street parking would be appropriate and expected for this
typology on the service main street, but would be inappropriate
on the through lanes. On-street parking could be parallel or angle
parking, depending on the space available between the main lanes
and the existing or planned building.
Right-of-Way
Right-of-way width for this typology in existing development will be
largely dictated by the space available between existing US-74 travel
lanes and the face of existing buildings. The right-of-way indicated
for this typology is considered the ideal for new development. Right-
of-way width could be reduced by using 11 ft. travel lanes, reducing
the indicated median widths, or a combination.
Pedestrians and Bicycles
Pedestrians are to be accommodated with sidewalks adjacent to the
existing and/or planned businesses as shown, between the business
and the parking lane. Bicycles can operate safely in mixed traffic on
the service main streets because of the low speed limit.
Transit
Transit service on this typology is anticipated to be bus service. Any
stops through sections of the corridor in which this typology is used
could be accommodated at an off-street bus transit center. If bus
stops are provided along the street, they should be at corner bulb-
outs.
Drainage
Drainage for this typology would be curb and gutter with
underground storm drains.
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Chapter 4:
ROADWAY TYPOLOGIES
Shoulders and/or Curbs
Curb and gutter would be provided on the outside of the main lanes
and on both sides of the service main street, and a mountable curb
provided at the main lanes median.
Median Landscape
The main lanes median should have mountable curbs. Paved
pedestrian refuge areas should be provided in the median at
pedestrian crosswalks. Landscape should be provided in the main
lanes median, consisting of shrubs and/or groundcovers. Some
trees would be compatible with the typology, but there should be
an emphasis on maintaining visual connections for pedestrians
across the street. The extent of landscape in the median, as well as
responsibility for design and maintenance, is to be determined jointly
between NCDOT and the local jurisdiction.
Landscape in the median between the main lanes and the service
main street should be dense shrubs to form a hedge that prevents
pedestrians from crossing into the main lanes except at designated
crosswalks. Ornamental fencing would be appropriate until the
planting grows into a dense hedge.
Landscape Outside the Right-of-Way
Landscape outside the right-of-way at existing or new development
would be at the discretion of the property and/or business owner,
consistent with local landscape ordinances.
Utilities and Signage
Utilities should be either underground, or placed behind adjacent
buildings so that they are not visible from the roadway. Building or
development identity signage should be lower level monument signs
to be visible below the tree canopy.
Comparable Roads
Comparable roads include El Camino Real in Downtown Milbrae,
California (Figs. 4.9 and 4.10), and the Multiway Boulevard
in Downtown Bothell, Washington (Fig. 4.11, currently under
construction) as well as portions of Tyrone Boulevard in St. Petersburg,
Florida (Figs. 4.12 and 4.13).
S Fig. 4.9 El Camino Real, Milbrae, California
S Fig. 4.10 El Camino Real, Milbrae, California
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Chapter 4:
ROADWAY TYPOLOGIES
S Fig. 4.11 Multiway Boulevard, Bothell, Washington
S Fig. 4.13 Tyrone Boulevard, St. Petersburg, Florida S Fig. 4.12 Tyrone Boulevard, St. Petersburg, Florida
Multiway Boulevards are a recent innovation for roadways with high
traffic volumes and through traffic to more effectively serve local
retail, restaurant, service and office businesses. Tyrone Boulevard in
St. Petersburg, Florida, carries 32,500 to 40,000 Average Annual Daily
Traffic (AADT). Traffic on El Camino Real (California Highway 82) in
Millbrae, California south of San Francisco, is reported to be 35,500 to
50,000 AADT.
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Chapter 4:
ROADWAY TYPOLOGIES
4- to 6-Lane Multiway
Boulevard with Service
Street (No On-Street
Parking)
Fig. 4.14
4- to 6-Lane Multiway
Boulevard with
Service Street (No
On-Street Parking)
Cross-Section
Fig. 4.15
4- to 6-Lane Multiway
Boulevard with Service
Street (No On-Street
Parking) Plan

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Chapter 4:
ROADWAY TYPOLOGIES
Location
The 4- to 6-Lane Multiway Boulevard with Service Main Street
but without On-Street Parking (Figs. 4.14 and 4.15) is intended for
commercial areas of US-74 where separation of through traffic and
local business access traffic is desirable, and where access from the
service main street is directly into business parking lots.
The two typologies could be combined on the same section of US-74,
but each typology should be consistent on one side of a full block.
The characteristics of the 4- to 6-Lane Multiway Boulevard with Service
Main Street, but without On-Sstreet Parking, are identical to the 4- to
6-Lane Multiway Boulevard with Service Main Street with On-Street
Parking, except for traffic levels.
Traffic Levels
The 4- to 6-Lane Multiway Boulevard with Service Main Street, but
without On-Street Parking, is intended to serve streets where it is
desirable to reduce business driveways directly onto US-74 main lanes,
to provide consolidation of business access, and to reduce conflicts
between US-74 through traffic and local business traffic. The main
lanes should accommodate up to 40,000 AADT.
On-street parking would be inappropriate and unnecessary on the
service main streets, since the parking would be in separate lots of the
businesses, accessed by driveways from the service main street.
Comparable Roads
A comparable road is Tyrone Boulevard in St. Petersburg, Florida
(Figs. 4.16 and 4.17).
S Fig. 4.16 Tyrone Boulevard, St. Petersburg, Florida
S Fig. 4.17 Tyrone Boulevard, St. Petersburg, Florida
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Chapter 4:
ROADWAY TYPOLOGIES
2-Lane Suburban
Boulevard
Fig. 4.18
2-Lane Suburban
Boulevard Cross-Section
Fig. 4.19
2-Lane Suburban
Boulevard Plan


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Chapter 4:
ROADWAY TYPOLOGIES
Location
The 2-Lane Suburban Boulevard typology (Figs. 4.18 and 4.19) is
intended for use along alignments that are not on US-74 itself, but
are part of the network strategy to relieve pressure on US-74 mainline
traffic. It might also be appropriate on some cross streets that provide
access to the Monroe Bypass.
Context
The intent of this typology is to provide a suburban scale road that
is compatible with predominantly medium density residential and
commercial development. This typology will be appropriate for new
or existing alignment situations with existing residential or small
commercial development, or for new alignment sections.
Speed Limit
This typology is intended to be posted for 35 mph speed limits.
Traffic Levels
The 2-Lane Suburban Boulevard, with the US-74 Corridor access
management strategy, should accommodate up to 15 - 20,000 AADT.
Right-of-Way
The right-of-way indicated for this typology could vary somewhat by
reducing the area provided for landscape and sidewalks outside the
curb line. If trees are outside the sidewalk rather than between the cars
and sidewalk, the right-of-way could be reduced to 85’-0”. The planted
area inside the right-of-way and the sidewalks are intended to provide a
compatibility with the adjacent neighborhoods. The median, travel lane
and bicycle lane widths should not be reduced, as they are necessary for
effective operation of the roadway. The right-of-way should be reduced only
when essential to fit into a constrained existing development situation.
Pedestrians and Bicycles
Pedestrians are to be accommodated with sidewalks as shown. Trees
are preferred to be provided between the curb line and the sidewalk for
pedestrian comfort and safety.
Bicycle lanes are to be provided adjacent to the travel lane as shown.
The combination of the bicycle lane and travel lane are essential
minimum widths, to allow for vehicles to pass in emergency or
incident management situations, and to provide room for allowable
U-turns, though an inset curb line at the median break would provide
additional U-turn space.
Transit
Transit service on this typology is anticipated to be bus service. Any
stops through sections of the corridor in which this typology is used
should be accommodated at a bus pullout within the right-of-way.
The bus pullouts should be provided at median breaks to provide
additional space for U-turns.
Drainage
Drainage for this typology would be curb and gutter with underground
storm drains.
Shoulders and/or Curbs
Curb and gutter would be provided on the outside of the bicycle lanes,
and a mountable curb provided at the median.
Median Landscape
The median should have mountable curbs. Landscape should be
provided in the median, consisting of ornamental trees, shrubs and/or
groundcovers in addition to grass. The landscape should be designed
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Chapter 4:
ROADWAY TYPOLOGIES
to be compatible with the character of existing and/or planned
development in the area. The extent of landscape in the median, as
well as responsibility for design and maintenance, is to be determined
jointly between NCDOT and the local jurisdiction. NCDOT’s Guidelines
for Planting within the Highway Right-of-Way requires that
ornamental trees should be 5 ft. from the edge of the nearest travel
lane for this speed.
Landscape in the Right-of-Way
Shade trees should be provided between the curb line and the sidewalk
for pedestrian comfort and safety, and for encouraging slower traffic
speeds on the roadway due to the “visual friction” they would create.
Spacing of trees should generally be at 25 feet on center, depending on
tree species used. An alternating pattern of trees on either side of the
sidewalk would also be appropriate. NCDOT’s Guidelines for Planting
within the Highway Right-of-Way requires that large trees that will
have a caliper width greater than 4” at maturity should be 10 ft. from
the edge of the nearest travel lane for this speed.
Landscape Outside the Right-of-Way
At commercial development or other uses with parking between the
right-of-way and buildings, a landscape screen should be provided as
required by landscape ordinances, with shrubs to screen the view of
parking pavement and the lower part of cars from view from the road.
Utilities and Signage
Utilities should be either underground, or placed behind adjacent
buildings so that they are not visible from the roadway. Building or
development identity signage should be lower level monument signs
to be visible below the tree canopy.
Comparable Roads
Colony Road in south Charlotte exemplifies this road typology (Fig. 4.20).
S Fig. 4.20 Colony Road, South Charlotte, Charlotte, North Carolina
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Chapter 4:
ROADWAY TYPOLOGIES
4-Lane Suburban
Boulevard
W Fig. 4.21
4-Lane Suburban
Boulevard Cross-Section
W Fig. 4.22
4-Lane Suburban
Boulevard Plan
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Chapter 4:
ROADWAY TYPOLOGIES
Location
The 4-Lane Suburban Boulevard typology is intended for some
portions of US-74, as well as for some other corridor streets that are
part of the US-74 Parallel Road Network (Figs. 4.21 and 4.22).
Context
The intent of this typology is to provide a suburban scale road that is
compatible with predominantly medium to high density residential
and commercial development. This typology will be appropriate for
new or existing alignment situations with existing residential or
commercial development, or for new alignment sections.
Speed Limit
This typology is intended to be posted for 35 mph to 45 mph speed
limits.
Traffic Levels
The 4-Lane Suburban Boulevard should accommodate up to 40,000
AADT.
Right-of-Way
The right-of-way indicated for this typology could vary somewhat by
reducing the area provided for landscape and sidewalks outside the
curb line. If trees are outside the sidewalk rather than between the
curb and sidewalk, the right-of-way could be reduced to 115’-0”. The
planted area inside the right-of-way and the sidewalks are intended
to provide a compatibility with the adjacent neighborhoods and
non-residential development. The right-of-way should be reduced
only when essential to fit into a constrained existing development or
environmental situation.
Pedestrians and Bicycles
Pedestrians are to be accommodated with sidewalks adjacent to the
roadway as shown. Trees are to be provided between the curb line and
the sidewalk for pedestrian comfort and safety.
Bicycle lanes are to be provided adjacent to the travel lane as shown.
The bicycle lanes will help the road function efficiently, as they will
provide additional turning room for buses and trucks.
Transit
Transit service on this typology is anticipated to be bus service. Any
stops through sections of the corridor in which this typology is used
should be accommodated at a bus pullout within the right-of-way.
The bus pullouts should be provided at median breaks to provide
additional space for U-turns.
Drainage
Drainage for this typology would be curb and gutter with underground
storm drains.
Shoulders and/or Curbs
Curb and gutter would be provided on the outside of the bicycle lanes,
and a mountable curb provided at the median.
Median Landscape
The median should have mountable curbs. Landscape should be
provided in the median, consisting of ornamental trees, shrubs and/or
groundcovers in addition to grass. The landscape should be designed
to be compatible with the character of existing and/or planned
development in the area. The extent of landscape in the median, as
well as responsibility for design and maintenance, is to be determined
jointly between NCDOT and the local jurisdiction.
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Chapter 4:
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Landscape in the Right-of-Way
Shade trees should be provided between the curb line and the sidewalk
for pedestrian comfort and safety, and for encouraging slower traffic
speeds on the roadway due to the “visual friction” they would create.
Spacing of trees should generally be at 25 feet on center, depending on
tree species used. NCDOT’s Guidelines for Planting within the Highway
Right-of-Way requires that large trees that will have a caliper width
greater than 4” at maturity should be 15 ft. from the edge of the nearest
travel lane for this speed.
Landscape Outside the Right-of-Way
At existing commercial development or other uses with parking
between the right-of-way and buildings, a landscape screen should be
provided as required by landscape ordinances, with shrubs to screen
the view of parking pavement and the lower part of cars from view
from the road. For new development that would have parking between
the right-of-way and buildings, the local jurisdiction should require a
landscape screen to be provided as part of the development.
Utilities and Signage
Utilities should be either underground, or placed behind adjacent
buildings so that they are not visible from the roadway. Building or
development identity signage should be lower level monument signs
to be visible below the tree canopy.
Comparable Roads
Colony Road in the Morrocroft area of Charlotte exemplifies this road
typology (Fig. 4.23).
S Fig. 4.23 Colony Road, Morrocroft, Charlotte, North Carolina
US-74 CORRIDORRevitalization Studyp | 22
Chapter 4:
ROADWAY TYPOLOGIES
2-Lane Local Street
Fig. 4.24
2-Lane Local Street
Cross-Section
Fig. 4.25
2-Lane Local Street Plan


