3.1.1 Area Land Uses. Downtown Winston-Salem Area

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1 3.0 Existing Conditions This section of the report provides an overview of the existing conditions within the Phase 2 study area regarding land use and development patters, transportation facilities and services, and the current travel conditions on the major roadways in the area. 3.1 Existing Land Use and Zoning This section contains a description of the existing land uses, zoning designations and major development activities that are underway within the Phase 2 study area. Land use and zoning are described within the context of the various area plans that have been prepared by the Forsyth County and Winston-Salem Planning Board. The overall existing conditions within the Phase 2 study area include a diverse land use pattern as shown in Figure 3-1 and summarized below. In general, the Phase 2 study area is characterized by: densely developed urban pattern with a mixture of land uses in the downtown core; a central business district that includes office, government, and civic land uses, as well as arts and entertainment venues and the initial development phase of the Piedmont Triad Research Park; multiple historic resources and attractions including the Old Salem Historic District; small pockets of multi-family and single family residential developments including older, first edge communities of Winston-Salem with many churches and religious institutions as well as small parks and recreational uses; institutional land uses primarily within the southern half of the study area including the North Carolina School of the Arts, Salem Academy and College, and Winston-Salem State University. Industrial development is also located in various parts of the Phase 2 study area. Historically, US 52 functioned as the primary corridor connecting Winston-Salem s industrial core (tobacco, textile industries) with the region s transportation network. The concentration of employment and institutional and residential land uses along the US 52 corridor and throughout the Phase 2 study area supports the need for developing an overall land use and transportation plan that can guide the context of future growth and address the mobility needs for this area. The Phase 2 study area also has an abundance of cultural amenities which play an important role in enhancing the quality of life of the region, thus strengthening economic development. The effect of this can be seen with the large number of industries and major employers who have chosen to locate within the study area. Significant cultural features located within the study area and its sphere of influence include the Winston Salem State University, North Carolina School of the Arts, Salem Academy and College, Natural Science Museum, Old Salem Historic District, and numerous museums and attractions. These historic resources and institutions are anchor nodes and major trip generators, thus having significant impacts on traffic demand and land use in the study area. Along with these features, the Phase 2 study area includes an expanding system of parks and greenways, which have the potential of linking the cultural attractions into a cohesive fabric. The Salem Creek Greenway provides a source of recreation as well as providing functional pedestrian connectivity along Salem Creek, which crosses under US 52 within the southern portion of the study area Area Land Uses The existing land uses within the Phase 2 study area are documented in the small area plans prepared by the City-County Planning Board of Forsyth County and Winston-Salem. The five area plans that pertain to the Phase 2 study area are the Downtown Winston-Salem, East Winston, South Central Winston-Salem, North Central Winston-Salem, and Southeast Winston-Salem subarea plans as described below. Downtown Winston-Salem Area The downtown central business district (CBD) of Winston-Salem is located west of the US 52 corridor and north of Business I-40 and is part of the Downtown Winston-Salem area plan which was adopted by the City in The CBD covers an area of less than one square mile with Fourth Street being the main avenue through the core of downtown which was renovated in recent years. The CBD contains a mix of office, government and commercial uses with some interspersed residential (apartments, condominiums) units. The portion of the downtown area that is within the Phase 2 study area is mostly occupied by office, institutional (governmental) and commercial land uses. One of the predominant land uses in the downtown area is offices, many of which are associated with the major banks, BB&T and Wachovia, and the headquarters for R.J. Reynolds Tobacco Company, as well as other various office buildings. Institutional land uses within the downtown area include governmental offices and the M.C. Benton, Jr. Convention and Civic Center. Commercial land uses are also prevalent and include general retail, restaurants, and supporting services for the major employers located in the area. Located within the eastern portion of downtown are several office buildings associated with the proposed development of the Piedmont Triad Research Park (PTRP), a venture of academic, public and private sectors in Winston-Salem which is currently in its early stages of development. The PTRP currently consists of a few office and medical research buildings occupying an area in the southeastern corner of the central business district. The completed development of the PTRP is estimated to occupy about 5.7 million gross square feet of building space covering approximately 220 acres in the area generally located west of the US 52 corridor between Martin Luther King, Jr. Drive on the north and Salem Creek on the south. Numerous R. J. Reynolds Tobacco Company industrial sites and parking lots are currently located within this part of the downtown area that is planned to become part of the future stages of development of the PTRP. 8

2 East Winston Area The East Winston area is located on the east side of the US 52 Corridor and north of Business I-40 and is comprised mainly of institutional/public uses and residential areas with several churches and pockets of commercial developments. Headquarters for Forsyth County s major health and social services are located in East Winston including the Forsyth County Public Health Department, Reynolds Health Center, the Forsyth County Department of Social Services, and the Forsyth Industrial Systems complex. The East Winston area has a few concentrations of commercial activity mostly located along Martin Luther King, Jr. Drive. These businesses serve primarily local retail and service needs, however, there are many underutilized or vacant parcels of commercial and residentially zoned properties. The East Winston area has a mix of socio-economic groups. Traditionally, single-family residences dominated the East Winston area however, multi-family units have captured an increasingly larger share of the total residential development during the past several decades. As indicated by the considerable amount of public and assisted housing located east of US 52, many people within the area are lower income residents. Heavy concentrations of lower income households are located in the areas directly east of the US 52 corridor and north of Business I-40. South Central Winston-Salem Area The southwest quadrant of the Phase 2 study area that is located west of US 52 and south of Business I-40 is part of the South Central Area Plan which was adopted by the City in The portion of the South Central area that is within the Phase 2 study area has a varied land use pattern that includes institutions, parks/historic districts, a variety of businesses and industries, and some residential uses. One of the predominant land uses in the study area is institutional and includes the Salem Academy and College, Old Salem Historic District and Cemetery, and the North Carolina School of the Arts. The Old Salem Historic District is an established community resource located west of Old Salem Road and south of the downtown CBD and Business I-40 and is an important tourist destination and focal point for Winston-Salem. Immediately east of the historic district is the Salem Academy and College, a small liberal arts college for women and Salem Cemetery. Industrial land uses also occupy a significant amount of property in the south central area including the City/County maintenance facilities, garages and storage yards and a former cement-making plant. The Happy Hill Gardens community and park are located west of the US 52 corridor and south of Salem Creek. The portion of this neighborhood that was formerly a multi-family public housing development is currently being cleared and will be redeveloped as a predominantly residential (single-family and multifamily units) community with some mixed-use centers that would serve the local community. Immediately west of this area is the proposed Southeast Gateway neighborhood activity center, which will include mostly multi-family residential units, smaller mixed-use commercial centers supporting the local community, and a YWCA facility. Southeast Winston-Salem Area The southeast quadrant of the Phase 2 study area is located east of US 52 and south of Business I-40 and is part of the Southeast Area Plan which was adopted by the City in The portion of the Southeast area that is within the Phase 2 study area is predominantly occupied by institutional and single-family residential land uses. Most of the land in this area is owned by the Winston-Salem State University (WSSU) which has plans to expand their facilities to the south of its current campus area as proposed in the recently updated WSSU Campus Master Plan. This expansion would include an additional 700,000 gross square feet of educational, office, residential and recreational facilities as identified in their recent master planning efforts. South of the WSSU campus area is Bowman-Gray Memorial Stadium and other athletic facilities which are shared-use facilities with WSSU. The Salem Creek Greenway system crosses through this area parallel to Salem Creek. A single-family residential area is located south of WSSU and east of the US 52/Vargrave Street interchange Zoning The existing zoning designations within the Phase 2 study area encourage a significant capacity for both commercial/office, industrial and residential uses within the study area as shown in Figure 3-2. The zoning classifications shown in Figure 3-2 have been generalized from the more detailed Winston-Salem Zoning Code Definitions that are shown in Table 3-1 in order to present a more understandable graphic portrayal of the types of zoning that exist within the study area. The zoning ordinances and designations for Winston-Salem establish the regulations for the location, dimensions and density of buildings and property. The primary zoning designations within the northern section of the Phase 2 study area support a variety of industrial uses along the west side of the US 52 corridor and mostly office/business uses in the downtown core. The area east of the US 52 corridor is zoned primarily multi-family residential uses with some parcels of commercial along Martin Luther King, Jr. Drive. The southern section of the study area west of US 52 corridor is zoned for industrial uses south of Business I-40 and west of this area is zoned for primarily institutional and campus uses, and south of this area is multi-family residential zoning. East of the US 52 corridor is mostly institutional/campus zoning with a smaller portion zoned multi-family residential. Nearly all of the zoning districts within the Phase 2 study area promote higher density development than currently exists and therefore, there is the potential for considerable population and employment growth throughout the study area. 9

