Sitting in a gas station turned into a café and coffee shop along Rozzelles Ferry Road in Charlotte’s Historic West End, J’Tanya Adams, a longtime community activist, spotted a commercial real estate broker who has been working with developers interested in building new homes in the area. The conversation was brief, but packed with news. Adams is founder and program director of Historic West End Partners, a non-profit which largely promotes economic growth and revitalization. She swapped information with Forde Britt about a potential dog grooming shop and other businesses for several nearby empty buildings along the street. Such interactions are happening more often in the Historic West End as the historically African American community on the outskirts of uptown Charlotte braces for an anticipated spike in growth and development.
Leaders from across the region gathered Monday in a conference room at Charlotte Douglas International Airport with an ambitious goal: Creating a comprehensive plan for public transit, covering a dozen counties and setting the transit agenda for decades. Called CONNECT Beyond, the 18-month planning effort by the Centralina Council of Governments is, to put it simply, big. The planning area covers 12 counties, in two states, with 17 different transit systems. Previous transit planning efforts have been focused mostly on one county at a time. The goal here is to come up with a plan to coordinate and prioritize projects, as well as funding requests, across the whole region. “Twenty years from now, I think everyone is going to look back on this as the jumping-off point,” said John Muth, the Charlotte Area Transit System’s chief development officer.
There’s a growing consensus that if we want to get out of the housing affordability mess we’re in, we need to hear a lot more swinging hammers. Policymakers, developers and housing advocates are all talking about the need to build more, and more of everything: single-family houses, duplexes, triplexes, quadplexes, townhouses and apartments. It’s fast become the conventional wisdom that we need to lower regulatory barriers, streamline the development process and unleash the power of the market on our housing problems by allowing as much density as possible.
The 2010s in uptown Charlotte were a decade with a split personality, starting with an epic crash and swinging to a huge boom that transformed the skyline and left an enormous mark on the city. At the start of the decade, rusting rebar poked up from the EpiCentre, a reminder of a condo project that never got started. Now, those buildings are full and cranes dot the skyline, picking their way around new towers.
Charlotte faces a wide range of needs, from affordable housing to more police, bigger parks and better transit, but they all share a similar root cause: growth. That was one of the main themes at City Council’s annual planning retreat, held this week over four days in Durham at the Washington Duke Inn. There was little anxiety about when the city’s boom might end. Instead, the focus was on ways to manage, change and deal with the side effects of a booming city. “We’re growing faster than we’re putting in that critical infrastructure around it, and people are feeling the pain,,” said council member Tariq Bokhari.
A new, mixed-income housing development is set to take the place of a long-troubled, low-income housing complex in South End. Brookhill Village is a paradox: An oasis of affordability in the midst of a booming and fast-gentrifying part of the city, but full of run-down units, many of them boarded up and visibly decaying from the street. Developed in the 1950s by the late C.D. Spangler, a wealthy Charlotte businessman, the complex of one-story buildings occupies 36 acres. Less than two miles away, uptown’s skyline glitters on the horizon.
HunterWood is fast approaching a tipping point, as new houses replace old. A quick walk around the neighborhood found 76 old houses (built before 2007) and 50 post-2007 houses. On my walk, I found long-time neighbor Jane Stout walking her dog. “The neighborhood is simply recycling. I get it. That happens,” she said. “I just wish the builders could be more sensitive to the surroundings. They seem to be so callous to what a lot of us like about the neighborhood.”
The Walters-brand piano held a commanding spot for decades in Sue and Dale Riley’s den, on Charlotte’s Wonderwood Drive. They bought it for $75, used, for their daughter Megan to learn on when she was 4 or 5 (she’s 47 now). Even when she was grown and came home on weekends or holidays, the piano, ever in need of tuning, came alive again. Until recently. One bright afternoon on my daily walk, I found the aging upright kicked to the curb.
Development has been sprawling. Places that were once rural now seem urban. Take Fort Mill, S.C., whose population, according to the American Community Survey, has nearly doubled since 2010. Many small towns have grown into bustling suburbs as developers search for large tracts of land to build residential communities. As the population grows, low-cost land and high volume are necessary to meet the regions demand for single family housing.
Charlotte has a reputation as a car city, but many of its leaders badly want to promote more biking, walking and transit use. That’s one reason an intriguing idea kept surfacing at this week’s City Council Transportation & Planning Committee meeting: Why not take all the cars off a major street in uptown or South End, creating a pedestrian-only space?
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