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Chapter 4:
ROADWAY TYPOLOGIES
Location
The 2-Lane Local Street typology is intended for lower traffic volume
existing cross streets and for other lower traffic volume corridor streets
that are part of the US-74 Parallel Road Network (Figs. 4.24 and 4.25).
Context
The intent of this typology is to provide a suburban scale road that is
compatible with predominantly low to medium density residential and
commercial development. This typology will be appropriate for new or
existing alignment situations with existing residential or commercial
development, or for new alignment sections.
Speed Limit
This typology is intended to be posted for 25 mph to 35 mph speed
limits.
Traffic Levels
The 2-Lane Local Street should accommodate up to 10,000 AADT.
Right-of-Way
The right-of-way indicated is a minimum to accommodate 11 ft. travel
lanes, bicycle lanes on both sides of the street, an 8 ft. planting strip
and 6 ft. sidewalks. The right-of-way could change by smaller travel
lanes, or by eliminating or enlarging any of the elements.
Pedestrians and Bicycles
Pedestrians are to be accommodated with sidewalks as shown. Trees
are desirable between the curb line and the sidewalk for pedestrian
comfort and safety. Bicycle lanes are desirable adjacent to the travel
lane as shown, when right-of-way is available.
Transit
Any transit on the 2-Lane Local Street would be local bus service. No
special accommodation for busses is anticipated.
Drainage
Drainage for this typology would be curb and gutter with underground
storm drains.
Shoulders and/or Curbs
Curb and gutter would be provided on the outside of the bicycle lanes.
Landscape in the Right-of-Way
Shade trees are desirable between the curb line and the sidewalk
for pedestrian comfort and safety, and for encouraging slower
traffic speeds on the roadway due to the “visual friction” they would
create. Spacing of trees should generally be at 25 to 30 feet on center,
depending on tree species used. NCDOT’s Guidelines for Planting
within the Highway Right-of-Way requires that large trees that will
have a caliper width greater than 4” at maturity should be 10 ft. from
the edge of the nearest travel lane for this speed.
Utilities and Signage
Utilities would be desirable either underground, or placed behind
adjacent buildings so that they are not visible from the roadway.
Building or development identity signage should be lower level
monument signs to be visible below the tree canopy.
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Chapter 4:
ROADWAY TYPOLOGIES
Comparable Roads
There are many comparable roads throughout Union County and
the Charlotte metropolitan area. Cherokee Road in Charlotte’s Myers
Park (Fig. 4.26) is an excellent example, because of the sidewalks on
both sides of the street, the grass verge between the road and the
sidewalk, and the street trees, though it does not have bicycle lanes.
Fig. 4.27 shows a 2-Lane Local Street in Lacey, Washington with this
configuration.
S Fig. 4.26 Cherokee Road, Charlotte, North Carolina S Fig. 4.27 2-Lane Local Street, Lacey, Washington
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ROUNDABOUTS
Roundabouts have two primary traffic advantages. They reduce overall
delay because they eliminate traffic signals, and all traffic can move
through the intersection with no or minimal stops. They reduce the
number of potential conflict points for accidents, and accidents that
do occur tend to be less severe because they are more likely to be side
to side rather than head on or direct side hits. An additional benefit is
that they eliminate left turn conflicts.
Single lane roundabouts can handle roughly 400 to 1,600 vehicles
per hour, depending on traffic volumes and speeds, while two lane
roundabouts have an approximate capacity of 500 to 3,000 vehicles
per hour, depending on traffic volumes and speeds.
A single lane roundabout will have an overall diameter of
approximately 100 to 150 feet, while a two lane roundabout (Fig. 5.1)
requires approximately 150 to 230 feet, again depending on traffic
volumes and speeds.
Source: FHWA
Pedestrian crossings can be provided in advance of the entrance to the
roundabout, as can be seen in Fig. 5.2. Single-lane roundabouts have
become more used by NCDOT in recent years, as can be seen in Fig. 5.3.
Chapter 5:
INTERSECTION TYPOLOGIES
S Fig. 5.1 2-Lane Roundabout
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Chapter 5:
INTERSECTION TYPOLOGIES
S Fig. 5.2 Griffith Street 2-Lane Roundabout, Davidson, NC
S Fig. 5.3 I-485 Moores Chapel Road Exit Single-Lane Roundabouts,
Charlotte, NC
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Chapter 5:
INTERSECTION TYPOLOGIES
ROUNDABOUTS
Routs have two primary traffic advantages. They reduce overall delay
because they eliminate traffic signals, and all traffic can move through
the intersection with no or minimal stops. They reduce the number
of potential conflict points for accidents, and accidents that do occur
tend to be less severe because they are more likely to be side to side
rather than head on or direct side hits. An additional benefit is that
they eliminate left turn conflicts.
Single lane roundabouts can handle roughly 400 to 1,600 vehicles
per hour, depending on traffic volumes and speeds, while two lane
roundabouts have an approximate capacity of 500 to 3,000 vehicles
per hour, depending on traffic volumes and speeds.
A single lane roundabout will have an overall diameter of
approximately 100 to 150 feet, while a two lane roundabout requires
approximately 150 to 230 feet, again depending on traffic volumes and
speeds.
Source: FHWA
Pedestrian crossings can be provided in advance of the entrance to the
roundabout, as can be seen in Fig. 5.2.
S Fig. 5.4 Superstreet Intersection
S Fig. 5.5 Superstreet Major Street Movements
SUPERSTREET
The Superstreet concept (Figs. 5.7 and 5.8) refers to a reconfiguration
of a traditional intersection. Simply put, it is a method to safely and
efficiently manage high traffic volumes at intersections with multiple
approaches along a divided highway. The primary Superstreet concept
functions by redirecting through and left turning traffic from the side
street approach to turn right, proceed to the nearby U-turn and then
return to its original course. At first, this may seem to be a complex
solution to a very simple objective – to cross the intersection or to
make a left turn. However, when designed correctly, a superstreet
is actually one simple and safe solution to the problems caused by
congestion.
The minor cross-street traffic is prohibited from going straight through
or left at a divided highway intersection. Minor cross street traffic
must turn right, but can then access a U-turn to proceed in the desired
direction. Figures 5. 5 and 5.6 show these movement patterns in
diagrammatic format.
Source: NCDOT
Superstreets can be considered for implementation when high major
street through traffic suffers due to moderate to low cross street traffic.
They can accommodate any volume of left turn movements from the
major street, and low to medium left turn volumes from the minor
street. It is NOT a good choice when the additional necessary right-
of-way of approximately 30 ft. along the major street is not easily
available or when right-of-way acquisition costs would be excessive.
Diagonal pedestrian crossings can be provided across the median in
the center of the intersection, as can be seen in fig. 5.4.
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Chapter 5:
INTERSECTION TYPOLOGIES
S Fig. 5.6 Superstreet Minor Street Movements
S Fig. 5.7 Superstreet Intersection
S Fig. 5.8 Superstreet Intersection
MEDIAN U-TURN – “MICHIGAN LEFT” (Figs. 5.9 and 5.10)
Where a Michigan Left (Fig. 5.13) is in place, left turns at the
intersection are not allowed. Instead, to turn left, you must drive
straight or turn right, then make a U-turn at a median crossover,
guided by sign like the one at right (Figs. 5.11 and 5.12).
Research and experience have shown that the Michigan Left relieves
congestion, increasing safety by reducing the number and severity of
crashes.
They provide 20 to 50 percent greater capacity than direct left-turns.
They reduce average delays to left-turning vehicles and through-traffic.
Source: Michigan DOT
Implementation can be considered when there are high through
volumes with moderate to low left turn volumes from both the major
street and the minor street, and approximately 30 ft. of additional
right-of-way is available on the major street.
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Chapter 5:
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S Fig. 5.9 Michigan Left Intersection
S Fig. 5.10 Michigan Left Intersection in a Constrained Right-of-Way
S Fig. 5.11 Michigan Left Major Street Movements
S Fig. 5.12 Michigan Left Minor Street Movements
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Chapter 5:
INTERSECTION TYPOLOGIES
S Fig. 5.13 Michigan Left Intersection in a Corridor in Michigan
Source: FHWA
SIGNALIZED INTERSECTIONS
Existing signalized intersections in the corridor generally perform
well for capacity and turning movements. Those that do not are
recommended for change to another typology in Chapter 3 - US-74
Typologies Application. Recent coordination of signal timing
throughout the Monroe portion of the corridor has improved traffic
flow and travel times. Coordinated signal timing is very important
to continue in the future. Reduction of posted speed limits is
recommended with a number of the roadway typologies, and those
speed limits should be coordinated with appropriate signal timing.
Improvement of pedestrian movement at signalized intersections
should:
»Provide fully accessible sidewalks that adhere to American with
Disabilities Act (ADA) standards, while improving pedestrian
visibility to automobiles with adequately marked and tactile
crosswalks,
»Reduce conflict points with pedestrian refuge islands at medians,
»Provide bus shelters at ideal stop locations, with widened sidewalks
and boarding platforms, and
»Improve visibility through adequate sight distance in street and
landscape design and provide lighting that enable pedestrians and
automobiles to perceive oncoming conflicts.
Figures 5.14 and 5.15 show examples of signalized intersections with
pedestrian crossings.
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Chapter 5:
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S Fig. 5.14 Major Arterials Signalized Intersection
S Fig. 5.15 Collector Signalized Intersection
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
The US-74 roadway and intersection typologies can be combined to
create a corridor that serves local traffic needs, if coordinated with
the access management strategies, the parallel roadways described
in Chapter 7, and the land uses planned by the municipalities or
projected as part of this plan. Recommended roadway, intersections
and access management strategies are described in this chapter for
each segment and subsegment of the US-74 Corridor from the Union
County line at Stallings to the Monroe City Limits at the eastern end
of the corridor.
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
STALLINGS – UNION COUNTY LINE TO CHESTNUT PARKWAY
S Fig. 6.1 Stallings Typologies Application
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
All of US-74 through Stallings will be reconstructed as part of the
Monroe Bypass project (Fig. 6.1). The Bypass will be a limited access toll
road from I-485 in Matthews, following the existing US-74 alignment
to a point approximately at Beltway Boulevard, where it will turn to the
southeast.
An eastbound exit ramp approximately in front of Scott Clark Toyota
will provide access to the new McKee Road. Between McKee Road and
Stallings Road, a three-lane service road will be built. The current
design-build plans allow for access right-in/right-out access along
the frontage roads only between McKee Road and Stallings Road. It is
proposed that a Multiway Boulevard be provided between McKee Road
and Stallings Road for access to these properties, rather than right-in/
right-out access.
East of Stallings Road, the service road becomes a two-lane access
ramp/flyover, providing access to the eastbound toll road lanes as well
as to eastbound US-74, which will be rebuilt as a divided arterial with
three eastbound and two westbound lanes to Indian Trail Road.
The westbound lanes from Indian Trail Road will become a flyover
ramp providing access to the westbound toll road lanes as well as to a
two-lane service road approximately at the extension of Cupped Oak
Drive. The westbound service road will be two lanes to Stallings Road.
Between Stallings Road and McKee Road, it will be three lanes, ending
at McKee Road. The current design-build plans allow for right-in/right-
out access along the frontage roads only between McKee Road and
Stallings Road.
Cupped Oak Drive will be extended toward the toll road as a two-lane
street, and will make a westbound turn to a connection with Stallings
Road approximately 600 feet east of the westbound service road.
Stallings Road will be reconstructed as a four-lane divided arterial
approximately 600 feet east and west of the service roads, passing
under the toll road. McKee Road will be constructed to a connection
with Stevens Mill Road.
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
S Fig. 6.2 Chestnut Parkway to Crooked Creek Typologies Application
INDIAN TRAIL – CHESTNUT PARKWAY TO CROOKED CREEK
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
Stallings to Indian Trail Road (Fig. 6.2)
Roadway
The portion of US-74 in Indian Trail from Stallings to Indian Trail Road
will be rebuilt as part of the Monroe Bypass project as a divided arterial
with three westbound and two eastbound lanes.
Intersections
No intersection is planned as part of the Monroe Bypass project for
the new Chestnut Parkway. The first phase of three phases of Chestnut
Parkway is currently under construction. NCDOT is considering
the conversion of the US-74/Indian Trail Road intersection into a
Superstreet Intersection, along with the Unionville-Indian Trail Road,
Faith Church Road and Wesley Chapel-Stouts/Sardis Church Road
intersections.
It is recommended that the new intersection of Chestnut Parkway with
US-74 be constructed as a Michigan Left intersection in coordination
with the Indian Trail Road superstreet as shown in Figure 6.3, and that
it provide for through traffic to pass directly across US-74 through a
coordinated traffic signal. This connection is important for supporting
the revitalization of the district bounded by Chestnut Parkway,
Stinson-Hartis Road, Younts Road and Matthews-Indian Trail Road, as
shown in Figure 6.4.
S Fig. 6.3 Coordinated Superstreet and Michigan Left intersections
at Chestnut Parkway and Indian Trail Road
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
Access Management
Left-turn only median breaks will be provided for access into the
shopping center at the northeast corner of Indian Trail-Fairview
Road and US-74, and those will also provide access into the potential
development property adjacent to the planned Chestnut Parkway.
It is recommended that the three existing driveways on the east side of
the road be closed and the parking lots be consolidated. There is also
enough right-of-way to continue the provision of sidewalks consistent
with the 6-Lane Suburban Boulevard typology and with the Town of
Indian Trail’s Comprehensive Master Plan (part of which already exist).
Indian Trail Road to Crooked Creek (Fig. 6.2)
Roadway
US-74 in this section, which is projected to have 60,000 Average
Annual Daily Traffic by 2035, is proposed as a 6-Lane Suburban
Boulevard typology. This is consistent with the Town of Indian Trail
Comprehensive Master Plan roadway typologies. The Town of Indian
Trail has been implementing the sidewalks for this typology as new
development occurs.
Intersections
The Indian Trail Road, Unionville-Indian Trail Road, Faith Church
Road and Wesley Chapel-Stouts/Sardis Church Road intersections
with US-74 are currently being considered by NCDOT for conversion to
Superstreet Intersections.
The intersection of Plyler Road and US-74 has the potential to complete
the Chestnut Parkway/Stinson-Hartis Road/Younts Road/Matthews-
Indian Trail Road loop, which would help to stimulate redevelopment
of this district in keeping with the Town of Indian Trail’s Economic
S Fig. 6.4 Future District Revitalization Area Bounded by Chestnut
Parkway, Stinson Hartis Road, Younts Road and Matthews-Indian
Trail Road
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
S Fig. 6.5 Coordinated Superstreet and Michigan Left intersections
at Unionville-Indian Trail Road and Plyler Road
Development Plan. It is recommended that the Unionville-Indian Trail
Road Superstreet Intersection be designed to allow for a future direct
connection across US-74 from Plyler Road to a new link with Younts
Road, as shown in Figure 6.4. Figure 6.5 suggests one way this might be
accomplished.
Access Management
Between Indian Trail Road and Unionville-Indian Trail Road,
consolidation of driveways between Indian Trail Road and Corporate
Boulevard is recommended to minimize curb cuts along US-74. An
alternate access street – Post Office Street – already exists for additional
access to these properties. Potential for a parallel street exists on the
east side, linking Indian Trail Fairview Road to the Walmart shopping
center. Anticipated future redevelopment of the properties on the east
side of US-74 will provide the opportunity to eliminate the existing
driveways.
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
S Fig. 6.6 Crooked Creek to Laurel Creek Typologies Application
INDIAN TRAIL – CROOKED CREEK TO LAUREL CREEK
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
Crooked Creek to Laurel Creek (Fig. 6.6)
Roadway
This section, which is anticipated to have 41,500 AADT by 2035, is
proposed as a 6-Lane Suburban Boulevard. This is consistent with the
Town of Indian Trail Comprehensive Master Plan roadway typologies.
The Town of Indian Trail has been implementing the sidewalks for this
typology as new development occurs.
Intersections
The Faith Church Road and Wesley Chapel-Stouts/Sardis Church Road
intersections with US-74, along with Indian Trail Road and Unionville-
Indian Trail Road, are currently being considered by NCDOT for
conversion to Superstreet Intersections.
The Sun Valley Place road that provides access to the Sun Valley
Industrial Park will remain as a right-in/right-out intersection. There
is an existing unsignalized intersection at Helmsville Road that will
remain. There is an existing T intersection at Gray Fox Road that will
eventually become a new signalized intersection when the land on
the west side of US-74 eventually develops as an anticipated mixed
use development. The existing left-turn median break at Dale Jarrett
Boulevard will remain.
Access Management
Between Crooked Creek and Faith Church Road, there will be a left-
turn access median break for access to the Indian Trail Industrial
Park and a future mixed use development on the west side of US-74.
This development and the Harris Teeter Distribution Center will have
access from the planned Faith Church Road extension. Access to the
office park at the northeast corner of US-74 and Faith Church Road will
remain right-in/right-out only. This development also has access from
Faith Church Road.
Between Faith Church Road and Wesley Chapel-Stouts/Sardis Church
Road, the existing Union Town Center access will remain right-in/
right-out only from US-74. This development also has access from
Faith Church Road. Southern Market Place currently has three right-
in/right-out driveways. This property is anticipated to eventually
redevelop, at which time the driveways should be consolidated into
a single access point. The Lowes store has existing right-in/right-out
access that will remain, and the gas station/convenience store has two
driveways that will remain. Both of these have access from Wesley
Chapel-Stouts Road and have interconnecting drives. A number of
small properties on the east side of US-74 have individual driveways.
These are anticipated to eventually redevelop, possibly as part of
Sun Valley Industrial Park, at which time the access points should be
limited to one or two right-in/right-out drives as well as connections
to Sun Valley Place. The west side of US-74 in this section is anticipated
to develop as a mixed use development. Access should be planned
in conjunction with that development when it occurs to minimize
conflicts with US-74 traffic.
On the east side of US-74, development is relatively new and has been
developed with right-in/right-out driveways which will remain. The
vacant property at the northeast corner of US-74 and Helmsville Road
is anticipated to eventually develop as industrial or business property,
possibly in conjunction with the Indian Trail Industrial Park. When
that occurs, access directly onto US-74 should be minimized, with
more access provided from Helmsville Road. The Dale Jarrett Ford and
Kia dealerships have relatively new right-in/right-out driveways as well
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as access from Dale Jarrett Boulevard and Gray Fox Road. These will
remain. Three smaller car dealerships and repair shops east of Gray
Fox Road currently have two separate right-in/right-out driveways.
Consolidation of these drives and access from Gray Fox Road would
be desirable.
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S Fig. 6.7 Laurel Creek to Wilson Avenue Typologies Application
MONROE – LAUREL CREEK TO WILSON AVENUE
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Chapter 6:
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Laurel Creek to Brekonridge Centre Drive (Fig. 6.7)
Roadway
This section, which is anticipated to have 41,500 AADT by 2035, is
proposed as a 4-Lane Suburban Boulevard.
Intersections
It is proposed to realign Hayes Road on the west side of US-74 to
connect to an existing signalized intersection at Chambers Drive.
The existing Hayes Road intersection at US-74 would become right-in/
right-out only.
There is an existing unsignalized median break with left-turn lanes
at Brickyard Road. This break would remain and provide access to
anticipated new business park development on the east side of US-74,
but is proposed to become a left-turn-only median break intersection.
A new signalized intersection is anticipated at Brekonridge Centre
Drive, which will also serve a realigned Myers Road.
Access Management
Properties along Executive Point Drive are accessed by the right-
in/right-out street onto US-74, and that will remain the same. It is
proposed that the Better Dog Kennel & Boarding property all be
accessed by a single existing right-in/right-out drive and that two
additional driveways be eliminated. Two smaller properties to the east
of Executive Point Drive are anticipated to be eventually replaced by a
new business park development, which should have planned access as
part of its development.
On the west side of US-74, the businesses across from Brekonridge
Centre Drive are proposed to all be accessed by the proposed new
signalized intersection at Brekonridge Centre Drive, and the existing
median break with left-turn lanes to be replaced. There is a service
road into the Martin Marietta Aggregated – Baker Quarry, which is
generally gated and closed, and will remain. The properties adjacent to
Hayes Road currently have consolidated driveways, and it is proposed
that they be accessed from Hayes Road only, with the two existing
driveways onto US-74 being closed.
Brekonridge Centre Drive to Wilson Avenue/Kempsar Lane (Fig. 6.7)
This section, centered on the Rocky River Road intersection with
US-74, is described in the City of Monroe Land Use Plan as a future
Regional Retail Node with adjacent Traditional Neighborhood
Development. For that vision to be realized, a small area plan or a
master plan by a developer will be necessary, including a detailed
traffic analysis. The following descriptions are generalized, and meant
to inform more detailed planning of the area and guiding the long
term development of the US-74 Corridor.
Roadway
The regional retail node and traditional neighborhood developments
will need access from US-74, but should not have multiple driveways
directly onto US-74. The 4-Lane Multiway Boulevard Without Parking
roadway typology should allow this. The Multiway Boulevard portion
of the typology could be constructed as part of the development(s).
US-74 at this location is projected to have 41,500 AADT in 2035, but the
size of the regional retail node could affect that projection. Because
this will be a rather urban district, the design speed for US-74 should
probably be 35 mph in this section.
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Rocky River Road is projected to have approximately 13,500 AADT
in 2035. While a 2-Lane Local Street or 2-Lane Suburban Boulevard
would accommodate that level, the section of Rocky River Road though
the regional retail node and traditional neighborhood development
will probably need to be a 4-Lane Suburban Boulevard. The detailed
planning for the district will help determine this.
Intersections
The US-74/Rocky River Road intersection is currently being considered
by NCDOT for conversion to a Superstreet Intersection. Any
connections across US-74 in the regional retail node area similar to
what is shown in the Framework Plan would need to be new signalized
intersections.
The existing T intersection median break with left-turn lanes at
Woodbrook Lane will remain until the area redevelops. Since this
street only serves a multifamily development, it might be incorporated
into the Multiway Boulevard serving the future traditional
neighborhood development.
The existing directional intersection with left turns only into Kempsar
Lane and Wilson Avenue will remain.
Access Management
It is presumed that all existing direct driveway connections to US-74
in this area would be eliminated as part of the area’s development
planning. Properties with direct driveway connections would either
have access from the Multiway Boulevard or would be redeveloped.
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S Fig. 6.8 Wilson Avenue to Williams Road Typologies Application
MONROE – WILSON AVENUE TO WILLIAMS ROAD
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Wilson Avenue/Kempsar Lane to John Moore Road/
Fowler Secrest Road (Fig. 6.8)
Roadway
Future traffic in this section is projected to be 67,500 AADT by 2035.
However, most of that projection is based on the many retail centers
and businesses east of Fowler Secrest Road. The section between
Wilson Avenue/Kempsar Lane and Fowler Secrest Road is currently
mostly undeveloped land. This offers the opportunity to apply
aggressive access management techniques for new development. With
that approach, this section could be a 4-Lane Suburban Boulevard or
a 4-Lane Multiway Boulevard if the future development justifies the
additional access street. The recommendation is that it be a 4-Lane
Suburban Boulevard.
Intersections
The John Moore Road/Fowler Secrest Road intersection is an existing
signalized intersection that will remain. As the area develops further,
pedestrian crosswalks should be added. The Secrest Price Road
intersection is a right-in/right-out T intersection that will remain. No
additional intersections should be added.
Access Management
Land on the east side of US-74 is undeveloped. When it is developed,
it should be a planned development incorporating aggressive access
management techniques, possibly including a Multiway Boulevard.
Land on the west side between US-74 and Ridgewood Avenue is
mostly undeveloped. When it is developed, it should be planned with
consolidated interconnecting driveways that minimize direct driveway
access to US-74. The four existing businesses should be incorporated
into the interconnecting driveways.
John Moore Road/Fowler Secrest Road to Carroll Street/
Rolling Hills Drive (Fig. 6.8)
Roadway
Future traffic in this section is projected to be 67,500 AADT by 2035.
However, most of the property along US-74 has been developed
with good access management. Applying additional management
techniques to the other existing properties may allow a 4-Lane
Suburban Boulevard to accommodate the projected traffic.
Intersections
The John Moore Road/Fowler Secrest Road intersection is an existing
signalized intersection which will remain. If the area develops further,
pedestrian crosswalks should be added.
The Timber Lane Drive intersection is an existing unsignalized median
break with left-turn lanes to Timber Lane Drive. It is proposed that this
median break be closed and that the Timber Lane intersection would
become right-in/right-out only.
Bovender Road and Bonanza Road are existing right-in/right-out T
intersections that will remain.
The intersection of Wellness Boulevard and the main entrance to the
Poplin Place shopping center is an existing signalized intersection that
will remain. If sidewalks are added to US-74 in this section, pedestrian
crosswalks should be added here.
There is an existing left-turn-only directional intersection at
Windmere Drive and the eastern entrance to the Poplin Place shopping
center that will remain.
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The Carroll Street/Rolling Hills Drive intersection is an existing
signalized intersection that will remain. If sidewalks are added to
US-74 in this section, pedestrian crosswalks should be added here.
Access Management
The six existing businesses on the west side of US-74, between John
Moore Road and Timber Lane Drive, all have separate driveways onto
US-74. These driveways should be interconnected, with access from
John Moore and Timber Drive.
Poplin Place has three right-in/right-out access drives and a signalized
intersection. These will all remain.
On the east side of US-74, the Bob Mayberry Hyundai car dealership
has two right-in/right-out driveways onto US-74 which will remain,
and also has access from Fowler Secrest Road. An undeveloped parcel
of land east of the Mayberry dealership should have access only from
Bovender Road when it develops.
The Department of Motor Vehicles driver license office on Bovender
Road is accessed only from Bovender Road. That should remain.
The Hendricks Cadillac car dealership has one right-in/right-out
access driveway onto US-74 that will remain, and also has access from
Bonanza Road.
All access to the medical office complex is from a signalized
intersection to Wellness Boulevard that will remain.
One business between Windmere Drive and Rolling Hills Drive has a
circular driveway with two access points directly to US-74. It would be
preferable for all access to this property to be from Windmere Drive.
The gas station/convenience store at the corner of US-74 and Rolling
Hills Drive has two driveways directly onto US-74 and another to
Rolling Hills Drive. It would be preferable for the easternmost drive
connection to US-74 be closed.