3 Table 3-1. City of Winston-Salem Zoning Code Definitions Zoning Code Definition C Campus CB Central Business CB-S Central Business (special) CI Central Industrial CI-S Central Industrial (special) GB General Business General Industrial -S General Industrial (special) GO General Office H Historic HB Highway Business HB HO Highway Business, Historic Overlay HB-S Highway Business (special) Institutional and Public HO Institutional and Public, Historic Overlay -S Institutional and Public (special) LB Limited Business LB HO Limited Business, Historic Overlay LB-S Limited Business (special) Limited Industrial -S Limited Industrial (special) LO Limited Office LO HO Limited Office, Historic Overlay LO-S Limited Office (special) MH-S Manufactured Housing (special) NB Neighborhood Business NO Neighborhood Office PB Pedestrian Business PB HO Pedestrian Business, Historic Overlay PB-S Pedestrian Business (special) RM12 Residential Multifamily, maximum 12 units/acre RM12-S Residential Multifamily, maximum 12 units/acre (special) RM18 Residential Multifamily, maximum 18 units/acre RM18-S HO Residential Multifamily, maximum 18 units/acre, Historic Overlay RM5 Residential Multifamily, maximum 5 units/acre RM5-S Residential Multifamily, maximum 5 units/acre (special) RM8 Residential Multifamily, maximum 8 units/acre RM8-S Residential Multifamily, maximum 8 units/acre (special) RMU Residential Multifamily RMU HO Residential Multifamily, Historic Overlay RMU-S Residential Multifamily (special) RS12-S Residential Single Family, maximum lot size of 12,000 square feet (special) RS7 Residential Single Family, maximum lot size of 7,000 square feet RS9 Residential Single Family, maximum lot size of 9,000 square feet RSQ Residential Single Family Quadraplex, maximum lot size of 5,000 feet RSQ HO Residential Single Family Quadraplex, maximum lot size of 5,000 feet, Historic Overlay RSQ-S Residential Single Family Quadraplex, maximum lot size of 5,000 feet (special) Source: Forsyth County and Winston-Salem City-County Planning Board 10

4 3.2 Existing Transportation Facilities This section describes the existing transportation facilities and services within the Phase 2 study area and provides the basis for preparing recommendations for the future multi-modal transportation circulation plan for the study area. The existing transportation facilities are shown in Figure Roadways Based on a review of the Winston-Salem Urban Area Thoroughfare Plan Technical Report (W-S DOT, 2005), the following is a summary of the freeways, and major and minor thoroughfares of the northern and southern portions of the Phase 2 study area. Freeways The two major freeways within the Phase 2 study area are US 52 and Business I-40 (US 421). US 52 is a north-south limited access freeway, connecting I-40 and I-85 in the south with I-77 in the north. US 52 is a four-lane divided freeway with 12-foot lanes, a concrete median barrier, and a right-of-way width of approximately 120 feet within the downtown area. The majority of this freeway is posted at a 55 mph speed limit within the study area and had 2001 traffic volumes ranging from 75,000 to 80,000 Average Daily Traffic (ADT). Within the study area, US 52 has five interchanges located at: Vargrave Street, Stadium Drive, Business I-40 (US 421), Third/Fourth/Fifth Streets, and Martin Luther King, Jr. Drive as listed in Table 3-2. Table 3-2. Cross-Streets Interchanging with US 52 in Phase 2 Study Area Cross-Street Relationship to US 52 Vargrave Street Full Interchange Stadium Drive Full Interchange Business I-40 (US 421) Full Interchange 3 rd Street Partial Interchange (SB US 52 entrance and NB US 52 exit) 5 th Street Partial Interchange (SB US 52 entrance and NB US 52 exit) Martin Luther King, Jr. Drive Full Interchange The US 52 facility is one of the most congested in the Piedmont Triad region resulting in traffic flowing at a very poor level of service, particularly during the morning and evening peak travel times. The poor roadway geometrics, coupled with the high traffic volumes, results in long delays in travel times, a high rate of traffic accidents, excessive noise levels, and poor air quality conditions along some portions of the corridor. The proposed reconstruction of US 52 as stated in the Phase 1 plan would provide the capacity and safety improvements needed for the future travel demand on this facility. Business I-40 (US 421), is an east-west limited access freeway, paralleling I-40, which is located two miles to the south. Business I-40 is a four-lane freeway with 12-foot lanes and a concrete median barrier. This freeway primarily posts a 45 mph speed limit within the study area. Business I-40 had 2001 traffic volumes ranging from 50,000 to 68,000 ADT. Within the Phase 2 study area, Business I-40 has four interchanges located at: Marshall/Cherry Streets, Liberty/Main Streets, US 52 and Martin Luther King, Jr. Drive as listed in Table 3-3. Table 3-3. Cross-Streets Interchanging with Business I-40 (US 421) in Phase 2 Study Area Interchange Relationship to Business I-40 (US 421) Marshall Street Partial Interchange (EB Business I-40 entrance and WB Business I-40) Cherry Street Partial Interchange (WB Business I-40 exit) Liberty Street Partial Interchange (EB Business I-40 exit and WB Business I-40 entrance) Main Street Partial Interchange (WB Business I-40 exit and EB Business I-40 entrance) US 52 Full Interchange Martin Luther King, Jr. Drive Full Interchange Major and Minor Thoroughfares The major and minor thoroughfares within the Phase 2 study area are discussed below in terms of a northern and a southern section which are generally divided by the Business I-40 (US 421) corridor. Table 3-4 presents an inventory of the roadway characteristics of major and minor thoroughfares within the study area. Phase 2 Study Area-North In the northern portion of the study area, downtown Winston-Salem plays an important role and much of the local roadway network is designed to provide accessibility to downtown employment. Downtown Winston-Salem, located west of US 52, has a grid street network with north-south and east-west roadways and many one-way streets. For north-south travel, the one-way pairs of Marshall/Cherry Streets and Liberty/Main Streets function as major thoroughfares. The primary east-west downtown roadways are Third Street and the one-way pair of Fourth Street and Fifth Street. Martin Luther King, Jr. Drive borders downtown Winston-Salem to the north, providing important connectivity as a major thoroughfare. East Winston, located east of US 52, has a partial grid street network with north-south and east-west roadways. East Winston has several dead-end streets terminating at the US 52 and Business I-40 (US 421) highway corridors. For north-south travel, Martin Luther King, Jr. Drive is the major thoroughfare. The primary east-west roadways are Third Street, Fourth Street, and Fifth Street. The following is a description of the north-south roadways within the northern portion of the Phase 2 study area. Marshall Street is a two to four-lane, one-way, southbound major thoroughfare. This roadway connects downtown Winston-Salem with University Parkway, north of the study area. Marshall Street has a right-ofway width of 60 feet. Marshall Street includes sidewalks and bus service while carrying 2003 traffic volumes between 3,100 to 11,900 ADT. Marshall Street is the one-way counterpart to Cherry Street, and continues further south to Salem Avenue as a two-way minor thoroughfare. Cherry Street is a two to five-lane, one-way, northbound, major thoroughfare. This roadway connects downtown Winston-Salem with University Parkway, north of the study area. Cherry Street has right-of-way widths between 50 and 80 feet. Cherry Street includes sidewalks while carrying 2003 traffic volumes between 4,900 and 10,600 ADT. Cherry Street begins just south of Business I-40 at Brookstown Avenue and is the one-way counterpart to Marshall Street in the western-most part of the downtown area. 11

5 Trade Street is a two-lane, two-way, north-south minor thoroughfare. This roadway leads into downtown from the north. Trade Street has a right-of-way width of 60 feet. Trade Street includes sidewalks and bus service while carrying 2003 traffic volumes between 2,700 and 2,900 ADT. Liberty Street is a two to four-lane, one-way, southbound major thoroughfare. This roadway provides north-south connectivity within the downtown before traffic is rerouted onto Old Salem Road (Salem Bypass) near the Old Salem Historic District to the south. Liberty Street has right-of-way widths between 50 and 60 feet. Liberty Street includes sidewalks and some sections provide bus service while carrying 2003 traffic volumes between 2,000 and 6,600 ADT. Liberty Street is the southbound one-way counterpart to Main Street before ending at Brookstown Avenue in the south. Main Street is primarily a two to four-lane, one-way, northbound major thoroughfare. Main Street provides connectivity between the Old Salem Historic District and areas north of downtown. Main Street has rightof-way widths between 50 and 80 feet. Main Street includes sidewalks and bus service while carrying 2003 traffic volumes between 2,800 and 6,700 ADT. Main Street is the northbound one-way counterpart to Liberty Street, before continuing south of the study area Church Street is a two to five-lane, two-way, north-south minor thoroughfare between Sixth Street and Third Street. Church Street is a two-lane, one-way southbound minor thoroughfare between Third Street and First Street. This roadway is a two to three-lane, two-way minor thoroughfare south of First Street. Church Street has right-of-way widths between 50 and 80 feet. Church Street includes sidewalks and carried 2003 traffic volumes between 900 and 2,500 ADT. Patterson Avenue is a two-lane, two-way, north-south minor thoroughfare. This roadway provides accessibility to downtown Winston-Salem from North Winston. Patterson Avenue has a right-of-way width of 50 feet. Patterson Avenue includes sidewalks and some sections have bicycle routes. Portions of Patterson Avenue offer bus service while carrying 2003 traffic volumes between 1,000 and 2,500 ADT. Linden Street is a four-lane, two-way, north-south major thoroughfare. This roadway is located 400 feet to the west of US 52 and connects the US 52 interchanges at Martin Luther King, Jr. Drive and Fourth Street. Linden Street has right-of-way widths between 40 and 80 feet. Linden Street includes sidewalks while carrying 2003 traffic volumes between 800 and 1,300 ADT. Martin Luther King, Jr. Drive is a four to five-lane, two-way, north-south major thoroughfare. This roadway borders downtown Winston-Salem on the north and connects to the areas east of US 52. Martin Luther King, Jr. Drive has right-of-way widths between 40 and 80 feet. In the northern portion of the study area, Martin Luther King, Jr. Drive includes sidewalks and some sections have bicycle routes. Portions of Martin Luther King, Jr. Drive offer bus service while carrying 2003 traffic volumes between 12,000 and 20,000 ADT. With the newly completed Eighth Street Extension, northern sections of Martin Luther King, Jr. Drive run from east to west and provides access to the central business district to the south. In the eastern portion of the study area, Martin Luther King, Jr. Drive runs north and south, connecting East Winston with Winston- Salem State University, and continuing through the southern portion of the study area. The following is a description of the east-west roadways within the northern portion of the Phase 2 study area. Seventh Street is a two-lane, two-way, east-west minor thoroughfare located in downtown Winston-Salem. This roadway has a right-of-way width of 50 feet. Seventh Street includes sidewalks while carrying 2003 traffic volumes between 500 and 2,000 ADT. Sixth Street is a two-lane, two-way, east-west major thoroughfare located in downtown Winston-Salem. Sixth Street is a one-way eastbound major/minor thoroughfare between Marshall Street and Main Street. This roadway has a right-of-way width of 40 feet. Sixth Street includes some sidewalks and some sections offer bus service while carrying 2003 traffic volumes between 900 and 4,500 ADT. Fifth Street is a three to four-lane, east-west minor thoroughfare located in downtown Winston-Salem west of US 52. This roadway is two-way west of Main Street and one-way, westbound east of Main Street. Fifth Street is a three to four-lane, major thoroughfare between US 52 and Martin Luther King, Jr. Drive. This roadway has right-of-way widths between 40 and 60 feet. Fifth Street includes sidewalks, some bicycle routes, and some bus service while carrying 2003 traffic volumes between 4,800 and 8,400 ADT. In East Winston, Fifth Street connects Martin Luther King, Jr. Drive with US 52, and is the one-way westbound counterpart to Fourth Street. Fourth Street is a two-lane, east-west minor thoroughfare located in downtown Winston-Salem. This roadway is two-way west of Main Street and one-way, eastbound east of Main Street. Fourth Street is a two-lane, major thoroughfare east of US 52. This roadway has right-of-way widths between 50 and 60 feet. Fifth Street includes sidewalks, bicycle routes, and bus service while carrying 2003 traffic volumes between 2,600 and 9,300 ADT. In East Winston, Fifth Street connects Martin Luther King, Jr. Drive with US 52, and is the one-way eastbound counterpart to Fourth Street. Third Street is primarily a two to four-lane, two-way, east-west minor thoroughfare located in downtown Winston-Salem. However, Third Street is a two-lane, one-way, minor thoroughfare between Town Run Lane and Main Street. This roadway has a right-of-way width of 60 feet. Third Street includes sidewalks and some bus service while carrying 2003 traffic volumes between 3,100 and 8,400 ADT. Second Street is a two to four-lane, one-way, eastbound minor thoroughfare west of Main Street. Second Street is a three-lane, two-way, east-west minor thoroughfare east of Main Street in downtown Winston- Salem. This roadway has right-of-way widths between 40 and 80 feet. Second Street includes sidewalks while carrying 2003 traffic volumes between 5,200 and 7,200 ADT. First Street is a two to four-lane, two-way, east-west minor thoroughfare located in downtown Winston- Salem. First Street is a two to three-lane, one-way, westbound minor thoroughfare east of Main Street. This roadway has right-of-way widths between 40 and 60 feet. First Street includes sidewalks and some bus service while carrying 2003 traffic volumes between 4,400 and 6,000 ADT. Phase 2 Study Area-South The southern portion of the Phase 2 study area has a less dense street network than the northern portion and serves the transportation needs of more expansive and separated land uses. The grid system of roadways is largely abandoned in favor of transportation connections to targeted land uses, including the Winston-Salem State University, the Salem Academy and College, and the Old Salem Historic District. For north-south travel, Martin Luther King, Jr. Drive is the major thoroughfare while Salem Avenue and Old 12