Carroll Street/Rolling Hills Drive to Williams Road (Fig. 6.8)
Roadway
Future traffic in this section is projected to be 67,500 AADT by 2035.
In order to avoid the need for six traffic lanes, an aggressive access
management approach will be required. If that is successful, this
section can be a 4-Lane Suburban Boulevard.
Intersections
There are existing signalized intersections at Carroll Street/Rolling
Hills Drive and at Roland Drive/ Round Table Road. These will remain.
If sidewalks are added to US-74, pedestrian crosswalks should be added
at these intersections.
Rolling Hills residents on the east side of the golf course cannot make
eastbound turns onto US-74. This could be improved with a short street
connection between Rolling Hills Drive and Round Table Road, giving
them access to US-74 through the signalized intersection at Roland
Drive/Round Table Road.
There is a median break with left-turn lanes which can remain, located
between a creek and the Griffin Buick car dealership.
The intersection at Williams Road and the entrance to Walmart is an
existing signalized intersection that will remain. It is discussed further
in the following section: Williams Road to Dickerson Boulevard.
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Access Management
On the west side of US-74 between Carroll Street and Roland Drive,
there are numerous small businesses, residences and churches, all of
which have their own driveways with direct connections to US-74. As
many as possible of these should have interconnected driveways to
reduce conflicts with US-74 traffic. Between Roland Drive and Williams
Road, several of the properties already have interconnected driveways
and share two driveway connections to US-74. It appears that the other
six properties could easily be added to this connection, reducing the
current seven driveways to two or three.
This section will also be helped by implementation of the parallel
street network between Poplin Place and Williams Road, which is
described in more detail in the following chapter.
The east side of US-74 between Rolling Hills Drive and Round Table
Road has fewer driveways directly on to US-74. Five of these serve
single-family residences and would not be easily interconnected,
though that would be desirable. One serves a small office complex,
which also has access from Round Table Road. It would be desirable
to close the complex’s drive connection to US-74. East of Round Table
Road, it appears that five of the six business properties could easily
have interconnected parking, reducing the number of driveways
directly on to US-74 from seven to two. The Griffin Buick car dealership
is separated from these properties by a creek. The dealership has
access from the Walmart entrance drive plus two driveways onto US-74
which can remain.

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Chapter 6:
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S Fig. 6.9 Williams Road to Stafford Street Typologies Application
MONROE –WILLIAMS ROAD TO STAFFORD STREET
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Williams Road to Dickerson Boulevard (Fig. 6.9)
Roadway
This section of US-74 is projected to have 67,500 AADT by 2035. Its
intersections also have the highest current crash rates of any stretch of
US-74 in Union County. If the parallel road network, as described in the
following chapter, is implemented, a 4-Lane Multiway Boulevard with
Parking could be adequate in this section. If not, a 6-Lane Multiway
Boulevard with Parking would be necessary. Because of the density of
retail and restaurant activity in this section, a 35 mph speed limit is
recommended.
Intersections
There are three existing signalized intersections at Williams Road,
Hanover Drive and Dickerson Boulevard, all of which would remain.
When the Multiway Boulevard is implemented, pedestrian crosswalks
should be added, with plantings or ornamental fences to prevent
pedestrians from crossing in between the intersections. There is a
median break with a left-turn lane to a shopping area on the west
side of US-74, which would be closed with the implementation of the
Multiway Boulevard.
Access Management
The Multiway Boulevard would provide access to all the existing
businesses on the west side of US-74. Between the creek and Hanover
Drive, this could eliminate three existing driveways, with one driveway
from US-74 and one connection to Hanover Drive. Between Hanover
Drive and the entrance to the Union Square shopping center, it would
eliminate primarily the two driveways at the vacant car dealership, and
possibly the smaller entrance to the Union Square shopping center.
On the east side of US-74, the internal drive in the Walmart/Lowes’
shopping center, behind the stores and restaurants that front onto
US-74, could be extended to connect the parking lots of the individual
business properties between the extension of Hanover Drive and the
extension of Dickerson Boulevard, eliminating most of the existing
seven driveways.
There does not appear to be any serious physical limitations on
making these connections and Multiway Boulevards.

Dickerson Boulevard to Concord Avenue (Fig. 6.9)
Roadway
Future traffic in this section is projected to be 67,500 AADT by 2035. A
6-Lane Multiway Boulevard is proposed. The additional lane will not be
necessary on the west side of US-74.
Intersections
The intersection of Dickerson Boulevard and US-74 is an existing
signalized intersection that will remain. When sidewalks are added to
US-74, pedestrian crosswalks should be added. Dickerson Boulevard
is planned to be extended to the east as part of the Northern Loop
proposed by CRTPO Union County Comprehensive Transportation
Plan, which will modify this intersection on the east side of US-74.
There is an existing signalized intersection at Secrest Shortcut Road
and the easternmost entrance to the Monroe Crossing shopping
center. This signalized intersection will remain, but will be modified
when Secrest Shortcut Road is realigned as proposed in the following
chapter on Creating a Parallel Road Network (Fig. 6.11).
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The existing right-in/right-out Secrest Shortcut Road intersection on
the west side of US-74 will be closed, also as proposed in the following
chapter on Creating a Parallel Road Network. Traffic that currently uses
Secrest Shortcut Road will be able to use the Concord Avenue exit from
US-74 for access to Benton Heights and downtown Monroe.
The Concord Avenue bridge over US-74 is old and in need of
replacement. When it is rebuilt, it should include aesthetic design
to create a gateway to downtown Monroe, as described in the Urban
Design and Aesthetics chapter. The existing on- and off-ramps
between US-74 and Concord Avenue will remain.
Access Management
On the east side of US-74, access to the shopping center and the four
pad site businesses fronting on US-74 between Dickerson Boulevard
and Secrest Shortcut Road would be from the Multiway Boulevard
driving lane, and the six existing driveways onto US-74 would be closed.
The Multiway Boulevard driving lane would connect to the extended
Dickerson Boulevard and the connecting street between US-74 and the
realigned Secrest Shortcut Road. The lane could be between the existing
pad site buildings and US-74, as shown in the Roadway Typologies, or
behind them, as shown in Figure 6.10.
Between the new Secrest Shortcut connecting street and the Concord
Avenue bridge on the east side of US-74, the 11 driveways need to be
consolidated and the number of direct driveways onto US-74 reduced
to two or three. The gas station/convenience store nearest to Secrest
Shortcut road will be able to be accessed from the new connecting
street.
On the west side of US-74, between Dickerson Boulevard and the new
Secrest Shortcut connecting street, Monroe Crossing has only two
right-in/right-out entrance drives, for which no change is needed.
Between the new Secrest Shortcut connecting street and Concord
Avenue, the Secrest Shortcut Road connection to US-74 will be closed
as described in the Creating a Parallel Road Network chapter. The eight
driveways should be consolidated with connected parking lots and
reduced to two or three driveways (Fig. 6.11).
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S Fig. 6.10 Dickerson Boulevard to Secrest Shortcut New Connecting Street Sketch
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Chapter 6:
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S Fig. 6.11 Secrest Shortcut New Connecting Street to Concord Avenue Sketch
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Chapter 6:
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Concord Avenue to Skyway Drive/US-601 (Fig. 6.9)
Roadway
This short section between the two overpass bridges is projected
to carry 67,500 AADT traffic. It is currently six lanes wide, which
can remain. Because the road is in between two grade-separated
interchanges, pedestrian sidewalks or crossings would not be
appropriate.
Intersections
The only two intersections are the Concord Avenue and Skyway Drive/
US-60 interchanges, which will remain. Both bridges, however, are old
and need to be replaced. When they are rebuilt, they should include
aesthetic design to create a gateway to downtown Monroe, as described
in the Urban Design and Aesthetics chapter.
Access Management
There is only one property with direct driveway access onto US-74
in this section. While it appears to be a relatively new and sound
structure, it would be better for access management on US-74 if it were
eventually removed.