6 Salem Road are the minor thoroughfares. East-west minor thoroughfares include Stadium Drive, Waughtown Street, Brookstown Avenue, and Academy Street. Table 3-4. Existing Conditions Roadway Inventory in Phase 2 Study Area The following is a description of the north-south roadways within the southern portion of the Phase 2 study area. Old Salem Road is a four-lane, two-way, north-south major thoroughfare. This roadway connects Main/Liberty Streets in the north with Waughtown Street to the south, serving as a bypass around the Old Salem Historic District. This roadway has right-of-way widths between 70 and 100 feet. Old Salem Road includes sidewalks and bus service while carrying 2003 traffic volumes between 2,900 and 6,600 ADT. Salem Avenue is a two-lane, two-way, north-south major thoroughfare. Salem Avenue runs north-south from the Old Salem Historic District to the downtown area and provides the primary access to the Salem Academy and College. This roadway has right-of-way widths between 50 and 60 feet. Salem Avenue includes sidewalks and some bus service while carrying 2003 traffic volumes between 2,700 and 5,100 ADT. Martin Luther King, Jr. Drive is a four to five-lane, two-way, north-south major thoroughfare. This roadway passes through the Winston-Salem State University (WSSU) campus before continuing south. This section of Martin Luther King, Jr. Drive has a right-of-way width of 80 feet. Martin Luther King, Jr. Drive includes sidewalks, bicycle facilities, and bus service while carrying 2003 traffic volumes between 8,200 and 26,000 ADT. The following is a description of the east-west roadways within the southern portion of the Phase 2 study area. Brookstown Avenue is a two-lane, two-way, east-west minor thoroughfare. This roadway connects Liberty/Main Streets and Cherry/Marshall Streets with areas to the west. Brookstown Avenue has a rightof-way width of 60 feet. Brookstown Avenue includes sidewalks while carrying 2003 traffic volumes of 1,500 to 1,900 ADT. Stadium Drive is a three to five-lane, two-way, east-west minor thoroughfare. This roadway provides connections to Winston-Salem State University, US 52, and Salem Academy and College. Stadium Drive has right-of-way widths between 60 and 80 feet. Stadium Drive includes some sidewalks and bus service while carrying 2003 traffic volumes of 9,000 ADT. Academy Street is a two-lane, two-way, east-west minor thoroughfare. This roadway provides connections to the Old Salem Historic District from the west. Academy Street has a right-of-way width of 50 feet. Academy Street includes sidewalks and bicycle routes while carrying 2003 traffic volumes of 1,900 to 2,700 ADT. Waughtown Street is a two-lane, two-way, east-west minor thoroughfare. This roadway borders the southern-most portion of the study area. Waughtown Street has right-of-way widths between 50 and 60 feet. Waughtown Street includes sidewalks and bus service while carrying 2003 traffic volumes of 7,100 ADT. 13

7 3.2.2 Multi-modal Facilities Winston-Salem is served by two public transportation providers and several freight rail service providers. The Winston-Salem Transit Authority (WSTA) and the Piedmont Authority for Regional Transportation (PART) both provide passenger public transportation services in the Winston-Salem area. WSTA provides local bus service within Winston-Salem and PART is responsible for regional bus and shuttle van services between the cities in the Piedmont Triad. WSTA operates a fixed route system of scheduled buses, many of which provide service within the Phase 2 study area. WSTA also provides TransAID, a passenger-scheduled transportation system eligible to elderly and disabled residents of Forsyth County. The Winston-Salem Transportation Center is located in downtown Winston-Salem within the Phase 2 study area and is the major hub for the local bus system with all WSTA bus routes beginning and ending at this location. The following is a review of the eight bus routes that directly serve the Phase 2 study area. Bus Route 1 travels east-west within the study area, beginning at the Transportation Center and following Fourth Street east before following New Walkertown Road northwards. This route carried 223,049 passengers during the 12 months between July 2003 and June Bus Route 2 travels east-west within the study area, beginning at the Transportation Center, following Trade Street north, going east along Martin Luther King, Jr. Drive, and finally turning north of the study area on Highland Avenue. This route carried 89,600 passengers during the 12 months between July 2003 and June Bus Route 3 is the only bus route that is almost completely located within the Phase 2 study area. This route travels generally north-south along Vargrave Street and Martin Luther King, Jr. Drive before going west on Third Street and ending at the Transportation Center. This route carried 188,777 passengers during the 12 months between July 2003 and June Bus Route 14 travels north-south and begins at the Transportation Center, going south along Main Street through the Old Salem Historic District before continuing south of the study area. This route carried 39,894 passengers during the 12 months between July 2003 and June Bus Route 17 travels north-south beginning at the Transportation Center and follows Fourth Street east before continuing north along Highland Avenue beyond the study area. This route carried 296,468 passengers during the 12 months between July 2003 and June Bus Route 25 travels east-west, beginning at the Transportation Center and following Second Street and Third Street east before continuing beyond the study area. This route carried 76,653 passengers during the 12 months between July 2003 and June Bus Route 26 travels southeast-northwest within the study area, beginning at the Transportation Center and continuing south along Salem Avenue, going east on Stadium Drive, and continuing south on Martin Luther King, Jr. Drive. This route carried 94,939 passengers during the 12 months between July 2003 and June Bus Route 29 travels north-south within the study area, beginning at the Transportation Center and continuing south along Marshall Street and Waughtown Street before ultimately going east beyond the study area. This route carried 137,434 passengers during the 12 months between July 2003 and June The Piedmont Authority for Regional Transportation (PART) provides regional public transportation bus service between the Piedmont Triad cities. PART offers Express, a regional bus service between the cities of Winston-Salem, Greensboro, and High Point. In addition, PART has teamed with the North Carolina Department of Transportation to offer the Winston-Salem Amtrak Connector, a shuttle bus service providing Winston-Salem passengers with access to the Amtrak service which stops in High Point. Each of these services is available from the Transportation Center located in downtown Winston-Salem. Freight Rail The Norfolk-Southern Railroad and the Winston-Salem Southbound Railroad operate freight rail service within the Phase 2 study area. Norfolk-Southern Railroad manages the K-line, which connects Winston- Salem to Greensboro and crosses under US 52 just south of the Business I-40 interchange. Another Norfolk Southern rail line begins at the downtown rail yard and continues north towards the Smith Reynolds Airport. In addition, the Winston-Salem Southbound Railroad operates a freight rail line that parallels US 52 and connects to the Norfolk-Southern K-line just south of Business I Other Facilities Winston-Salem has greenway trails, a pedestrian sidewalk system, and a network of suggested bicycle routes. The following section reviews the status of these facilities within the Phase 2 study area. Greenways The Winston-Salem Greenway Plan offers a vision for developing a network of trails that provide access to natural areas, link open spaces, and provide recreational opportunities. The greenways play significant roles in the Winston-Salem plans for pedestrian and bicycle networks. Forsyth County has built seventeen miles of greenway trails. There are two trails, the Strollway are located along the Old Salem Historic District portion of the Phase 2 study area, and the Salem Creek Trail located primarily along Salem Creek in the southern portion of the study area as shown in Figure 3-3. The Strollway, a paved urban walkway, begins in the south along Salem Avenue where it connects to the Salem Creek Trail. As the Strollway continues north, it passes through the Old Salem Historic District, and ends at Fourth Street in downtown Winston-Salem. The Salem Creek Trail is largely unpaved and runs east to west, generally paralleling Salem Creek. The Salem Creek Trail provides connectivity between many other recreational locations in the study area, including the Winston-Salem State University, Civitan Park, Happy Hills Park, and Salem Academy and College. 14