Skyway Drive/US-601 to Stafford Street (Fig. 6.9)
Roadway
This section is projected to carry 67,500 AADT by 2035. It has the
highest unsignalized side street and driveway density of any segment
of US-74 in Union County. There are more than 60 properties with
direct driveway access onto US-74. A 6-Lane Multiway Boulevard with
Parking is recommended.
Intersections
Skyway Drive is an existing grade separated interchange which will
remain.
Miller Street is an existing right-in/right-out intersection to the west,
which will remain.
There is an existing unsignalized median break with left-turn lanes to
businesses on both sides of US-74. This median break will remain and
will provide access to the Multiway Boulevard.
Stafford Street/Stafford Street Extension is an existing signalized
intersection which will remain. When the Multiway Boulevard is
implemented, pedestrian crosswalks should be added, and plantings
or ornamental fences added to the Multiway Boulevard median to
prevent pedestrians from crossing between intersections.
Access Management
The Multiway Boulevard should be planned and designed to provide
access to all properties on both sides of US-74 in this section, closing as
many driveways as possible.
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Chapter 6:
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S Fig. 6.12 Stafford Street to Richardson Creek Typologies Application
MONROE –STAFFORD STREET TO RICHARDSON CREEK
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Stafford Street to Walkup Avenue (Fig. 6.12)
Roadway
This section is projected to carry 67,500 AADT by 2035. It has the
highest unsignalized side street and driveway density of any segment
of US-74 in Union County. There are more than 60 properties with
direct driveway access onto US-74. A 6-Lane Multiway Boulevard with
Parking is recommended.
Intersections
Boyle Street is an existing signalized intersection to Boyle Street
on the west and to a shopping center on the east side of US-74.
This intersection will remain. When the Multiway Boulevard is
implemented, pedestrian crosswalks should be added, and plantings
or ornamental fences added to the Multiway Boulevard median to
prevent pedestrians from crossing between intersections.
LaSalle Street is an existing unsignalized right-in/right-out
intersection to the west which will remain. LaSalle Street is a
residential street that can provide access to the Multiway Boulevard.
Kennedy Street is an existing unsignalized median break with left-
turn lanes to Kennedy on the west side of US-74 and businesses on the
east side. This median break will remain and can provide access to the
Multiway Boulevard on both sides of US-74.
Between Kennedy Street and Morgan Mill Road is an unsignalized
median break with left-turn lanes to businesses on both sides of US-74.
This median break will remain and can provide access to the Multiway
Boulevard on both sides of US-74.
Morgan Mill Road is an existing signalized intersection that will
remain. When the Multiway Boulevard is implemented, pedestrian
crosswalks should be added, and plantings or ornamental fences
added to the Multiway Boulevard median to prevent pedestrians from
crossing between intersections.
Lynn Street is an existing right-in/right-out intersection to the
east. Lynn Street is a short street that connects to Walkup Avenue.
This intersection can be closed, with Lynn Street connecting to the
Multiway Boulevard.
Purser Avenue is an existing parallel street with secondary access
to businesses on west side of US-74 between Morgan Mill Road and
Walkup Avenue, and is a good complement to the Multiway Boulevard.
Walkup Avenue is an existing signalized intersection that will remain.
When the Multiway Boulevard is implemented, pedestrian crosswalks
should be added, and plantings or ornamental fences added to the
Multiway Boulevard median to prevent pedestrians from crossing
between intersections.
Access Management
On the west side of US-74, there are 11 driveways between Morgan Mill
Road and Walkup Avenue. On the east side, there are 13 driveways.
Purser Avenue provides a secondary access for the properties on the
east side, and there is a secondary access from Walkup Avenue on the
east side. Fig. 6.13 shows a diagram of how driveway consolidation
and use of secondary access can reduce the number of driveways to
approximately three on the west side and four on the east. Fig. 6.14
shows an example of successful driveway consolidation in Duncanville,
Texas, providing improved pedestrian connections as well.
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Chapter 6:
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S Fig. 6.13 Morgan Mill Road to Walkup Avenue Driveway
Consolidation Diagram
S Fig. 6.14 Driveway Consolidation Example, Main Street,
Duncanville, Texas
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Walkup Avenue to US-601 Pageland Highway/Campus Park Drive
(Fig. 6.12)
Roadway
The projected 2035 traffic in this section is indicated as 67,500 in the
Monroe Bypass Environmental Impact Statement, but may not be this
high east of Walkup Avenue. The existing US-74 is a six-lane divided
arterial that can remain. There are existing sidewalks along portions
of both sides of US-74, which should continue to be extended as
properties develop or redevelop.
Intersections
Sutherland Avenue is an existing signalized intersection that will
remain. With the implementation of the Parallel Street network on the
east side of US-74 through Monroe, the Sutherland Street intersection
could become a desirable alternate for traffic headed south to US-601
during the beach season, and may need to be expanded to provide dual
left-turn lanes from Sutherland to eastbound US-74.
Fincher Street is an existing right-in/right-out intersection on the west
side of US-74 which will remain. Vann Street is an existing right-in/
right-out intersection on the east side of US-74 which will remain.
Dove Street/Venus Street is an existing signalized intersection that is
also the main entrance to the Carolinas Medical Center on the east side
of US-74. This will remain.
Franklin Street is an existing signalized intersection to the west that
also provides an entrance to the medical office complex on the east
side. This intersection will remain.
The US-74 intersection with US-601/Campus Park Drive is an existing
signalized intersection. It was rated as a level of service C intersection
for the 2007 AM peak, but is projected to be a level of service F by 2035
for the AM peak. This is likely based on an AADT of 67,500, which
is probably high for this section of US-74. While the intersection
is currently operating satisfactorily, it can be confusing to drivers
unfamiliar with the area because US-74 makes a curve to the east, and
the turn to US-601 has a very large turning radius, making it appear
that US-601 is actually the continuation of US-74. Improved signage
and perhaps the addition of a traffic island as a visual cue could help
clarify the intersection.
Access Management
This section of US-74 has been planned and developed with good
access management. The unsignalized side street and driveway density
per 1,000 feet is one of the best in the corridor. No modification is
necessary for existing properties. Any future development should
observe the same standard as the existing.
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Chapter 6:
US-74 TYPOLOGIES APPLICATION
S Fig. 6.15 Richardson Creek to Monroe City Limits Typologies Application
MONROE –RICHARDSON CREEK TO MONROE CITY LIMITS
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US-601 Pageland Highway to Monroe City Limits (Fig. 6.15)
Roadway
The existing US-74 through this section is a four-lane divided arterial.
Projected 2035 traffic is 35,100 AADT. No change to the roadway
is necessary. This is a primarily industrial section with few or no
pedestrian traffic generators, so sidewalks would be unnecessary.
Intersections
There is a directional left-turn-only intersection about 600 feet east of
the US-601 Pageland Highway intersection with US-74 that serves the
restaurant/shopping/hotel complex at the intersection on the south
side, and provides a U-turn opportunity with no access to the property
on the north side of US-74. This intersection will remain.
There is an unsignalized directional left-turn-only intersection at
Comfort Lane/Charles Huntley Lane that will remain.
There is an unsignalized left-turn-only intersection at Kintyre Drive
on the south side of US-74 that provides a U-turn opportunity with
no current access to the property on the north side. Future industrial
development in this area could have access from this intersection.
There is an unsignalized left-turn-only intersection at Acme Drive on
the north side of US-74 that provides access to the industrial park. It
provides a U-turn opportunity with no current access to the property
on the south side. Future industrial development in this area could
have access from this intersection.
The intersection of South Secrest Avenue is an existing signalized
intersection with free-flow right-turn lanes that will remain.
There is an existing unsignalized intersection at Old US 74 on the
south side that also provides an entrance to the industrial park on the
north side. This intersection will remain.
South Bivens Road is an existing unsignalized intersection that will
remain.
Access Management
All access driveways onto US-74 in this section are well spaced. The
properties tend to be large parcels with predominantly industrial or
civic uses. No further access management strategy is required.
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Even with the construction of the Monroe Bypass to divert through
traffic from US-74, there will continue to be a mix of through and
local traffic on US-74. Twenty-year traffic forecasts indicate a return
to high traffic volumes - 61,500 at Indian Trail and 67,000 at Monroe’s
commercial area. Local traffic now uses back streets to access US-74
commercial where they are available. At public workshops, several
US-74 major commercial properties, such as Monroe Crossing,
indicated that secondary access would be desirable and beneficial
for their business. Fortunately, a basic skeleton already exists for
connecting streets both east and west of US-74 in Monroe, Indian Trail
and Stallings to create a parallel road network. The purpose of this
network is to move much of the local shopping traffic off of US-74 and
avoid the many conflicts that now exist. It will also provide improved
access to US-74 current and future businesses, and help to stimulate
redevelopment where desired by the municipalities.
Following are the US-74 Corridor Revitalization Study
recommendations for creating a parallel road network in each of the
three municipalities.
Chapter 7:
CREATING A PARALLEL ROAD NETWORK
MONROE EAST OF US-74
Secrest Shortcut Road to Monticello Drive (Fig. 7.1)
A new 2-Lane Suburban Boulevard would be built from Secrest
Shortcut Road, beginning just north of Lowe’s and running across
Euclid Street on vacant land to Concord Ave. The 2-Lane Suburban
Boulevard would continue east through a potential redevelopment
area to connect with Monticello Drive. A new 2-Lane Suburban
Boulevard would link Secrest Shortcut to US-74, from a new
roundabout on Secrest Shortcut to US-74 at the existing Secrest
Shortcut traffic signal. Secrest Shortcut on the east side of Lowe’s
would be closed. Euclid Street would be closed at or near Temple
Street. The intersection at Concord Avenue could be signalized. In its
initial phase, the realigned Secrest Shortcut Road would terminate
at Concord Avenue until the area around Monticello Drive becomes
feasible for redevelopment, at which time the continuation of Secrest
Shortcut Road could be constructed as part of the redevelopment.
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Monticello Drive to Stafford Street (Fig. 7.2)
When the area along US-74 between Concord Avenue and US-601
Concord Highway redevelops, the realigned Secrest Shortcut Road
could be extended as part of the redevelopment to connect to the
existing E. East Avenue. The intersection of this portion of Secrest
Shortcut, US-601 and E. East Avenue would have to be reconfigured as
part of the replacement of the US-601 bridge over US-74. The existing
E. East Avenue would form the continuation of the parallel road to
Stafford Street.
A traffic signal might be required at Stafford Street if projected traffic
volumes meet UMTCD warrants. N. Sutherland Avenue east of Stafford
Street would remain as a two-lane road.
Stafford Street to Morgan Mill Road (Figs. 7.3 and 7.4)
The existing two-lane N. Sutherland Avenue and S. Sutherland
Avenue would form this leg of the parallel road network east of
US-74 in Monroe. As future growth occurs in this area, it would be
good to reserve enough right-of-way for the eventual widening of N.
Sutherland Avenue to a 2-Lane Suburban Boulevard.
S Fig. 7.1 Secrest Shortcut to Monticello Drive Parallel Road
S Fig. 7.2 Monticello Drive to Sutherland Avenue Parallel Road
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S Fig. 7.3 Sutherland Avenue from Wilkes Drive to Morgan Mill
Road Parallel Road
S Fig. 7.4 Sutherland Avenue from Morgan Mill Road to US-74
Parallel Road
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Chapter 7:
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The existing two-lane S. Sutherland Avenue would form this leg of the
parallel road network east of US-74 in Monroe. Existing development
along S. Sutherland Avenue would make any future widening of
the street very difficult. The intersection with US-74 near Carolinas
Medical Center Union would be the easternmost point of the parallel
road network in Monroe.
MONROE WEST OF US-74
Hanover Drive to Dickerson Boulevard (Fig. 7.5)
The existing Hanover Drive would connect from US-74 to Commerce
Street at Williams Road. The intersection with Williams Road extension
could be a roundabout. From the roundabout, a new 2-Lane Local Street
on vacant land would connect to Commerce Drive just north of the
existing commercial buildings. All existing buildings could remain.
Dickerson Boulevard to Patton Avenue (Fig. 7.6)
Commerce Street behind Monroe Crossing would be upgraded to a
2-Lane Local Street, with a roundabout at the southwestern corner of the
Monroe Crossing property. From the roundabout, a new 2-Lane Local
Street would be built across currently vacant land (that is scheduled to
be acquired by Union County) to a connection to Patton Avenue at Sells
Street. Patton Avenue west of Sells Street would be realigned to form
a “T” intersection with the new 2-Lane Local Street. One or two single-
family residences at the corner of Patton Avenue and Sells Street might
have to be acquired to build the new 2-Lane Local Street.
On the southeast side of Monroe Crossing, a new 2-Lane Local Street
would be built from the roundabout to the existing traffic signal at US-
74 and Monroe Crossing. Part of this new street would be on the same
alignment as a portion of the Monroe Crossing circulation system that
is fairly heavily used as a local shortcut between Secrest Shortcut Road
and US-74. The existing connection between Monroe Crossing and
Secrest Shortcut Road would be upgraded to a 2-Lane Local Street.
The section of Secrest Shortcut Road between the Monroe Crossing
and US-74 would be closed, with traffic moved to the nearby Concord
Avenue exit that leads toward Downtown Monroe. All existing
buildings would remain.
S Fig. 7.5 Hanover Drive to Dickerson Boulevard Parallel Road
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Patton Avenue to Skyway Drive (Fig. 7.7)
The City of Monroe plans to undertake a Small Area Plan for this area
in 2013. All of these recommendations should be considered in more
detail as part of that plan.
A new roundabout is proposed for the junction of Patton Avenue,
Secrest Shortcut Road, Concord Avenue and Kerr Street. Patton Avenue
would be connected to the roundabout from the new 2-Lane Local
S Fig. 7.6 Dickerson Boulevard to Patton Avenue Parallel Road
Street. A new street connection would be made from the roundabout
to Pedro Street. Pedro Street would be upgraded to Skyway Drive. It
is assumed that the Patton Avenue connection and the Pedro Street
new connection and upgrades would be 2-Lane Local Streets, but this
should be considered further in Monroe’s Small Area Plan.
At Pedro Street and Skyway Drive, where there is an existing traffic
signal, a new entrance would be made to Monroe Plaza. The existing
on-ramp to US-74 would be reconfigured as part of the anticipated
interchange reconstruction.
S Fig. 7.7 Patton Avenue to Skyway Drive Parallel Road
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Chapter 7:
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EFFECT OF MONROE PARALLEL ROADS
Monroe’s Long Range Transportation Plan includes a proposed
Northern Loop that would form part of an outer loop around the city
(Fig. 7.8). The Northern Loop would be an extension of Dickerson
Boulevard across US-74 to the northeast. The Transportation Plan
also includes a partial inner loop that includes E. East Avenue, N.
Sutherland Avenue and S. Sutherland to US-74 and beyond.
The proposed parallel road network, possibly including a connection
from Hanover Drive to Williams Road, would work in conjunction
with the Northern Loop and the inner loop to form a grid network
around the central commercial district of US-74 in Monroe, as can be
seen in Fig. 7.9. This network would help to improve traffic access to
existing business on US-74 without the need of using US-74 itself, and
would also provide improved access to the district to help stimulate
economic revitalization of the area and redevelopment of vacant and
underutilized properties. This would create the potential for a regional
commercial district in the central part of Monroe while improving
traffic flow and safety on US-74.
S Fig. 7.8 Monroe Parallel Roads with Proposed Northern Loop S Fig. 7.9 Monroe Parallel Roads Network
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INDIAN TRAIL (Fig. 7.10)
The parallel road network in Indian Trail would be interconnected
across both sides of US-74 to help overcome the barrier effect that
US-74 currently has on the town, as well as to improve local circulation
with less need to use US-74.
The Town has begun construction of the new Chestnut Parkway west of
Indian Trail Road. This new road should extend across US-74, through
a Michigan Left Superstreet Intersection. A new 2-Lane Suburban
Boulevard would connect across vacant land to the existing Van Buren
Avenue in Old Hickory Business Park. A portion of Van Buren Avenue
and Oscar Robinson Road would be upgraded to a 2-Lane Local Street.
From the intersection of Oscar Robinson Road and Stinson-Hartis
Road to Indian Trail-Fairview Road, Stinson-Hartis Road would be
upgraded to a 2-Lane Suburban Boulevard. A new 2-Lane Suburban
Boulevard would connect to Younts Road at the intersection of Younts
and Woodhaven Lane. Younts Road would be upgraded to a 2-Lane
Suburban Boulevard from that point to its intersection with Unionville
Indian Trail Road. That intersection would be a roundabout. From
the Younts Road/Unionville Indian Trail Road intersection, a new
2-Lane Suburban Boulevard to connect to a Michigan Left Superstreet
Intersection at US-74 and Plyler Road. Plyler Road would be upgraded
to a 2-Lane Local Street to a new roundabout at Unionville Indian Trail
Road. From the roundabout, Matthews Indian Trail Road through
downtown Indian Trail would be upgraded to a 2-Lane Local Street to
the new Chestnut Parkway. Property and possibly some single-family
residences would have to be acquired to make the connection from
Indian Trail Fairview Road to Younts Road. Property and two small
buildings would have to be acquired to make the connection from
Unionville Indian Trail Road to US-74 at Plyler Road.
S Fig. 7.10 Indian Trail Parallel Road Network
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NCDOT is studying the possibility of constructing Superstreet
Intersections at four roads in Indian Trail — Indian Trail Fairview
Road, Unionville-Indian Trail Road, Faith Church Road and Wesley
Chapel-Stouts/Sardis Church Road. To maintain continuity across
US-74 and further alleviate the barrier effect of US-74 on the town, it is
recommended that the US-74/New Chestnut Parkway and new Plyler
Road/US-74 intersections would become Michigan Left Intersections,
as described in Chapter (what chapter?). These connections are
important for supporting the revitalization of the district bounded
by Chestnut Parkway, Younts Road and Matthews-Indian Trail Road,
as shown in Figure 7.10. These connections are described further in
Chapter 6.
STALLINGS (FIG. 7.11)
West of US-74 and the new Monroe Bypass, which will be on the
current alignment of US-74, a parallel road already exists in Stallings:
Matthews-Indian Trail Road. This road will provide a second means of
access to the potential redevelopment parcel which will be bounded by
the planned McKee Road Extension, the Monroe Bypass and Stallings
Road, and the second potential redevelopment parcel which will be
bounded by Stallings Road, the Monroe Bypass and Smith Farm Road.
Matthews-Indian Trail Road would be upgraded to a 2-Lane Local
Street between the new Chestnut Connector and Central Piedmont
Community College.
West of the Monroe Bypass, a new 2-Lane Local Street can connect
through an anticipated mixed use redevelopment parcel from Stallings
Road to the new McKee Road Extension, where it joins Stevens Mill
Road. This street would begin at the realigned Union West Boulevard
that will be built as part of the Monroe Bypass project to Stevens Mill
Road at the McKee Road Extension. From that point, Stevens Mill Road
would be upgraded to a 2-Lane Local Street. Since most of this portion
of Stevens Mill Road is in Matthews, some arrangement for that town’s
participation in the project would be necessary.
The McKee Road Extension between Matthews-Indian Trail Road and
Stevens Mill Road will be built as part of the Monroe Bypass project.
S Fig. 7.11 Stallings Parallel Roads
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EFFECT OF STALLINGS PARALLEL ROADS
Stallings is located just south of I-485, at the border between Union
County and Mecklenburg County, as shown in Fig. 7.12. I-485 is the
regional interstate beltway around Charlotte and Mecklenburg County.
Charlotte Douglas International Airport is approximately 28 miles
and 34 minutes from Stallings via I-485. US-74 in Mecklenburg County
is being upgraded by NCDOT to a limited access expressway from
Charlotte Center City to I-485. Charlotte Area Transit System (CATS)
has adopted a system plan for rapid transit in the US-74 corridor,
for either light rail or bus rapid transit. The Monroe Bypass will be a
limited access extension of US-74 from I-485 to US-74 in eastern Union
S Fig. 7.12 Stallings Regional Location at I-485 and the Monroe Bypass
County, with continuation to the Port of Wilmington. The CSX rail
line network connects Charlotte to the Ports of Wilmington, Charleston
and Savannah through Stallings. This network of regional and interstate
access places Stallings’ location at I-485 and the Monroe Bypass in excellent
position for significant economic development.
The proposed parallel road network in Stallings will interface with the
Monroe Bypass frontage roads and connections to local streets. As shown
in Fig. 7.13, this will create substantial redevelopment and development
opportunities in this strategic location.
S Fig. 7.13 Stallings Parallel Road Network
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IN EACH OF THE THREE CORRIDORS, SEVERAL DIFFERENT TYPES OF
TRANSIT MODES HAVE BEEN CONSIDERED:Transit considerations for long-haul or inter-county service in
the Stallings/Indian Trail/Monroe corridor have three potential
corridors for exploration. For fixed guideway service, the caveat is
that the service would have to have a route or alignment available
for continuation to high employment concentrations, such as
Charlotte’s Center City. Consequently, any long-haul transit service
in the Union County portion of the US-74 Corridor is dependent on
the type and timing of transit service in the Mecklenburg County
portion of the US-74 Corridor. While CATS’ adopted system plan has
a stated preference for bus rapid transit, there is still considerable
discussion about other alternatives, such as light rail.
The following discussions on transit in the three corridors are based
on the assumption that they would be an extension of transit service
from Mecklenburg County.
Chapter 8:
TRANSIT
In each of the three corridors, several different types of transit modes
have been considered:
»Commuter Rail - similar to traditional passenger rail, serving longer
commuting trips within the region on its own tracks or tracks
shared with freight rail or Amtrak service (Fig. 8.1).
S Fig. 8.1 Orlando SunRail Commuter Rail
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Chapter 8:
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»Bus Rapid Transit (BRT) – larger buses, similar to light rail in
appearance and comfort, that can operate either in their own fixed
guideway or on streets mixed with vehicular traffic, which gives
them more flexibility than light rail (Fig. 8.3).
»Express Bus – traditional bus vehicles or coach type buses that
»Light Rail (LRT) – smaller electrified vehicles operating as one- to
three-car trains on their own tracks, separated from vehicular traffic,
but sometimes crossing local streets; one light rail vehicle typically
has a passenger capacity that is as much as six times greater than a
bus (Fig. 8.2).
S Fig. 8.2 Charlotte LYNX Light Rail S Fig. 8.3 Bombardier Bus Rapid Transit Vehicle
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Chapter 8:
TRANSIT
operate on streets mixed with vehicular traffic or sometimes in
exclusive lanes or high occupancy vehicle lanes (Fig. 8.4). CATS
currently operates two express services per day in the US-74
corridor.
S Fig. 8.4 CATS Express Bus in a Separate Guideway
S Fig. 8.5 CATS Hybrid-Electric Local Bus
S Fig. 8.6 CATS Demand-Responsive Transit Vehicle
»Local Bus – local bus service can be traditional bus or on-call bus
services using smaller vehicles (Figs. 8.5 and 8.6). There currently is
no local bus service operating in the US-74 corridor.