8 Pedestrian Facilities Almost all roadways within the Phase 2 study area have pedestrian sidewalks. All major and minor thoroughfares in the study area provide sidewalks. US 52 and Business I-40 (US 421) are classified as freeways and do not have pedestrian facilities. In addition, the greenway system provides recreational walking opportunities along the downtown Strollway and the Salem Creek Trail. Bicycle Facilities Bicycle routes are provided within the Phase 2 study area on five roadways: Academy Street, Fifth Street, Fourth Street, Martin Luther King, Jr. Drive, and Patterson Avenue. The bicycle routes are part of a coordinated route system outlined in long range planning documents. In addition, the greenway system provides recreational bicycling opportunities along the downtown Strollway and the Salem Creek Trail. 15

9 3.3 Existing Traffic Patterns and Capacity Analysis The objective of the traffic capacity analysis is to evaluate the existing travel conditions (year 2005) within the Phase 2 study area. This capacity analysis includes the freeway mainline, ramps, weaving segments, and major intersections of the roadway network within the study area for the 2005 existing conditions Capacity Analysis Methodology The following is a summary of the methodologies used in performing the capacity analyses for the US 52 and Business I-40 freeway mainline, ramps, weaving sections, and major intersections. Freeway Capacity Analysis Methodology The freeway capacity analyses were performed in three steps for this project: 1) mainline capacity analysis; 2) ramp capacity analysis; and 3) weaving segments capacity analysis. All of these analyses were performed using the methodologies described in the Highway Capacity Manual. The mainline capacity analysis was conducted using the capacities defined in Chapter 3 of 1997 Highway Capacity Manual. According to this definition, the capacities of 4-lane, 6-lane and 8-lane freeways are 4,500, 6,750 and 9,000 passenger cars per hour, per lane, respectively. Table 3-5 summarizes the Level of Service thresholds used in the freeway mainline capacity analysis. The ramp capacity analysis was conducted using the capacities defined in Chapter 23 of 2000 Highway Capacity Manual. According to this definition, ramp capacity is 1800 passenger cars per hour for a single lane ramp and 1400 passenger cars per hour for loop ramps. The weaving segment capacity analysis was conducted using the capacities defined in Chapter 24 of 2000 Highway Capacity Manual. In this methodology, the Level of Service which is defined in six levels from A to F, is estimated based on density (passenger cars per mile per lane). Level of Service A represents no congestion; Level of Service E represents long delays; and Level of Service F represents demand exceeding the capacity. Table 3-6 summarizes the Level of Service thresholds used in the weaving segments capacity analysis. Table 3-5. Level of Service Criteria for Mainline Capacity Analysis Number of Lanes Level of Service Vehicles per Hour A B C D E 4 1,100 1,760 2,640 3,500 4, ,350 2,700 4,050 5,400 6, ,200 3,520 5,280 7,00 9,000 Source: Highway Capacity Manual, Table 3-1, Transportation Research Board, Washington, D.C., 1997, Pp Table 3-6. Level of Service Criteria for Weaving Segment Capacity Analysis Level of Service Freeway Weaving Segments Density Range (pc/mi/ln) Multilane and Collector Distributor Weaving Segments A < 10.0 < 12 B > > C > > D > >32-36 E > >36-40 F >43.0 >40 Source: Highway Capacity Manual, Page 24-3, Transportation Research Board, Washington, D.C., Arterial Capacity Analysis Arterial capacity is influenced by several roadway characteristics such as the number of signalized intersections, area type, observed travel speeds, the percentage of heavy vehicles, and lane width. The arterial capacity analysis in this study was performed using a planning methodology developed by the Florida Department of Transportation. This methodology provides the arterial capacity tables by taking into consideration, among other variables, the traffic characteristics (K-factor, D-factor, PHF, flow rates), roadway characteristics (area type, length, turning bays), and signalization characteristics (number of signals, through v/c ratio, signal type). This analysis reflects the arterial capacities as shown in the Generalized Annual Average Daily Volumes for Urbanized Areas (Table 4-1) of 2002 Quality/Level of Service Handbook, Florida Department of Transportation and is also presented in Table 3-7 below. It should be noted that the urban street performance (v/c ratio or Level of Service) is influenced by both the signal densities on the roadway and the intersection performance (v/c ratio or Level of Service). That is, even if the signals on a specific arterial segment operate at average to acceptable levels of performance, the urban street may operate at a poor level of performance because of medium to high signal densities (i.e., more than two signals per mile). On the other hand, urban streets with low signal densities could operate at average to acceptable levels of performance, even if the signalized intersections on either end of that segment indicate a poor level of performance. 16

10 Table 3-7. Level of Service Criteria for Arterial Capacity Analysis Number of Lanes Capacity (vph) One-Way Two-Way Class II Class IV Class II Class IV 1 N/A 1,200 N/A N/A 2 1,630 2,400 1,630 1, ,540 3,600 2,540 2, ,450 4,800 3,450 3, ,315 N/A 4,315 3, ,180 N/A 5,180 4,760 Source: Table 4-1Generalized Annual Average Daily Volumes for Urbanized Areas, 2002 Quality/Level of Service Handbook, Florida Department of Transportation. Class II: 2.00 to 4.5 signalized intersections per mile and not within the primary city central business district Class IV: more than 4.5 signalized intersections per mile and within the primary city central business district Intersection Capacity Analysis Methodology The intersection capacity analysis was performed for the existing travel conditions within the Phase 2 study area using the 2000 Highway Capacity Manual methodology and related software programs. SYNCHRO was used for signalized intersections and HCS was used to analyze unsignalized intersections. The following parameters were used in the intersection capacity analyses for the project in accordance with the NCDOT Signalized Intersections Analysis Guidelines: an ideal saturation flow rate of 1900 vehicles per hour per lane (VPHPL); a peak hour factor of 0.90 for signalized intersections; and 0.92 for unsignalized intersections; total lost time of five (5) sec/phase with four (4) seconds of yellow signal time and two (2) seconds of all red signal time, (yellow signal time for no build and build alternatives was five (5) sec/phase); and a minimum green time for all protected left turn movements and all side street movements of seven (7) seconds. Traffic flow through an intersection is affected by the volume of traffic and by the intersection geometry. These intersection-specific characteristics are used to define two measures of congestion: the volume-tocapacity ratio and the Level of Service. The volume-to-capacity ratio (v/c) reflects the proportion of a movement s capacity used by traffic demand. The v/c ranges from 0.0 with 1.0 indicating that the traffic demand fully utilizes a movement s capacity. At intersections with signals, six levels of service -- from A to F -- are related to vehicle delay. Level of Service A represents no congestion; Level of Service E represents long delays; and Level of Service F represents excessive delays with vehicles having to wait several signal cycles to clear an intersection. Table 3-8 summarizes the Level of Service criteria used in the intersection capacity analysis. Table 3-8. Level of Service Criteria for Intersection Capacity Analysis Level of Service Mean Delay Time per Vehicle (seconds) With Signal Without Signal Description A Less than 10 Less than 10 Little or no delay B 10 to to 15 Short traffic delays C 20 to to 25 Average traffic delays D 35 to to 35 Longer but acceptable delays E 55 to to 50 Very long traffic delays F More than 80.0 More than 50 Unacceptably long traffic delays Source: Highway Capacity Manual, Page 16-2 and 17-2, Transportation Research Board, Washington, D.C., At intersections without signals, the Level of Service is evaluated for left-turning traffic from the main road and for all traffic on the minor street. It should be noted that the unsignalized intersection capacity analysis is extremely conservative. That is, if traffic on an approach is predicted to flow at Level of Service F (over capacity), then the intersection should be monitored to determine if a traffic signal at other intersection improvements are needed. In some cases, gaps in the traffic stream created by upstream and downstream signals will enable traffic at nearby unsignalized intersections to flow with little or no delay. This condition may not be reflected in the technical analysis Traffic Volumes and Operational Analysis Existing traffic flow conditions were analyzed in order to form the basis for forecasting and evaluating future travel conditions in the Phase 2 study area. The RS&H Project Team collected traffic counts were collected during February-March 2005 along the Business I-40 mainline and ramps and at 18 intersections in the study area that could be affected by changes in travel patterns within the study area. This data was supplemented by traffic counts taken from the Phase 1 US 52 Land Use and Transportation Plan (2004) prepared by RS&H, Inc. and other studies conducted for the project. The traffic count data were used to determine the existing (2005) AM and PM peak hour travel conditions in the study area. Figure 3-4 shows the 2005 mainline and ramp traffic volumes and Figure 3-5 shows the intersection traffic volumes in the Phase 2 study area. Freeway Mainline Capacity Analysis The capacity analysis of the existing traffic flow conditions (2005) along the US 52 and Business I-40 corridors indicates that many segments of these two freeways within the study area are approaching their capacity limits today. Traffic demand on US 52 northbound between Vargrave Street and Martin Luther King, Jr. Drive and traffic demand on US 52 southbound between Martin Luther King, Jr. Drive and Stadium Drive is approaching the capacity of this freeway during at least one peak period of the day. In addition, the traffic demand on the three segments of Business I-40 in the study area from Cherry Street to Martin Luther King, Jr. Drive in both directions approaches the capacity limits of this freeway (Level of Service E) during at least one peak period of the day. Table 3-9 and Table 3-10 show the results of AM and PM peak hour mainline capacity analysis on US 52 and Business I