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Chapter 8:
TRANSIT
US-74 Corridor
For operation in or adjacent to the US-74 right-of-way, there are three
potential transit modes that might come into consideration in
the future:
Light Rail Transit (LRT)
The benefit of LRT is that it usually operates in an exclusive fixed
guideway, resulting in faster travel time and more reliable service. It
has a high passenger capacity because of the ability to add cars. LRT,
with supporting market conditions, can be a forceful stimulant for
economic development.
The disadvantages in the US-74 Corridor would be that stations would
have to be on one side of the road, making it challenging to access
the station. That would inconvenience passengers, and limit transit-
oriented development (TOD) opportunities. While there are portions
of the corridor in which the right-of-way width might accommodate
a light rail guideway, the overall fluctuation in the right-of-way width
may make it challenging to create a dedicated fixed right-of-way for the
entire length from the County line to Monroe. Additionally, the cost to
implement and operate LRT is higher than BRT or Express Bus.
Bus Rapid Transit (BRT)
BRT can operate in exclusive lanes when they can be made available,
resulting in faster travel time and more reliable service, but it also has
the flexibility to travel in mixed traffic and directly serve customers.
The vehicles have fairly high passenger capacity. BRT is less expensive
to implement than LRT. It can stimulate economic development.
Disadvantages are that the cost to implement and operate BRT is
higher than Express Bus. Its passenger capacity is not as great as LRT.
In many cities, it has proven difficult to create TOD opportunities
because there is less assurance that the service will always remain in
the same corridor. Another disadvantage of BRT is that it often has a
social perception of being less attractive than LRT.
Express Bus
Express bus service would be the least expensive of all modes in the
US-74 corridor, since it can operate in mixed traffic on existing roads.
Express bus sometimes operates in a separate fixed guideway, such
as has been built on a portion of US-74 Independence Boulevard in
Charlotte, but that increases the cost considerably.
The disadvantages of express bus service are that the passenger
capacity is less than BRT and LRT, it is less likely to stimulate economic
development than BRT or LRT, and has the lowest TOD potential.
CSX Corridor
Commuter rail service could operate on the existing CSX tracks
through Stallings, Indian Trail and Monroe, with sidings at stations,
providing peak-hour service in one direction only. LRT would have to
operate adjacent to the CSX tracks in order to have the necessary dual
tracks and not conflict with CSX freight traffic. BRT would also need a
separate guideway. Any of these would require agreements with CSX
to operate within their right-of-way and/or share their tracks. CSX
has indicated to CATS that they would be unwilling to provide those
agreements because this is a very active freight line with active CSX
customers on both sides of the CSX right-of-way.
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Old Monroe Road/Old Charlotte Road Corridor
Light Rail Transit
LRT in this corridor would be close to the residential commuter base.
It could offer great TOD opportunity and be a significant force for
placemaking. However, LRT would require significant right-of-way
acquisition to operate in a fixed right-of-way. Traffic impact on cross-
streets due to the need for traffic signal pre-emption, on an already
highly congested roadway, would also be substantial.
Bus Rapid Transit
BRT would also be close to the residential commuter base and,
generally, be less expensive to implement than LRT. BRT is most
effective when it operates in exclusive lanes, resulting in faster
travel time and more reliable service. In the Old Monroe Road/Old
Charlotte Highway corridor, this would require significant right-of-way
acquisition, but possibility not as much as LRT. It also has flexibility
to travel in mixed traffic and directly serve customers, but significant
delay in service could occur.
Express Bus
Express bus would be the least expensive of all modes, and could
operate in mixed traffic when this roadway is widened to four lanes.
It is close to the residential commuter base, and could offer an
alternative to or a supplement to express bus service in the US-74
corridor. Express bus service is less likely to stimulate economic
development than BRT or LRT.
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IN EACH OF THE THREE CORRIDORS, SEVERAL DIFFERENT TYPES OF
TRANSIT MODES HAVE BEEN CONSIDERED:OVERALL APPROACH
Land use and transportation are intimately linked. All the people and
goods moving on the country’s transportation infrastructure start
from somewhere and are going somewhere. Those “somewheres”
represent land uses, whether residential, retail, industrial,
recreational or any other use. Land uses are the origins and the
destinations that feed the transportation network. Conversely,
transportation is the linkage that enables people and goods to move
from one land use to another.
This connection influences corridor planning in several ways:
»Anticipation of traffic levels
»Vehicle miles traveled (VMT)
»Appropriate design speeds
»Functional interface (access management)
»Visual interface (view of the road, view from the road)
In the US-74 corridor, the local governments have responsibility and
authority for land use planning and zoning controls, either at the
municipal or county levels. NCDOT has responsibility for US-74 and
nearly all of the intersecting arterials and collectors. For the corridor
to function successfully for mobility and to support the County and
municipalities’ goals for economic development it is essential that
both land use and transportation be addressed through a completely
integrated process.
Chapter 9:
LAND USE TYPOLOGIES
Anticipating Traffic Levels
Even with sophisticated traffic forecasting models, the future is not
always what it seems to be. According to the U.S. Census Bureau, the
population of the country is anticipated to grow by at least 100 million
people by mid-century. That 33 percent increase implies that some parts
of the nation will experience explosive growth, and that predictions of
future travel demand on roadways will be challenging. Communities
planning for growth should be able to provide build out as well as
20-year population capacity data to transportation planners, allowing
them to anticipate traffic levels and recommend both mobility and
capacity to serve the community well into the future. The implications
for both transportation and land use are great. Transportation planning
can address overall system mobility, not just roadway capacity. Mass
transit proposals can project long-term effectiveness and cost. Future
growth patterns can be adjusted to efficiently utilize a transportation
system that can actually be funded and built.
The Institute of Traffic Engineers estimates that each household,
on a national average, generates about 10 trips per day. Vehicle
Miles Traveled (VMT) grows at an even greater rate than Average
Annual Daily Traffic (AADT). For example, one research study found
that during the 1990s, North Carolina’s VMT increased at a rate 2.5
times greater than its population growth, as well as to provide a safe
environment for pedestrians, bicycles and vehicles.
This additional pressure on roadways can be managed to an extent by
land use planning strategies. Research has shown that compact growth
patterns result in shorter vehicle trips, with a small percentage of trips
being converted to pedestrian and bicycle travel—all contributing to
less VMT and less pressure to build more roads.
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Chapter 9:
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Appropriate Design Speeds
Since roads generally pass through a variety of land uses, a constant
design speed is not always appropriate. Design speeds in these
situations should be evaluated to achieve an acceptable balance
between serving through traffic and responding appropriately to
adjacent land use.
Functional Interface
The interface between roads and land use affects all manner of modes
and functions — vehicular and bicycle use of the road, pedestrian
movement along and across the road, and the viability of the land
use entities along the road. Appropriate access management helps
facilitate the coordinated operations of both roadways and their
adjoining land uses, and can help increase capacity and safety of
roadways. When access management is considered in conjunction
with medians and landscape strips between the road and sidewalks,
it also provides opportunities for planting and other streetscape
treatments that enhance stormwater management, air quality,
temperature moderation, shade for health and the aesthetic
environment.
Noise Interface
Land use planning can prevent or minimize noise impacts on
residences or other noise-sensitive land uses. Providing buffers
between roadways and noise-sensitive land uses avoids the need for
the expense of noise barriers, and can avoid or minimize complaints
from neighborhoods regarding traffic noise. Buffers might consist of
intervening land uses that are not noise-sensitive, landforms or berms,
or vegetative buffers.
Visual Interface
Roads and land use are also inextricably linked in the realm of
aesthetics and visual quality. Often expressed as the “view from
the road” and “view of the road,” planning for roads that are
aesthetically compatible with their settings can result in higher
overall environmental quality. Thoughtful placement of land use or
civic design elements can enhance the view from the road. Aesthetic
enhancement of the road through landscape and streetscape
elements, including retaining existing vegetation, can result in an
enhanced view of the road. Neither of these approaches needs to be
expensive.
Integrating land use and transportation requires coordination
beyond the planning and design phase. Local governments
must have a long-term commitment to their land use plans
so that transportation systems continue to serve them well.
Communities must also make an ongoing commitment to
maintaining landscape or streetscape enhancements and to
maintaining access management strategies. The US-74 Corridor
implementation strategies will include the potential of memoranda
of understanding, intergovernmental agreements, or public-private
partnerships to ensure that both the land use and the Corridor
transportation systems succeed in the long term.
US-74 Approach
A great deal of the existing land use along the US-74 Corridor is
retail, with business parks and industrial uses also prominent.
Retail uses cause land use/transportation conflict more than any
other use, so much of the strategy for the Corridor is to reorganize
land uses over the long term to help alleviate much of the conflict.
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This strategy emphasizes reorganizing Corridor retail from its
current predominantly linear pattern to more of a nodal structure.
The application of the Land Use Typologies identifies crossroads
locations for clustered retail uses, and identifies a potential hierarchy
of retail venues — Regional, Neighborhood and Local. Restructuring
the retail strip development should help to allow investments and
re-investments by property owners, developers and communities,
resulting in a mutually beneficial relationship.
Hierarchy of Centers
Regional centers are proposed in Stallings at the new Monroe
Bypass exit, in Indian Trail between the new Chestnut Parkway and
Unionville-Indian Trail Road, in Monroe at Rocky River Road, and in
Monroe between Hanover Drive and Concord Avenue. Neighborhood
centers are proposed at three of the new exits from the Monroe
Bypass — Indian Trail-Fairview Road, Unionville-Indian Trail Road
and Rocky River Road. Local centers are proposed in Indian Trail at
Faith Church Road, and in Monroe at Poplin Place and between Skyway
Drive and Stafford Street. These centers are described further in the
US-74 Application of Typologies chapter. Figure 9.1 shows a proposed
generalized land use map of the US-74 corridor.
S Fig. 9.1 Generalized Land Use Map of the US-74 Corridor
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Chapter 9:
LAND USE TYPOLOGIES
S Fig. 9.2 Birkdale Village, Huntersville, NC
Residential Density 12 - 20 du/ac
FAR 0.75 - 1.5
Site Efficiency Factor 1.0
Percent Distribution of Uses
% Residential acreage 20%
% Retail acreage 35%
% Office acreage 40%
% Institutional acreage 5%
Examples: Birkdale Village, Huntersville, NC; Promenade on
Providence, Charlotte, NC
CENTERS
Regional Center
A regional center, also sometimes referred to as a gateway center
or town center, is typically a gathering place or focal point of the
community and can be bigger in scale than a neighborhood mixed-
use center. A successful regional center helps define a unique role
and identity for a community within the larger regional context. It is
more than a place to do convenience shopping. The form, layout and
design of a main street/town mixed-use center places more emphasis
on pedestrian amenities, such as sidewalks, pedestrian lighting, plazas,
pocket parks and entertainment.
Buildings are typically located closer to the street with parking either
on-street or behind the building. Also, regional centers provide
amenities for bicyclists, pedestrians and transit that are incorporated
into the streetscape. The mix of uses could include arts and
entertainment, office space, retail, food services, business service uses,
parks, libraries and places of worship. The geography of this place type
is scalable.
Some excellent examples of regional centers in the Charlotte
metropolitan area are Birkdale Village in Huntersville (Fig. 9.2 and 9.3)
and Promenade on Providence in south Charlotte (Figs. 9.4, 9.5
and 9.6).
Note: The density and distribution of uses are suggested and could vary depending on
the location and individual characteristics of the actual development or situation. The
site efficiency factor reflects the amount of land on the site that can actually be used
for development.
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S Fig. 9.3 Birkdale Village Aerial Photograph
S Fig. 9.4 Promenade on Providence, Charlotte, NC
S Fig. 9.5 Promenade on Providence Entertainment
S Fig. 9.6 Promenade on Providence Aerial Photograph
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Chapter 9:
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S Fig. 9.7 Baxter Village, Fort Mill, SC
Residential Density 8 - 12 du/ac
FAR 1.75
Site Efficiency Factor 0.85
Percent Distribution of Uses
% Residential acreage 20%
% Retail acreage 40%
% Office acreage 30%
% Institutional acreage 10%
Examples: Baxter Village Center, Fort Mill, SC (Figs. 9.7 and 9.8);
Phillips Place, Charlotte, NC (Figs. 9.9 and 9.10)
Note: The density and distribution of uses are suggested and could vary depending on
the location and individual characteristics of the actual development or situation. The
site efficiency factor reflects the amount of land on the site that can actually be used
for development.
Neighborhood Center
Neighborhood centers, sometimes also referred to as a village center
or mixed-use center, is a distinct place that could be a part of any
community that contains a planned mix of uses that meets the
daily needs of area residents. The physical form, layout and design
emphasize pedestrian amenities, such as sidewalks, plazas and
neighborhood green, as well as pedestrian scaled architecture and
urban design. The mixed use center is compact in scale and could
include convenience retail, food services, business service uses, parks
and public uses. Pedestrian linkages to surrounding residential uses
are vital for it to function as a true Pedestrian-Oriented Mixed Use
Center. The geography of this place type is scalable.
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S Fig. 9.8 Baxter Village Aerial Photograph
S Fig. 9.9 Phillips Place, Charlotte, NC S Fig. 9.10 Phillips Place Aerial Photograph
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Chapter 9:
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S Fig. 9.12 Poplin Place, Monroe, NC
Local Retail Centers
Traditional retail along US-74 has been more “strip commercial”
development that is primarily accessible by automobile. This type
of development is traditionally set back from the road and has little
or no pedestrian or bicycle connectivity. Newer retail development
is occurring that is more pedestrian-friendly with access from
surrounding residential areas. While much of the retail development
in the US-74 Corridor consists of established business that are unlikely
to change, the US-74 strategy proposed to encourage the emergence
of more retail into local retail centers through driveway consolidation
and Multiway Boulevards.
Note: The density and distribution of uses are suggested and could vary depending on
the location and individual characteristics of the actual development or situation. The
site efficiency factor reflects the amount of land on the site that can actually be used
for development.
Residential Density 8 - 12 du/ac
FAR 0.25 - 0.5
Site Efficiency Factor 0.60
Percent Distribution of Uses
% Residential acreage 5%
% Retail acreage 75%
% Office acreage 15%
% Institutional acreage 5%
Examples: Poplin Place, Monroe, NC (Fig. 9.12); Rosedale Shopping
Center, Huntersville, NC (Fig. 9.11)
S Fig. 9.11 Rosedale Shopping Center, Huntersville, NC
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Residential Density NA
FAR 0.30
Site Efficiency Factor 0.70
Percent Distribution of Uses
% Industrial acreage 15%
% Office acreage 65%
% Retail acreage 15%
% Institutional acreage 5%
Examples: Old Hickory Business Park, Indian Trail, NC (Fig. 9.13);
Presbyterian Medical Center, Monroe, NC (Fig. 9.14); Ballantyne
Business Park, Charlotte, NC (Fig. 9.15)
S Fig. 9.13 Old Hickory Business Park, Indian Trail, NC
BUSINESS/EMPLOYMENT, INDUSTRIAL AND CIVIC/INSTITUTIONAL
Business / Employment
Employment centers are developments on a large tract of land that
are typically designed, planned and constructed on an integrated
and coordinated basis. They primarily contain a number of separate
businesses and offices with accessory and supporting uses, and
common open space. They preferably should have access to
commercial centers and recreational opportunities for
employee support.

Note: The density and distribution of uses are suggested and could vary depending on
the location and individual characteristics of the actual development or situation. The
site efficiency factor reflects the amount of land on the site that can actually be used
for development.
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Chapter 9:
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Residential Density NA
FAR 0.25
Site Efficiency Factor 0.70
Percent Distribution of Uses
% Industrial acreage 75%
% Office acreage 20%
% Retail acreage 5%
% Institutional acreage 0%
Examples: Wilburn Auto Body, Monroe, NC (Fig. 9.16); Hanson Brick
Company, Indian Trail NC (Fig. 9.17); L.B. Davis Industries, Monroe,
NC (Fig. 9.18)
Industrial
Industrial parks or industrial areas are portions of a city or town that
are designated land uses characterized by production, manufacturing,
distribution or fabrication activities. These areas typically have large
amounts of truck and trailer traffic, and some have access to rail
freight transport. Some industrial developments also have noise and
pollution that should be carefully considered in location criteria.
These developments typically require large tracks of land with
convenient access to railroads and major thoroughfares. It is highly
desirable for these uses to have large buffers to minimize impacts to
adjacent properties.
S Fig. 9.14 Presbyterian Medical Plaza, Monroe, NC
S Fig. 9.15 Ballantyne Business Park, Charlotte, NC
Note: The density and distribution of uses are suggested and could vary depending on
the location and individual characteristics of the actual development or situation. The
site efficiency factor reflects the amount of land on the site that can actually be used
for development.
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S Fig. 9.17 Hanson Brick Co., Indian Trail, NC
S Fig. 9.16 Wilburn Auto Body, Monroe, NC
S Fig. 9.18 L. B. Davis Industries, Monroe, NC
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Civic and Institutional
Civic/institutional are nonprofit or quasi-public use, such as a religious
institution, library, public or private school, hospital or government-
operated structure or land used for public purpose. These uses could
be integrated with other uses such as residential neighborhoods,
regional centers or neighborhood centers to create a desirable
community.
S Fig 9.19 Indian Trail Presbyterian Church, Indian Trail, NC
Residential Density NA
FAR 0.30
Site Efficiency Factor 0.70
Percent Distribution of Uses NA
Examples: Indian Trail Presbyterian Church, Indian Trail NC
(Fig. 9.19); Poplin Elementary School, Indian Trail, NC (Fig. 9.20);
Sun Valley High School, Indian Trail, NC (Fig. 9.21); Carolinas
Medical Center Union, Monroe, NC (Fig. 9.22)
Note: The density of uses is suggested and could vary depending on the location
and individual characteristics of the actual development or situation. The site
efficiency factor reflects the amount of land on the site that can actually be used for
development.
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S Fig. 9.20 Poplin Elementary School, Indian Trail, NC
S Fig. 9.22 Carolinas Medical Center Union, Monroe, NC
S Fig. 9.21 Sun Valley High School,
Indian Trail, NC
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Chapter 9:
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RESIDENTIAL
Single-Family Residential
These are low- to medium-density residential developments that
typically surround a downtown area or other more intense, urban
areas of the city. Single-family residential uses are primarily comprised
of single-family detached houses or attached town houses. Access
to institutional use such as religious institutions and schools, parks
and recreational amenities, and neighborhood retail are important
location considerations.
Note: The density of uses is suggested and could vary depending on the location
and individual characteristics of the actual development or situation. The site
efficiency factor reflects the amount of land on the site that can actually be used for
development.
Residential Density 0.5 - 5 du/ac
FAR NA
Site Efficiency Factor 0.30
Percent Distribution of Uses
% Residential acreage 100%
% Retail acreage 0%
% Office acreage 0%
% Institutional acreage 0%
Examples: Bonterra, Indian Trail, NC (Figs. 9.23 and 9.24); Brandon
Oaks, Indian Trail, NC (Fig. 9.25)
S Fig. 9.23 Bonterra, Indian Trail, NC
S Fig. 9.24 Bonterra, Indian Trail, NC
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S Fig. 9.25 Brandon Oaks, Indian Trail, NC
Residential Density 7 - 18 du/ac
FAR 0.50 - 0.75
Site Efficiency Factor 0.80
Percent Distribution of Uses
% Residential acreage 85%
% Retail acreage 5%
% Office acreage 5%
% Institutional acreage 5%
Example: First Ward, Charlotte, NC (Figs. 9.26 and 9.27); Coventry
Commons, Mint Hill, NC (Fig. 9.28)
High-Density Residential
High-density residential refers to single-family detached subdivisions
of seven units per acre and more. It can also refer to a variety of
attached housing types, including townhouses, condominiums or
rental apartments. High-density residential uses tend to be located
closer to town centers or mixed uses, and provide a buffer between
single-family uses. Quality architectural design and amenities as well
as access to parks and recreational amenities and commercial centers
are important location considerations.
Note: The density of uses is suggested and could vary depending on the location
and individual characteristics of the actual development or situation. The site
efficiency factor reflects the amount of land on the site that can actually be used for
development.
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S Fig. 9.27 First Ward, Charlotte, NC S Fig. 9.26 First Ward, Charlotte, NC
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S Fig. 9.28 Coventry Commons, Mint Hill, NC
PARKS, RECREATION AND OPEN SPACE
Parks & Recreation
Recreation/open space is land that is open for public use for
recreational activity (Figs. 9.29 and 9.32). This land can be used for
active or passive recreation. Active recreation includes ball fields,
basketball courts, tennis, etc. (Fig. 9.30). Passive recreation could
include walking, jogging, hiking, picnicking, etc. (Fig. 9.31).
Recreation/open space can also include land that is protected or
preserved for environmental reasons, such as the protection of
endangered species or water quality.
Parks, recreation and open space can be a potential catalyst for
attracting residential and commercial development.
S Fig. 9.29 Park Shelter
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S Fig. 9.30 Edna Love Park, Indian Trail, NC
S Fig. 9.31 Greenway Trail
S Fig. 9.32 Stallings Park Playground, Stallings, NC
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IN EACH OF THE THREE CORRIDORS, SEVERAL DIFFERENT TYPES OF
TRANSIT MODES HAVE BEEN CONSIDERED:
Chapter 10:
AESTHETICS AND URBAN DESIGN
Gateway entry areas are proposed along US-74 at the Stallings exits/
entrances to the Monroe Bypass at the new Chestnut Parkway
intersection at the border between Indian Trail and Stallings; the
boundary between Indian Trail and Monroe; the Skyway Drive (US-601)
and Concord Avenue bridges in Monroe; and the Monroe city limits at
the eastern end of the corridor. Gateway entry areas are also proposed
at each of the following exits/entrances to the Monroe Bypass —
Indian Trail-Fairview Road in Indian Trail; Unionville-Indian Trail Road
in Indian Trail; Rocky River Road in Monroe; US-601 Concord Highway
in Monroe; and Morgan Mill Road in Monroe.
Corridor enhancements on US-74 are proposed at all of the stretches
between gateway entry areas and major intersections.
Major intersection aesthetic treatments are proposed at:
»Stallings Road in Stallings;
»Indian Trail-Fairview Road, Unionville-Indian Trail Road, and
Wesley Chapel-Stouts/Sardis Church Road in Indian Trail; and
»Rocky River Road, Morgan Mill Road, and US-601/Pageland Highway
in Monroe.
The overall Aesthetics and Urban Design Strategy for the US-74
Corridor is shown in Figure 10.2.
S Fig. 10.1 US-74 Aesthetics and Urban Design
Three-Pronged Approach
AESTHETICS AND URBAN DESIGN STRATEGY
The US-74 Corridor Aesthetics and Urban Design Strategy is based
on a three-pronged approach to improvements primarily within the
public right-of-way (Fig. 10.1):
»Emphasis on notable gateways into the corridor and each of its
communities,
»Aesthetic enhancement of the linear corridor stretches of US-74,
and
»Aesthetic treatments of major intersections.
Primary Gateways
Corridor Enhancements
Intersection Treatments
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Chapter 10:
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S Fig. 10.2 Aesthetics and Urban Design Strategy
S Fig. 10.3 Gateway
Monument Example
S Fig. 10.4 Gateway Illuminated
for Visibility at Night
GATEWAY TREATMENTS
Gateway treatments can be integrated into the US-74 right-of-way as
part of roadway or intersection improvements, or can be implemented
outside the right-of-way at any time, as long as they are unlikely to
be disturbed by future roadway construction. They can be as simple
or elaborate as the local community desires. In any event, there
are several principles that should be considered when designing a
community gateway.
Gateway monuments should clearly identify the jurisdiction/area
that motorists are entering into. Supplemental landscaping should
complement the structure, but not reduce the visibility of the sign/
structure. Gateway elements should be properly illuminated for
visibility at night (Fig. 10.3 and 10.4).
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The median along US-74 can be enhanced with ornamental grasses
and other low-level landscaping to supplement the gateway elements.
Banners can allow the municipalities to celebrate their history and
annual events (Figs. 10.5 and 10.6).

Monroe Bypass Aesthetics Design Guide
The North Carolina Turnpike Authority (NCTA) and NCDOT have
proposed an excellent Aesthetic Design Guide for the Monroe Bypass.
Implementation of this design guide will provide very notable
gateways at the Bypass exits and at Stallings Road (Figs. 10.7, 10.8, 10.9
and 10.10).
S Fig. 10.5 Median with
Ornamental Grasses and
Groundcovers
S Fig. 10.6 Banners and
Ornamental Plantings
S Fig. 10.7 Monroe Bypass Bridge over Stallings Road
S Fig. 10.8 Local Road Bridge over Monroe Bypass
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Chapter 10:
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S Fig. 10.9 Local Road Bridge over Monroe Bypass
S Fig. 10.10 Intermediate Monroe Bypass Bridge over Local Road
S Fig. 10.11 Bow Arch Bridge with Sidewalks and Bicycle Lanes
S Fig. 10.12 77th Street Bridge, Bruce R. Watkins Drive,
Kansas City, MO
Bridge Enhancements
The Concord Avenue and Skyway Drive bridges over US-74 in Monroe
are old, in poor condition and will need replacement soon. These
two roads are major gateways into downtown Monroe and adjacent
Monroe neighborhoods. Aesthetic design can either be an integral part
of the bridge itself, as shown in Fig. 10.11 from Washington, DC, or can
be physically separate from the bridge structure, as in Fig. 10.12 from
Kansas City. In either approach, they should be designed to fit the local
context in Monroe, and should include pedestrian, bicycle and lighting
facilities.

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Chapter 10:
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CORRIDOR ENHANCEMENTS
Corridor enhancements along the US-74 are linear in nature.
Pedestrian and bicycle accommodations are an integral part of the
US-74 roadway typologies. While the enhancements should be adapted
to each community, and even to various segments of the corridor
within each community, a degree of consistency in aesthetic themes is
important to create a meaningful visual impact (Figs. 10.13 and 10.14).
This effect can be created through three basic elements:
»Improving corridor aesthetics with canopy trees and ornamental
landscaping;
»Improving street/pedestrian lighting with decorative street lighting
near major intersections, and
»Improving local signage ordinances to reduce visual clutter.