11 Table 3-9. AM Peak Hour Mainline Capacity Analysis 2005 Existing Conditions Mainline Corridor Crossroad Volume Capacity Level of Level of Volume Capacity Service Service Southbound Northbound From Vargrave Street to Stadium Drive C E US 52 From Stadium Drive to Business I C E From Business I-40 to 3rd Street E E From 5th Street to MLK, Jr. Drive E E Westbound Eastbound From Cherry Street to Liberty Street E E Business From Main Street to US I E D From US 52 to MLK, Jr. Drive E D Table PM Peak Hour Mainline Capacity Analysis 2005 Existing Conditions Mainline Corridor Crossroad Volume Capacity Level of Level of Volume Capacity Service Service Southbound Northbound From Vargrave Street to Stadium Drive D D US 52 From Stadium Drive to Business I E D From Business I-40 to 3rd Street E E From 5th Street to MLK, Jr. Drive D E Westbound Eastbound From Cherry Street to Liberty Street E D Business I- From Main Street to US E E From US 52 MLK, Jr. Drive E D close spacing of ramps on these freeways within the study area. This information indicates that there may be an opportunity to consolidate traffic at several interchanges. Table 3-11 and Table 3-12 show the results of AM and PM peak hour volumes and capacity analyses for ramps along US 52 and Business I-40 in the study area. Table AM Peak Hour Ramp Capacity Analysis 2005 Existing Conditions Corridor Over Over Ramp Volume Capacity Ramp Volume Capacity Crossroad Capacity Capacity US 52 Southbound Northbound Vargrave Street Exit No Entrance No Entrance No Exit No Stadium Drive Exit No Entrance No Entrance No Exit No Business I-40 Exit No Entrance No Eastbound Entrance No Exit No Business I-40 Exit No Entrance No Westbound Entrance No Exit No 3rd Street/5 th Exit No Entrance No Street Entrance No Exit No MLK, Jr. Drive Exit No Entrance No Entrance No Exit No Business I-40 Westbound Eastbound Marshall Street Entrance No Entrance No Cherry Street Exit No N/A Liberty Street Entrance No Exit No Main Street N/A Exit No Exit No Entrance No US 52 Entrance No Exit No Southbound Exit No Entrance No US 52 Entrance No Exit No Northbound Exit No Entrance No MLK, Jr. Drive Entrance No Exit No Exit No Entrance No N/A: Not Applicable Freeway Ramp Capacity Analysis The existing conditions (2005) capacity analysis of peak hour ramp volumes indicates that traffic demand on all of the entrance and exit ramps on US 52 and Business I-40 are well below capacity today. The traffic demand at the various interchange ramps along the portion of these freeways that are within the study area is less than half of their capacities. The low traffic volumes are probably due to the number and 18

12 Table PM Peak Hour Ramp Capacity Analysis 2005 Existing Conditions Corridor Over Over Ramp Volume Capacity Volume Capacity Crossroad Capacity Ramp Capacity US 52 Southbound Northbound Vargrave Street Exit No Entrance No Entrance No Exit No Stadium Drive Exit No Entrance No Entrance No Exit No Business I-40 Exit No Entrance No Eastbound Entrance No Exit No Business I-40 Exit No Entrance No Westbound Entrance No Exit No 3rd Street/5 th Exit No Entrance No Street Entrance No Exit No MLK, Jr. Drive Exit No Entrance No Entrance No Exit No Business I-40 Westbound Eastbound Marshall Street Entrance No Entrance No Cherry Street Exit No Not Applicable Liberty Street Entrance No Exit No Main Street Not Applicable Exit No Exit No Entrance No US 52 Entrance No Exit No Southbound Exit No Entrance No US 52 Entrance No Exit No Northbound Exit No Entrance No MLK, Jr. Drive Entrance No Exit No Exit No Entrance No N/A: Not Applicable Freeway Weaving Segment Capacity Analysis The existing conditions (2005) capacity analysis of the weaving segments along the US 52 and Business I- 40 corridors indicates that many of the weaving segments experience poor Levels of Service in either the AM or PM peak period. Generally, the weaving segments are too short to accommodate the traffic volumes exiting and entering the freeways on these segments. The capacity analysis indicates that the traffic flow on the four weaving segments along the US 52 corridor (between Stadium drive and Martin Luther King, Jr. Drive) and four weaving segments along Business I-40 (between Marshall Street and Martin Luther King, Jr. Drive) either approaches or exceeds the capacity limits (Level of Service E or F) during at least one peak period of the day. The traffic flow at the remaining weaving segments along US 52 between Vargrave Avenue and Stadium Drive, function at Level of Service C or better throughout the day. The complete list of weaving segments and their associated Levels of Service is included in Table 3-13 and Table Table AM Peak Hour Weaving Segment Analysis 2005 Existing Conditions Mainline Section Level of Service Level of Service Corridor Crossroad Density* Density* US 52 Southbound Northbound From Vargrave Avenue to Stadium Drive B C From Stadium Drive to Business I B E From Business I-40 EB to Business I-40 WB (between the E F loops) From Business I-40 to Third Street F F From Third Street to MLK, Jr. Drive N/A N/A D Business I-40 Westbound Eastbound From Cherry Street/Marshall Street to Liberty Street F F From Main Street to US F B From US 52 SB to US 52 NB (between the loops) F F From US 52 to MLK, Jr. Drive F D * Density figures are passenger cars per mile per lane Table PM Peak Hour Weaving Segment Analysis 2005 Existing Conditions Mainline Section Level of Service Level of Service Corridor Crossroad Density* Density* US 52 Southbound Northbound From Vargrave Avenue to Stadium Drive C B From Stadium Drive to Business I F C From Business I-40 EB to Business I-40 WB (between the F F loops) From Business I-40 to Third Street F F From Third Street to MLK, Jr. Drive N/A N/A F Business I-40 Westbound Eastbound From Cherry Street/Marshall Street to Liberty Street F E From Main Street to US D D From US 52 SB to US 52 NB (between the loops) D F From US 52 to MLK, Jr. Drive F E * Density figures are passenger cars per mile per lane Arterial Capacity Analysis The arterial capacity analysis of the existing traffic flow conditions (2005) in the Phase 2 study area indicates that all the 105 arterial segments analyzed flow without congestion (v/c ratio <0.90). Appendix A presents a detailed table with the average peak hour traffic volumes and the corresponding v/c ratios for all the segments analyzed in this study. 19

13 Intersections in the Study Area The existing conditions (2005) peak hour capacity analysis was performed at 31 intersections within the study area, including several US 52 and Business I-40 ramp intersections with cross-streets, that may be affected by the proposed travel pattern changes in the study area for the future year Of these 31 intersections, 24 intersections are signalized and the remaining seven intersections are unsignalized under the 2005 existing conditions. This analysis indicates that of the total 31 intersections analyzed in the study area, 24 intersections function with little traffic delay. The following seven intersections either approach or exceed the capacity thresholds during the AM and PM peak periods: Martin Luther King, Jr. Drive at Reynolds Park Road: The capacity analysis of this signalized intersection indicates that this signalized intersection functions at Level of Service D during the AM peak period but it functions at Level of Service F during the PM peak period. However, by changing the signal timing plan without changing the cycle length, traffic flow would function at Level of Service C or better throughout the day, a good rate of traffic flow for peak hour conditions. Fourth Street at Marshall Street: The capacity analysis of this signalized intersection indicates that this signalized intersection as a whole functions at Level of Service A (without any delay) during the AM peak period, but it functions at Level of Service F during the PM peak period. However, by changing the signal timing plan without changing the cycle length, traffic flow would function at Level of Service B during the PM peak hour, a very good rate of traffic flow for peak hour conditions. Fifth Street at Maple Street: This signalized intersection of these one-way streets functions at Level of Service F during AM and PM peak periods. However, by changing the signal timing plan without changing the cycle length, traffic flow would function at Level of Service C or better though out the day, a good rate of traffic flow for peak hour conditions. Fifth Street at Metropolitan Avenue: A capacity analysis of this signalized intersection indicates that this signalized intersection functions at Level of Service C during the AM peak period and Level of Service F during the PM peak period. However, by changing the signal timing plan without changing the cycle length, traffic flow would function at Level of Service C or better though out the day, a good rate of traffic flow for peak hour conditions. Martin Luther King, Jr. Drive at Fifth Street: The capacity analysis of this signalized intersection indicates that this signalized intersection as a whole functions at Level of Service D or better throughout the day. However, the southbound approach fails to serve (Level of Service F) the traffic demand during the AM peak period. By changing the signal timing plan without changing the cycle length, the southbound approach and the intersection as a whole would function at Level of Service E and D respectively, acceptable rates of traffic flow for peak hour conditions. Martin Luther King, Jr. Drive at Marshall Street: The capacity analysis of this unsignalized intersection indicates that the left-turning movement from westbound Martin Luther King, Jr. Drive to Marshall Street currently experiences long delays and functions at Level of Service F during the AM peak period of the day. During the PM peak period, all the turning movements including the westbound left-turning movement function at Level of Service C, a good rate of traffic flow for peak hour conditions. Martin Luther King, Jr. Drive at Linden Street: The capacity analysis of this unsignalized intersection indicates that the left-turning movement from southbound Linden Street to Martin Luther King, Jr. Drive currently experiences long delays and functions at level of service F during both the AM and PM peak periods of the day. It should be noted that the unsignalized capacity analysis is extremely conservative and therefore the intersections of Martin Luther King, Jr. Drive and of Marshall Street and Martin Luther King, Jr. Drive and Linden Street should be monitored in the future to determine the actual need for additional capacity improvements to improve the Level of Service for peak periods. Table 3-15 and Table 3-16 show the AM and PM peak hour capacity analysis results for the intersections within the Phase 2 study area. Table AM and PM Peak Hour Signalized Intersection Capacity Analysis 2005 Existing Conditions AM Peak PM Peak Intersection Location Delay Delay LOS V/C Ratio (Seconds) (Seconds) LOS V/C Ratio MLK, Jr. Reynolds Park Road 38.3 D F 0.68 Stadium Salem Avenue 16.3 B C 0.48 Stadium US 52 SB Ramps 13.5 B C 0.74 MLK, Jr. Stadium Drive 22.3 C C 0.79 Brookstown Liberty Street 7.8 A A 0.39 First Cherry Street 8.2 A B 0.46 First Liberty Street 9.0 A B 0.54 First Main Street 9.4 A B 0.44 MLK, Jr. First Street 8.2 A A 0.60 Third Liberty Street 9.8 A B 0.25 Third Main Street 12.5 B B 0.29 Third Maple Street 7.0 A B 0.66 Third Metropolitan Avenue 7.3 A A 0.34 Fourth Marshall Street 8.6 A F 0.60 Fourth Cherry Street 9.3 A B 0.58 Fifth Liberty Street 6.3 A A 0.26 Fifth Main Street 9.5 A A 0.25 Fifth Maple Street F F 0.17 Fifth Metropolitan Avenue 23.4 C F 0.50 MLK, Jr. Fifth Street 45.0 D C 0.46 MLK, Jr. New Walkertown Rd C B 0.66 MLK, Jr. Main Street 18.7 B B 0.41 MLK, Jr. Patterson Avenue 14.8 B C 0.50 MLK, Jr. Cleveland Avenue 5.0 A A

14 Table AM and PM Peak Hour Unsignalized Intersection Capacity Analysis 2005 Existing Conditions Intersection Location Minor Street AM Peak PM Peak Direction EB WB NB SB EB WB NB SB Vargrave Street at US 52 SB Ramps East-West A B A A B B A A Vargrave Street at US 52 NB Ramps East-West B N/A A N/A A N/A A N/A Stadium Drive at Vargrave Street North-South A A C D A A B D MLK, Jr. Drive at Marshall Street East-West E F N/A A C C N/A A MLK, Jr. Drive at Cherry Street East-West D B A N/A E C A N/A MLK, Jr. Drive at Linden Street North-South A A D F A A C F MLK, Jr. Drive at US 52 NB Ramps North-South N/A A B N/A N/A A B N/A N/A Not Applicable 21

15 OAK ST N PATTERSON AV VINE ST FERRELL AV W EIGHTH ST W SEVENTH ST NINTH ST W EIGHTH ST N BERTY ST E SEVENTH ST N CHESTNUT ST E EIGHTH ST IVY AV 52 CARL RUSSELL AV HIGHLAND AV N MARTIN LUTHER KING JR DR FILE ST N JACKSON AV MOUNT ZION PL N GRAHAM AV GRAY AV N CAMERON AV RICH AV E NINTH ST CAMEL AV FERRELL CT W SIXTH ST N MAIN ST E SIXTH ST E FIFTH ST NEW WALKERTOWN RD DUNLEITH AV N JACKSON AV N CAMERON AV TERRACE AV N POPLAR ST W FOURTH ST W SECOND ST POPLAR ST N SPRUCE ST W FIRST ST N MARSHALL ST N CHERRY ST TRADE ST W FIFTH ST N BERTY ST Downtown Winston-Salem W THIRD ST TOWN RUN LN E FOURTH ST N CHURCH ST N CHESTNUT ST E FIRST ST BELEWS ST N PATTERSON AV FOGLE ST NDEN ST GREYHOUND CT WOODLAND AV E SECOND ST HIGHLAND AV N CLEVELAND AV OMEGA CT LAURA WALL BV E THIRD ST LAWRENCE ST E FIRST ST BELEWS ST 40 EXCELSIOR ST WHEELER ST DUNLEITH AV N JACKSON AV N GRAHAM AV S GRAHAM AV N CAMERON AV S CAMERON AV TERRACE AV E THIRD ST MARYLAND AV LEGEND KENTUCKY AV LOWERY ST OLD GREENSBO LAND USE TYPE Single-Family/Duplex Multi-Family Office Commercial Industrial Institutional S SPRUCE ST Park 40 HIGH ST S CHERRY ST CEMETERY ST SHUTTLE ST CROMARTIE ST Utilities COTTON ST BROOKSTOWN AV Architects - Engineers - Planners, Inc. S BERTY ST S MAIN ST CHASE ST US 52 LAND USE & MULTIMODAL TRANSPORTATION CIRCULATION PLAN PHASE 2 City of Winston-Salem, North Carolina S MARTIN LUTHER KING JR DR EXISTING LAND USE Northern Section WALLACE ST Vacant ,200 Feet Figure 3-1 Sheet 1 of 2