Signage, Public Art, Street Furniture
Signage, public art and street furnishings all can be used to create
distinctive corridor aesthetic. They can:
»Orient pedestrians and motorists,
»Create a pedestrian environment that encourage people to use other
modes, and
»Create a sense of community through the corridor.
Way finding signage identifies routes, commercial districts, transit
facilities, historic sites, recreation and other points of interest.
S Fig. 10.13 Wayfinding Signage Integrated with Street Lighting
S Fig. 10.14 Banners Integrated with Street Lighting
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Chapter 10:
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S Fig. 10.16 Public Art – Carven Limestone Fountain, Houston, Texas.
Brad Goldberg.
S Fig. 10.15 Public Art – Steel Railing, Camelback Road, Phoenix, AZ.
Barbara Grygutis
Public art and plazas can be installed in the public right-of-way, as well
as in private developments (Figs. 10.15 and 10.16). Art installations
should be cohesive in design with the community identity and not
detract from gateways and wayfinding signage. Plazas should be
located where they can be readily accessed and utilized for passive
activity and/or community events.
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Street furniture elements can incorporate identity logos or motifs into
site furnishings, such as benches, trash receptacles, street lights and
bus stops within the public right-of-way. Street furnishings should
provide a coherent palette that can be readily incorporated throughout
the corridor (Fig. 10.17).
S Fig. 10.17 Examples of Street Furnishings
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Chapter 10:
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S Fig. 10.18 Enhanced Corridor with Canopy Trees
S Fig. 10.19 Coordinate Roadway Landscape with Adjacent Properties
Landscaping
Landscaping provides an essential relief to the pavement and
featureless environment of roadway environments. It has potential
environmental benefits, such as shade, oxygen regeneration and
bioremediation of stormwater runoff, and also provides significant
aesthetic qualities, such as:
»Sense of scale,
»An enjoyable and comfortable pedestrian environment, and
»Low impact development with minimum impact to the natural
environment.
Landscaping can also integrate well with signage, public art and street
furniture, as shown in Figures 10.18, 10.19, 10.20, 10.21 and 10.22.
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S Fig. 10.20 Where Space Permits, Supplement Median Trees
with Low Plantings
S Fig. 10.21 Streetscape with Planted Bioswale
S Fig. 10.22 Example of Landscape Creating a Sense of Scale in a
200 ft. Right-of-Way
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Chapter 10:
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Intersection safety and function can be improved by relocating
existing street signage so that it is more visible to motorists. In the
long term, it is recommended that traffic signals be improved with
mast arms at major intersections. Corridor identification plaques can
be incorporated into mast arms or street signage.
Examples of intersection treatments and elements are shown in Figs.
10.23, 10.24, 10.25 and 10.26.
S Fig. 10.23 Intersection Enhancement Plan
INTERSECTION TREATMENTS
Major intersections are important landmarks within the corridor,
and should have aesthetic and urban design enhancements for
driver and passenger orientation for encouragement of private
property enhancements by owners, as well as pedestrian safety and
comfort. The US-74 Corridor recommendations for major intersection
treatments are:
»Provide vehicular wayfinding signage at all major intersections,
»Improve aesthetics of intersection with landscaping, lighting and
ornamental landscaping,
»Enhance street signage to make more visible to motorists and
supplement with key identifying plaque, and
»Enhance pedestrian accessibility.
The medians at major intersections should be enhanced with low level
shrubs, ornamental grasses, groundcovers and perennial flowers. The
corners of intersections can be defined with ornamental trees, such as
crape myrtles. Enhanced crosswalks with special pavement markings,
such as colorized stamped asphalt or high visibility crosswalks will
improve pedestrian visibility and safety. In coordination with the
crosswalks, provide pedestrian refuges or similar protection across
US-74 and pedestrian countdown timers.
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S Fig. 10.26 Example of Pedestrian Refuge Island
S Fig. 10.24 Mast Arm
Identity Plaque
S Fig. 10.25 Traffic Signal
Mast Arm with Street Signage
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Chapter 10:
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VEGETATION
Vegetation adds great benefits to the roadway environment.
It is extremely important that maintenance agreements and
responsibilities be in place before a planting program is undertaken.
NCDOT has developed Guidelines for Planting within Highway Right-
of-Way that addresses safety and placement issues, and should be
used in conjunction with the roadway typologies for US-74 plantings.
The Guidelines also provide a palette of plant materials that are
appropriate, and should be consulted, for US-74 Corridor plant
materials. Professional landscape architectural and/or horticultural
advice is strongly recommended for selecting appropriate plant
materials. Examples of appropriate vegetation are shown in Figs. 10.27,
10.28, 10,29 , 10.30 and 10.31.
S Fig. 10.27 Examples of Canopy Trees
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S Fig. 10.30 Examples of Ornamental Grasses
S Fig. 10.31 Examples of Groundcovers
S Fig. 10.28 Examples of Ornamental Trees
S Fig. 10.29 Examples of Shrubs
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IN EACH OF THE THREE CORRIDORS, SEVERAL DIFFERENT TYPES OF
TRANSIT MODES HAVE BEEN CONSIDERED:
Chapter 11:
LAND USE AND AESTHETICS APPLICATION
The land use typologies for the US-74 Corridor are drawn primarily
from the land use plans of the three municipalities — Stallings,
Indian Trail and Monroe. New recommendations to adapt to the
construction of the Monroe Bypass and the US-74 Corridor plan have
been made when the municipalities’ currently adopted plans do not
reflect those coming changes. Aesthetics opportunities have been
recommended to help create a corridor that is attractive for residents
and that aids in economic development aspirations of the County
and the municipalities. The application of land use typologies
and the aesthetics and urban design strategy are described in this
chapter for each segment and sub-segment of the US-74 Corridor
from the Union County line at Stallings to the Monroe City Limits at
the eastern end of the corridor.
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Chapter 11:
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S Fig. 11.1 Stallings Land Use and Aesthetics
STALLINGS
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S Fig. 11.2 Monroe Bypass at Stallings Road
S Fig. 11.3 Example of Supplemental Landscaping on
Freeway Frontage Road
Union County Line to Stallings Road (Fig. 11.1)
This sub-segment of the Corridor is predominantly suburban in
character. The future anticipated or desired character is to be
more urban.
The current land use is mostly Commercial/Retail and Industrial, with
some single-family residential.
The future desired land use will be Mixed Use destination oriented
uses, such as retail/commercial, light industrial, office, hotel and high-
density residential along the US-74/Monroe Bypass Connector, with
the potential for more vertical mixed use. Land uses will be oriented
toward local streets, such as McKee Road Extension and Stallings Road.
There will be single-family residential along Stallings Road, White
Oak Lane and Stevens Mill Road with potential greenway and park
development.
Landscaping and pedestrian lighting will be needed for the local road
underpasses at Stallings Road and McKee Road Extension under the
Monroe Bypass. A Gateway element should be located near Commerce
Drive to create a sense of arrival into Stallings and Union County. This
gateway element could be a joint effort between Stallings and Union
County. Coordination with NCTA will be required on urban design and
aesthetic improvements for underpasses, to enhance their distinctive
aesthetic design guidelines with additional frontage road landscaping
(Figs. 11.2 and 11.3).
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Chapter 11:
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Stallings Road to Smith Farm Road (Fig. 11.1)
This sub-segment is predominantly suburban in character and is
expected to remain suburban.
Current land use is commercial and industrial along US-74 with some
single family residential on the north side of US-74.
Future land uses are anticipated to be Mixed Use destination oriented
uses, such as retail/commercial, light industrial, business/office, hotel
and high-density residential along US-74/Monroe Bypass. Land uses
will be oriented toward local streets, including Matthews-Indian Trail
Road, Stallings Road and Smith Farm Road. There is the potential for
single-family residential along Stallings Road with potential greenway
and park development east of Stallings Road on the north side of
US-74.
Landscaping and pedestrian lighting will be necessary for the
Stallings Road underpass of the Monroe Bypass. The new intersection
of Chestnut Parkway with US-74 will be a community gateway for
both Stallings and Indian Trail. Each community should have a
distinct identity at this gateway, but the designs should be carefully
coordinated. Coordination with NCTA will be required on urban design
and aesthetic improvements affecting the Bypass (Figs. 11.2 and 11.3).
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Chapter 11:
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S Fig. 11.4 Chestnut Parkway to Crooked Creek Land Use and Aesthetics
INDIAN TRAIL – CHESTNUT PARKWAY TO CROOKED CREEK
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Chapter 11:
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Smith Farm Road to Indian Trail Road (Fig. 11.4)
This segment of Indian Trail is currently suburban in character. With
the Town’s plan for future development, it is anticipated to become
more urban.
Current land use is predominantly retail along US-74 at Indian
Trail Road with Business/Office along the west side of Smith Farm
Road. There is some residential on the east side of US-74. Future
development is anticipated to be mixed use walkable residential, retail
and office development, along with office/employment uses with
supporting retail. This is expected to become a Town Center type of
development. Land uses will be oriented toward local streets, including
Chestnut Parkway and the potential extension of Chestnut Parkway to
Indian Trail-Fairview Road.
Street trees, lighting, wayfinding signage and street furnishings on
US-74 will create a boulevard road typology. Ornamental trees and
ground cover in the median near intersections will help reinforce
the Indian Trail identity. A gateway element at Chestnut Parkway/
US-74 and Indian Trail-Fairview Road/Monroe Bypass Connector will
create a sense of arrival into Indian Trail, and can celebrate the history
of the Town and its family-oriented lifestyle. The new intersection
of Chestnut Parkway with US-74 will be a community gateway for
both Stallings and Indian Trail. Each community should have a
distinct identity at this gateway, but the designs should be carefully
coordinated.
Indian Trail Road to Crooked Creek (Fig. 11.4)
This segment of Indian Trail is currently suburban in character. With
the Town’s plan for future development, it is anticipated to become
more urban.
Existing land use is currently retail along US-74 with Institutional and
Business/Office along Unionville-Indian Trail Road and Indian Trail-
Fairview Road. There is single-family residential along Plyler Road.
Pebble Creek Golf Course borders the eastern edge of this segment
In the future, Town Center development is anticipated near the Indian
Trail Road and Unionville-Indian Trail Road intersections, including
traditional neighborhood development with high-density residential,
retail, business/employment and greenway connectivity along the
South Fork of Crooked Creek. The Carolina Thread Trail will connect
Crooked Creek to a new park on Chestnut Parkway.
Pedestrian lighting with banners at Indian Trail Road and the future
Chestnut Parkway intersections will emphasize corridor aesthetics.
Ornamental landscaping at Indian Trail Road and Chestnut Parkway
intersection with street trees will also reinforce the corridor aesthetic.
There should be wayfinding signage for destinations, such as Crossing
Paths Park, downtown Indian Trail and other significant Indian Trail
destinations. Building form and orientation should be toward the
street to create pedestrian friendly environment with parking behind
the buildings.
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S Fig. 11.5 Crooked Creek to Laurel Creek Land Use and Aesthetics
INDIAN TRAIL – CROOKED CREEK TO LAUREL CREEK
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Crooked Creek to Wesley Chapel-Stouts Road (Fig. 11.5)
The current setting character is suburban/industrial. Future mixed-
use development on the west side of US-74 will change this setting to
more suburban.
Current land use in this segment is Commercial/Retail, Business Park,
Industrial and Single-Family Residential. Future land use will include
Mixed-Use, Business/Employment and Greenway Recreation along
US-74. There will be single-family residential along Sardis Church Road
and high-density residential with Town Center development at Sardis
Church Road/Monroe Bypass Connector interchange.
Pedestrian lighting with banners at Unionville-Indian Trail Road,
ornamental landscaping at Unionville-Indian Trail Road and Wesley
Chapel-Stouts Road intersections and street trees along US-74 will
reinforce the linear corridor aesthetic. There should be wayfinding
directional signage for destinations such as the movie theatre, Sun
Valley High School, etc. Building form and orientation for future
mixed use development on the west side of US-74 should be toward the
street to create pedestrian-friendly environment with parking behind
the buildings.
Wesley Chapel-Stouts Road to Laurel Creek (Fig. 11.5)
The current setting is industrial. Future mixed-use development on
the west side of US-74 will change the setting to suburban.
Current land use is Industrial and Business/Employment on the east
side of US-74 and vacant on the west side. Future land use will remain
Industrial and Business/Employment on the east side, with potential
for substantial Mixed-Use Development on the west side of US-74.
Pedestrian lighting with banners at Unionville-Indian Trail Road,
ornamental landscaping at Unionville-Indian Trail Road and Wesley
Chapel-Stouts Road intersections and street trees along US-74 will
reinforce the linear corridor aesthetic. Building form and orientation
for future mixed use development on the west side of US-74 should
be toward the street to create pedestrian-friendly environment with
parking behind the buildings. Laurel Creek’s greenway open space
offers an excellent location for an Indian Trail community gateway,
enhancing the greenway with monumentation and identity signage.
Since this will also be a community gateway for Monroe, each
community should have a distinct identity at this gateway, but the
designs should be carefully coordinated.
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MONROE: LAUREL CREEK TO WILSON AVENUE
S Fig. 11.6 Laurel Creek to Wilson Avenue Land Use and Aesthetics
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LAND USE AND AESTHETICS APPLICATION
Laurel Creek to Wilson Avenue (Fig. 11.6)
The current setting is predominantly industrial. Though the Corridor
appears rural in this area of US-74, suburban development surrounds
the corridor. The future setting will be more suburban, with the node
at Rocky River Road being urban.
Current land use is predominantly Business and Industrial. The future
land use will be Business/Employment and Industrial with Regional
Center Development at the Rocky River Road intersection. There are
anticipated to be more single-family residential uses on the north side
of US-74 with high-density Traditional Neighborhood Development
around the Town Center area. The City’s Land Use Plan identifies future
neighborhood retail and high-density Traditional Neighborhood
Development at the future Rocky River interchange with the Bypass.
Building form and orientation for a future regional retail node
development and Traditional Neighborhood Development at Rocky
River Road should be toward the street to create pedestrian friendly
environment with parking behind the buildings.
Gateway elements near the Rocky River Road interchange with the
Bypass and Chamber Drive on US-74 can create a sense of arrival
into the City of Monroe. Laurel Creek’s greenway open space offers
an excellent location for a Monroe community gateway, enhancing
the greenway with monumentation and identity signage. Since this
will also be a community gateway for Indian Trail, each community
should have a distinct identity at this gateway, but the designs should
be carefully coordinated. There should be pedestrian lighting and
banners along with ornamental landscaping at Rocky River Road. A
Corridor landscape enhancement with street trees along US-74 will
create a Boulevard Road typology.
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Chapter 11:
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S Fig. 11.7 Wilson Avenue to Williams Road Land Use and Aesthetics
MONROE: WILSON AVENUE TO WILLIAMS ROAD
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Wilson Avenue to Fowler-Secrest Road (Fig. 11.7)
The current setting for this subsegment is suburban/rural. With the
anticipated future development, it will become suburban.
Current land use is predominantly Retail/Commercial with some
undeveloped/underutilized parcels. Extensive single-family residential
developments are just off of US-74 on the west side.
Future land use is anticipated to be mixed-use development on the
east side of US-74 with neighborhood supportive uses, and additional
small office development on the west.
A corridor landscape enhancement with street trees along US-74
will create a Boulevard Road typology. Building form and orientation
for the future mixed use development should be toward the street
to create pedestrian-friendly environment with parking behind the
buildings.
Fowler-Secrest Road to Rolling Hills Drive (Fig. 11.7)
The current suburban setting will remain suburban.
Current land use is Retail/Commercial with Single-Family Residential
north and south of US-74, focused on Poplin Place Shopping Center
and the Presbyterian medical office complex. Rolling Hills Country
Club is a significant recreation open space.
Future land use will include retail infill development near Poplin Place
Shopping Center with some mixed use, business/employment and
light industrial uses along the corridor.
Aesthetic improvements should include pedestrian lighting at
intersections and a corridor landscape enhancement on US-74 with
street trees to create a boulevard road typology. The landscaping at
Poplin Place Shopping Center and the Presbyterian medical office
complex is of a high quality that fits well with the intended Boulevard
Road typology.
Rolling Hills Drive to Williams Road (Fig. 11.7)
The current suburban setting will remain suburban.
Current land use is a mix of Retail/Commercial, Business/
Employment, Institutional, Light Industrial and Single-Family
Residential with some High-Density Residential. No significant change
in land use is anticipated.
Aesthetic improvements should include pedestrian lighting at
intersections and a corridor landscape enhancement on US-74 with
street trees to create a Boulevard Road typology.
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Chapter 11:
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S Fig. 11.8 Williams Road to Stafford Street Land Use and Aesthetics
MONROE: WILLIAMS ROAD TO STAFFORD STREET
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Williams Road to Dickerson Boulevard (Fig. 11.8)
The current suburban setting will evolve to urban with anticipated
street modifications and new redevelopment.
The current Retail/Commercial land use is anticipated to remain.
Currently, vacant properties are anticipated to redevelop as retail or
mixed use. Traditional Neighborhood Development and a possible
future park could occur east of the Walmart/Lowe’s center with the
proposed new street connections.
Corridor landscape enhancement with street trees along US-74
will create a Boulevard Road typology. Pedestrian, lighting, street
furnishings and street sign enhancements should occur at the
Williams Road, Hanover Drive and Dickerson Boulevard intersections.
Wayfinding signage at Dickerson Boulevard should provide direction
to downtown Monroe.
Dickerson Boulevard to US-601 (Skyway Drive/Concord Highway)
(Fig. 11.8)
The current setting is suburban. With anticipated street modifications
and redevelopment plans, it will change to urban gateway.
Current land uses are Retail/Commercial and Industrial. In the
future, the Monroe Crossing and K-Mart shopping centers will
remain, but could expand because of the enhanced access. The area
between the proposed new connection between a realigned Secrest
Shortcut Road and Commerce Drive is currently under consideration
for a redevelopment plan by the City of Monroe. Future land uses
could include Retail, Traditional Neighborhood Development,
Recreation, Mixed Use along US-74 with Single-Family Residential
focused between Concord Avenue and US-601 Concord Highway.
Neighborhood retail with Traditional Neighborhood Development and
Gateway/Open Space is anticipated near the US-601/Monroe Bypass
interchange.
A corridor landscape enhancement with street trees should be
developed along US-74 through this segment to create a boulevard
roadway typology. Street trees and street furnishings along Concord
Avenue and US-601 Concord Highway/Skyway Drive will emphasize
the streets’ function as gateways into downtown Monroe. Building
form and orientation for the future redevelopment areas should be
toward the street to create pedestrian friendly environment with
parking behind the buildings.
The redesigned intersection at the new Secrest Shortcut connector
should have pedestrian crossings with lighting, banners and street
furnishings.
When the bridges at Concord Avenue and US-601 over US-74 are rebuilt,
they should have a high aesthetic design quality, as well as pedestrian
and bicycle accommodation and directional signage to create a sense of
arrival into the City of Monroe and emphasize that these interchanges
are gateways into downtown Monroe (Figs. 11.9 and 11.10).