16 S BERTY ST FIRST ST S MAIN ST BELEWS ST EXCELSIOR ST 40 LOWERY ST HIGH ST S CHERRY ST CEMETERY ST 40 SHUTTLE ST CROMARTIE ST CHASE ST W ACADEMY ST OLD SALEM RD DEAN ST PRICE ST FRONT ST FACTORY RW SALT ST W BANK ST S MAIN ST WILAMS WILAMS ST PAUL HOWELL ST STADIUM DR VARGRAVE ST WSSU DR SOUTHBOUND ST E BANK ST WALLACE ST REYNOLDS PARK RD WEST ST S BROAD ST S MARSHALL ST S POPLAR ST W SALEM AV SALT ST PRICE ST WEST ST 52 PARKVIEW ST LEGEND S POPLAR ST WASHINGTON AV MULBERRY ST Architects - Engineers - Planners, Inc. S CHURCH ST BLUM ST E WALNUT ST RACE ST S MAIN ST WAUGHTOWN ST E SALEM AV POWELL ST ALDER ST MOCK ST MINT ST BERIA ST HAW ST MINT ST AZIER ST ALDER ST WILLOW ST BIRCH ST FOSTER ST KRESS ST HUMPHREY ST ALEXANDER ST PITTS ST FREE ST WILLOW ST US 52 LAND USE & MULTIMODAL TRANSPORTATION CIRCULATION PLAN PHASE 2 City of Winston-Salem, North Carolina GHOLSON AV TIMC AV FITCH ST BRUCE ST DIGGS BV WILAMSON ST EXISTING LAND USE Southern Section S MARTIN LUTHER KING JR DR LAND USE TYPE Single-Family/Duplex Multi-Family Office Commercial Industrial Institutional Park Utilities Vacant ,200 Feet Figure 3-1 Sheet 2 of 2 PEACHTREE ST

17 OAK ST N PATTERSON AV VINE ST GO RMU N POPLAR ST W FOURTH ST W SECOND ST POPLAR ST PB W EIGHTH ST W SIXTH ST N SPRUCE ST W FIRST ST LO PB-S W SEVENTH ST N MARSHALL ST N CHERRY ST TRADE ST W FIFTH ST PB NINTH ST N BERTY ST W THIRD ST TOWN RUN LN PB W EIGHTH ST Downtown Winston-Salem CB N MAIN ST MAIN N BERTY ST E SEVENTH ST E FOURTH ST N CHURCH ST N CHESTNUT ST GB PB-S E SIXTH ST CI-S N CHESTNUT ST E FIRST ST BELEWS ST E EIGHTH ST N PATTERSON AV CI IVY AV FIFTH FOGLE ST NDEN ST 52 GREYHOUND CT CARL RUSSELL AV RM18 FOURTH HIGHLAND AV RM18 WOODLAND AV E SECOND ST HIGHLAND AV RM8 RM18 GO RM12 RMU OMEGA CT N MARTIN LUTHER KING JR DR N CLEVELAND AV LO LAURA WALL BV RM5 RMU HB E FIFTH ST LO-S LO RM5 E THIRD ST E FIRST ST BELEWS ST EXCELSIOR ST FILE ST PB-S RM5-S LAWRENCE ST 40 RSQ WHEELER ST HB MOUNT ZION PL DUNLEITH AV N JACKSON AV NEW WALKERTOWN RD RM18 LO-S DUNLEITH AV HB-S N JACKSON AV LB RM8-S N JACKSON AV RMU N GRAHAM AV S GRAHAM AV N GRAHAM AV NO RS7 N CAMERON AV GRAY AV RSQ RMU-S N CAMERON AV S CAMERON AV TERRACE AV N CAMERON AV RICH AV TERRACE AV E NINTH ST RS9 CAMEL AV E THIRD ST ZONING TYPE MARYLAND AV KENTUCKY AV LOWERY ST FERRELL AV LEGEND HB RM18 FERRELL CT -S OLD GREENSBO RM18 Commercial and Office Limited Industrial Institutional RS12-Sand Public General Industrial General Business RS9 Residential Single-Family 40 RM5 COTTON ST S SPRUCE ST HIGH ST GB BROOKSTOWN AV Architects - Engineers - Planners, Inc. LO S CHERRY ST GB GO PB S BERTY ST S MAIN ST H RSQ CEMETERY ST SHUTTLE ST RM18 CHASE ST US 52 LAND USE & MULTIMODAL TRANSPORTATION CIRCULATION PLAN PHASE 2 City of Winston-Salem, North Carolina CROMARTIE ST S MARTIN LUTHER KING JR DR C EXISTING ZONING Northern Section WALLACE ST Residential Multi-Family Residential Multi-Family (Higher Density) Historic ,200 Feet Figure 3-2 Sheet 1 of 2

18 FIRST ST S MAIN ST CI-S CI RM8 RS7 RS12-S RS9 LO CB BELEWS ST RM5 EXCELSIOR ST HB 40 LOWERY ST HIGH ST LO S CHERRY ST GB GO S BERTY ST PB RSQ CEMETERY ST 40 SHUTTLE ST CROMARTIE ST CHASE ST GB PB GB FRONT ST RM12 RM5 RS9 GB GO FACTORY RW RS9 W ACADEMY ST OLD SALEM RD SALT ST W BANK ST H S MAIN ST C RM18 RSQ WILAMS ST DEAN ST PAUL HOWELL ST STADIUM DR VARGRAVE ST WSSU DR SOUTHBOUND ST PRICE ST C PRICE ST E BANK ST WALLACE ST REYNOLDS PARK RD S POPLAR ST WEST ST WASHINGTON AV RS7 MULBERRY ST RS9 RSQ LB S BROAD ST S MARSHALL ST GB S POPLAR ST PB-S PB W SALEM AV Architects - Engineers - Planners, Inc. WEST ST SALT ST HB S CHURCH ST BLUM ST E WALNUT ST RACE ST S MAIN ST WAUGHTOWN ST C HB E SALEM AV POWELL ST ALDER ST MOCK ST RS7 MINT ST BERIA ST WILLOW ST HAW ST MINT ST RAZIER ST ALDER ST BIRCH ST FOSTER ST KRESS ST RM18 HUMPHREY ST ALEXANDER ST RSQ RM18 RM18 PITTS ST NO LB-S FREE ST WILLOW ST US 52 LAND USE & MULTIMODAL TRANSPORTATION CIRCULATION PLAN PHASE 2 City of Winston-Salem, North Carolina NB 52 PARKVIEW ST GHOLSON AV TIMC AV RM5 FITCH ST RM8 MH-S BRUCE ST DIGGS BV WILAMSON ST EXISTING ZONING Southern Section S MARTIN LUTHER KING JR DR -S ZONING TYPE LEGEND Commercial and Office Limited Industrial Institutional and Public General Industrial General Business Residential Single-Family Residential Multi-Family Residential Multi-Family (Higher Density) Historic ,200 Feet Figure 3-2 Sheet 2 of 2 PEACHTREE ST