US-601 (Concord Highway) to Stafford Street (Fig. 11.8)
The current suburban setting will remain suburban.
Current land uses consist of Retail/Commercial, Industrial and Single-
Family Residential. Future land uses will remain the same.
A corridor landscape enhancement with street trees along US-74 will
create a Boulevard Road typology.
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Chapter 11:
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S Fig. 11.9 Example of a Major Arterial Interchange with High
Aesthetic Design Quality
S Fig. 11.10 Street-Level View of Example of Major Arterial
Interchange with High Aesthetic Design Quality
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Chapter 11:
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MONROE: STAFFORD STREET TO RICHARDSON CREEK
S Fig. 11.11 Stafford Street to Richardson Creek Land Use and Aesthetics
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Chapter 11:
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Stafford Street to Walkup Avenue (Fig. 11.11)
The current suburban setting will remain suburban.
Current land uses consist of Retail/Commercial, Industrial,
Institutional and Single-Family Residential. Future land uses will
remain the same. A number of properties between Stafford Street and
Kennedy Street appear to be in the flood plan, and a flood plain buyout
program should be considered.
Neighborhood Retail, Traditional Neighborhood Development,
Institutional and Single-Family Residential land uses are anticipated
along Morgan Mill Road toward the Monroe Bypass.
Pedestrian crossings with lighting and banners should be installed at
the Morgan Mill Road and Walkup Avenue intersections. Ornamental
landscaping at Morgan Mill Road intersection and a corridor landscape
enhancement with street trees along US-74 will create a Boulevard
Road typology. Street trees and street furnishings along Morgan Mill
Road will help emphasize it as a gateway route to downtown Monroe.

Walkup Avenue to Sutherland Avenue (Fig. 11.11)
The current industrial setting will remain industrial.
The current land uses will remain Industrial, which does not front on
US-74, with some Retail/Commercial supportive uses fronting on
US-74.
A corridor landscape enhancement with street trees along US-74 will
create a boulevard road typology.

Sutherland Avenue to Richardson Creek (Fig. 11.11)
The current suburban setting will remain suburban.
The current Retail/Commercial, Medical and Business/Employment
uses are expected to remain. Carolinas Medical Center – Union is the
dominant land use in this segment.
The US-74/US-601 Pageland Highway intersection should have
monumentation, ornamental landscaping and streetscape furnishings
to emphasize it as a gateway into the City of Monroe. Directional
signage will help clarify the intersection for drivers, and should
include wayfinding signage for downtown Monroe.
A corridor landscape enhancement with street trees along US-74 will
create a Boulevard Road typology.
Street trees and street furnishings along Franklin Street will help
emphasize it as a gateway route to downtown Monroe.
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Chapter 11:
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MONROE: RICHARDSON CREEK TO MONROE CITY LIMITS
S Fig. 11.12 Richardson Creek to Monroe City Limits Land Use and Aesthetics
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Richardson Creek to Monroe City Limits (Fig, 11.2)
The current suburban/rural setting will become more suburban with
future development along US-74.
Current land uses include some Retail/Commercial, Industrial, some
Single-Family Residential, Recreation (Monroe Country Club) and
Institutional, with considerable vacant land along US-74. Future
development of the vacant land is anticipated to be primarily
industrial with supportive Office/Business and Retail/Commercial.
A corridor landscape enhancement with street trees along US-74
will create a Boulevard Road typology. Gateway elements should
be installed at US-74 and the Monroe city limits to emphasize the
entrance to the City.

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IN EACH OF THE THREE CORRIDORS, SEVERAL DIFFERENT TYPES OF
TRANSIT MODES HAVE BEEN CONSIDERED:
Chapter 12:
IMPLEMENTATION
TRANSPORTATION IMPROVEMENT PROGRAM (TIP)
The key to implementation of the roadway improvements is having
each of the US-74 Corridor recommended projects on the Metropolitan
Transportation Plan (MTP) and Transportation Improvement Program
(TIP) list.
The TIP identifies the transportation projects and strategies that
CRTPO and NCDOT plan to undertake over the next seven years. All
projects receiving federal funding must be in the TIP. The TIP is the
region’s way of allocating its limited transportation resources among
the various capital and operating needs of the area, based on a clear set
of short-term transportation priorities.
The TIP:
»Is updated at least every two years;
»Is realistic in terms of available funding and is not just a “wish list”
of projects. This concept is known as fiscal constraint;
»Conforms with the State Implementation Plan (SIP) for air quality
(MUMPO is classified as nonattainment for ozone);
»Is approved by CRTPO and the governor; and
»Is incorporated directly, without change, into North Carolina’s
State Transportation Improvement Program (STIP).
MUMPO’s Adopted 2012 – 2018 Transportation Improvement
Program includes the US 74 Monroe Bypass. No projects along US-74
in the study area, nor on the arterials connecting to the Monroe
Bypass are included.
There are two steps that will be necessary to have the US-74 Corridor
projects added to the TIP List:
1. NCDOT Feasibility Study. The anticipated approach for the US-74
Corridor would be to request the North Carolina Department of
Transportation to accept The US-74 Corridor Revitalization Plan
as the feasibility study for the Corridor. Preferably, the full US-74
Corridor from the Union/Mecklenburg County Line to the Monroe
eastern City Limits would be a single feasibility study, because of the
integrated nature of all of the segments, including the parallel roads
and connections to the Monroe Bypass, in addition to US-74 itself.
The NCDOT would need to prepare a right-of-way and probable cost
estimate to complete the feasibility study.
2. Add US-74 to the CRTPO TIP. It is recommended that one of the first
actions be to initiate negotiations with CRTPO for inclusion on its
Long-Range Transportation Plan (LRTP). While it can be a difficult
process, it will be very important for CRTPO to include US-74 as a
high priority regional project…or even possibly a statewide project.
Once US-74 has been added to the TIP, it follows the prescribed
process for funding, planning design, right-of-way acquisition and
construction.
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Chapter 12:
IMPLEMENTATION
JURISDICTION RESPONSIBILITIES
The local municipalities will be responsible for implementing the land
use and aesthetics portions of the US-74 Corridor Revitalization Plan.
The kind of commitments that will be needed include:
»Maintain land use plans that are the basis for the Corridor
Revitalization Plan, or make changes with the concurrence of
the Coordinating Committee that the changes would not have an
adverse effect on the rest of the corridor,
»Coordination with abutting jurisdictions to participate in the
Coordinating Committee,
»Incorporation of the US-74 Corridor Revitalization Plan into local
comprehensive plans,
»Maintain or adopt development policies that will maintain the
right-of-way necessary for the appropriate road typology and access
management strategy,
»Require that developments follow the Corridor access guidelines as
part of the land use and zoning approval process, and
»Require as part of the land use and zoning approval process that
some road improvements be funded and built as part of the
developments, as indicated in the typologies application.
The local jurisdictions will likely be requested to take responsibility for
implementing some aspects of the roadway projects. This could place
responsibility on local jurisdictions for some of the following:
»Require some pedestrian sidewalks as part of development
approvals
»Possibly pay for landscape and aesthetic elements
»Possibly pay for sidewalks
»Possibly some right-of-way acquisition
»Possible maintenance of landscape and aesthetic elements in the
right-of-way
POTENTIAL FUNDING SOURCES
In addition to potential TIP funding, there are numerous other potential
sources of funding that will have to be explored by the County, the
municipalities and NCDOT to fully implement the US-74 Corridor
Revitalization Plan. A few potential sources of funding include:
Congestion Management for Air Quality (CMAQ): The CMAQ program
provides funding for transportation projects and programs that help
meet the requirements of the Clean Air Act. Eligible activities include
transit improvements, travel demand management strategies, traffic
flow improvements, public fleet conversions to cleaner fuels, projects
to improve incident and emergency response or improve mobility,
expanded authority for transit operations, and support for installation
of facilities serving electric or natural gas fueled vehicles.
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Chapter 12:
IMPLEMENTATION
National Highway Safety Administration State and Community
Highway Safety Grant Program: Highway Safety Funds are used
to support state and community programs to reduce deaths and
injuries on the highways. In each state, funds are administered by the
Governor’s Representative for Highway Safety. Pedestrian safety has
been identified as a National Priority Area and is, therefore, eligible for
Section 402 funds. Section 402 funds can be used for a variety of safety
initiatives, including conducting data analyses, developing safety
education programs and conducting community-wide pedestrian
safety campaigns. Since the 402 Program is jointly administered by
NHTSA and FHWA, Highway Safety Funds can also be used for some
limited safety-related engineering projects.
Walkable Communities: The US Department of Housing and
Urban Development (HUD) offers funding opportunities to help
communities realize their own visions for building more livable,
walkable and environmentally sustainable regions; the US Department
of Transportation (DOT) offers funding opportunities to support
more livable walkable communities; and the US Environmental
Protection Agency (EPA) offers grants to support activities that
improve the quality of development and protect human health and the
environment.
Federal Emergency Management Agency (FEMA) Hazard Mitigation
Assistance - Property Acquisition (Buyouts): Since 1993, participating
communities have purchased more than 20,000 properties as to
prevent future damages from flooding. Buyouts are strictly voluntary.
National Endowment for the Arts Grants for Arts Projects: Art Works
grants refer to three things — the works of art themselves, the ways
art works on audiences and the fact that art is work for the artists
and arts professionals who make up the field. Our Town grants
allows organizations to apply for creative placemaking projects that
contribute to the livability of communities and place the arts at
their core.
National Tree Trust: Through its Community Tree Planting grant,
the National Tree Trust provides free tree seedlings to schools and
community groups to plant on public property.
Local Road Bonds: Local road bonds may be able to be used for some
improvements in the US-74 Corridor. In 2011, Indian Trail passed
a town referendum for $7 million in street bonds. If other corridor
jurisdictions follow suit, there could be opportunities for coordinated
corridor improvements.
Local Road Taxes: Some communities have approved special taxes
dedicated to road and street improvements. York County, South
Carolina initiated the “Pennies for Progress” county sales tax
program in 1997 to improve roads throughout the county. The third
Capital Sales and Use Tax Program was passed by the voters by 82%
in 2011. It is currently estimated that this program could produce
approximately $161 million to fund additional roadway capacity and
safety improvements throughout the County. In North Carolina,
this would require state legislative approval. If the municipalities
and county begin a dialog on this, it could possibly benefit corridor
implementation and legislative approval.
Developer Contributions: Developer contributions are payments or
in-kind works, facilities or services provided by developers towards
the supply of infrastructure required to meet the future needs of a
particular community, of which the development forms part.
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Chapter 12:
IMPLEMENTATION
Business Improvement Districts: G.S. Ch. 160A, Art. 23 (Municipal
Service District Act), implements Section 2(4) of Article 5 of the
North Carolina Constitution, which authorizes a local government
to define special areas (districts) in order to assess additional ad
valorem property taxes on properties located within the districts to
fund projects and services in the districts. Specifically, the Municipal
Service District Act allows North Carolina municipalities to establish
special taxing districts to fund, among a handful of other services or
functions, downtown revitalization projects. (Note that counties have
similar authority to establish special taxing districts to fund certain
services or functions, but that authority does not include downtown
revitalization projects.) When a city establishes a special taxing district
for the purpose of financing downtown revitalization projects, it is
commonly referred to as a Business Improvement District or BID.
Private Maintenance of Public Rights-of-Way Landscape:
The City of Charlotte Right-of-way Maintenance section maintains
medians constructed and planted by the City outside the I-277 loop.
Homeowners’ Associations, businesses, developers and others
maintain the rest. The City of Monroe currently maintains landscaping
in the US-74 median. It could be beneficial for the participating
jurisdictions to implement a local program within the corridor.
Other methods for funding transportation projects are discussed in
Alternative Funding Strategies for Improving Transportation Facilities:
A Review of Public Private Partnerships and Regulatory Methods,
prepared for NCDOT by the Center for Urban Transportation Research
at University of South Florida in 2006 — http://www.cutr.usf.edu/
pdf/Fairshare%20Report.pdf and in the North Carolina Statewide
Transportation Plan: Financial Plan and Investment Strategies,
Prepared in August, 2012.
Small Area Plans: Several locations within the US-74 Corridor have
suggested improvements to both land use and transportation. While
these have been carefully considered as part of the overall Corridor
Study, they would benefit from a more rigorous Small Area Plan,
which could involve property owners, business owners, residents and
interested citizens, and could examine this study’s recommendations
in greater detail.
PRIORITIES
Implementation of the US-74 Corridor Revitalization Plan is
anticipated to occur over at least a 20-year period. To realize the vision
of the Plan, the following priorities are recommended:
0- to 5-Year Priorities
The highest priority areas should be those that affect safety and
mobility that are directly affected by construction of the Monroe
Bypass, and where major new development is anticipated. Those are:
Highest accident areas. Fig. 12.1 shows the signalized intersections of
US-74 that had the highest crash rates according to the most recent
available data. Those are in Monroe between Wilson Avenue and US-
601 Pageland Highway. The Indian Trail Road and Unionville-Indian
Trail Road intersections also had high crash rates.
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Chapter 12:
IMPLEMENTATION
S Fig. 12.1 US-74 High Crash Rate Areas
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Chapter 12:
IMPLEMENTATION
Most driveway cuts. The frequency of driveway cuts onto US-74
contributes to accident rates. The areas of US-74 with the most
unsignalized side street and driveways are shown in Fig. 12.2, and are
located in Monroe between Wilson Avenue and Walkup Avenue,
and in Indian Trail between Indian Trail Road and Unionville-Indian
Trail Road.
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Chapter 12:
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S Fig. 12.2 US-74 High Unsignalized Side Street and Driveway Densities
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Chapter 12:
IMPLEMENTATION
Affected by Monroe Bypass construction. The area most affected by
construction of the Monroe Bypass will be Stallings, where all of US-74
will be reconstructed as part of the toll road, as will Stallings Road, the
McKee Road Extension and many of the connecting streets. The Bypass
construction will also have a significant change to US-74 in Indian
Trail between Stallings and Indian Trail Road. All of the connecting
arterials and cross streets along the Bypass route will be affected, but
are planned to be modified as part of the Bypass project.
Imminent development. Areas where major new development or
redevelopment that will notably affect the Corridor plan is planned
to occur within the next five years also should have high priority.
Example of projects in this category are the intersection of the new
Chestnut Parkway with US-74 in Indian Trail and a new mixed-
use development at that intersection, and a planned mixed-use
development at the intersection of US-74 and Faith Church Road in
Indian Trail along with a possible first phase of the Faith Church Road
Extension.
5- to 10-Year Priorities
The next highest priority areas should be those where traffic will
continue to increase, even after construction of the Monroe Bypass,
and where the municipalities have places a high priority for new
development or redevelopment.
Highest projected AADT. Future increases in traffic are reflected in
projected AADT. The areas with the highest projected future traffic are
in Indian Trail between Chestnut Parkway and Wesley Chapel-Stouts
Road, and in Monroe between Rocky River Road and US-601 Pageland
Highway, as shown in Fig. 12.3.
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Chapter 12:
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S Fig. 12.3 US-74 High Projected Future Traffic Volumes
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Chapter 12:
IMPLEMENTATION
Transit planning. Interest was expressed in transit service during
preparation of the US-74 Corridor Revitalization Plan. Union County
does not currently have a transit system, and the only service in the
corridor is two daily express busses. The second decade of the Corridor
Revitalization would be a good time to begin planning a transit system
for the Corridor, if it has not been undertaken earlier. Planning for
fixed guideway service, such as light rail or bus rapid transit, might be
undertaken in this time frame as well, especially if CATS’ plans for its
Southeast Corridor have solidified.
COLLABORATION
Following completion and approval of the US-74 Corridor
Revitalization Plan, ongoing collaboration between the County, the
City of Monroe, the Town of Indian Trail and the Town of Stallings will
enhance the ability to implement the Plan. A unified voice in pursuing
funding for improvements will strengthen the Corridor’s chances of
receiving funding priority, particularly with the State’s new emphasis
on statewide, regional and local projects. Coordination will also be
important to assure that improvements or developments undertaken
in one community are compatible with the functionality of the overall
corridor, maintaining the Corridor goals for all of the municipalities.
A possible method for maintaining ongoing collaboration would be
through the Union County Planners Roundtable.
Local priority for development/redevelopment. Indian Trail’s
highest priority for development and redevelopment is their
“Pathways to Progress” plan, which puts a priority for development
and redevelopment at the revitalization area bounded by Chestnut
Parkway, Stinson-Hartis Road, Younts Road, Plyler Road and Matthews-
Indian Trail Road. Indian Trail also is targeting the area around the
intersection of the Monroe Bypass and Indian Trail-Fairview Road,
possibly in collaboration with other municipalities.
10- to 20-Year Priorities
Priority areas beyond the first 10 years of corridor revitalization will
be determined by conditions along US-74, economic development
pressures and regional development as a whole. Setting priorities for
this timeframe should be an ongoing process, but some priority areas
could be the following.
Projected development/redevelopment. The land use plans of all three
municipalities include ambitious development along the corridor.
The economic climate and development market will influence which
of these come to fruition within this timeframe, as will local policies
and priorities. US-74 improvements consistent with the Plan should be
undertaken as these occur.
Resolve ongoing traffic congestion and safety issues. On any roadway
with the traffic volumes which US-74 is projected to carry, and with the
amount of non-residential development anticipated, there are bound
to be congestion and safety issues which will not have been addressed
in the initial ten years. Resolution of these issues should be a priority
in the second decade of the US-74 Corridor Revitalization.
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Chapter 12:
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