civic master plan - march 18, 2013 draft

Draft 3/15/2013

C ivic Master planCITY of BEAUFORT, south carolina

ii C i t y O f B e a u f o r t , S C | C i v i c M a s t e r P l a n

©2013 by Lawrence Group and the City of Beaufort. All Photos and Images by Lawrence Group and their sub consultants unless otherwise noted. Reproduction Permitted with Credit in Print. DRAFT - 03.15.2013

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This Civic Master Plan was prepared forTHE CITY OF BEAUFORT, SOUTH CAROLINA

BEAUFORT REDEVELOPMENT COMMISSION

Jon Verity, ChairMichael McNally, Vice-ChairPat CaseAlan DechovitzHenrietta Goode Martin GoodmanMichael McFeeKeith WaldropWendy Zara

BEAUFORT CITY COUNCIL

Billy Keyserling, MayorDonnie BeerMichael McFeeGeorge O’KelleyMichael Sutton

CITY STAFF

Scott Dadson, City ManagerKathy Todd, Chief Financial OfficerLibby Anderson, Planning DirectorLauren Kelly, PlannerLiza Hill, PlannerCraig Lewis, Office of Civic Investment Program ManagerJulie Franklin, Office of Civic InvestmentDemetri Baches, Office of Civic InvestmentJosh Martin, Office of Civic Investment

PROJECT TEAM

Lawrence Group | Craig Lewis, Project Manager; Aleksandra Borisenko, Scott Curry, Julie Franklin, Monica Carney Holmes, Amanda Huggins, David Malushizky, Josh Martin, Jeff Ream, Carolyn Reid, David Walters Metrocology | Demetri Baches, Mallory BachesSeth Harry & Associates | Seth Harry, Patrick ZimmermanThe Purple Shamrock | Lauren KellyThe Leeman Group | Naomi LeemanFuss and O’Neill | Wade Walker, Jennifer NelsonRock Maple Studio | James WassellAllison Ramsey Architects | Cooter RamseyBrown Design Studio | Eric BrownSeahaven Consulting | Leslie PickelProject Interns | Aaron Aeschliman, Oscar Carlsan, Seth Crawford, Allen Davis, Nicole Goss, Antonio Kaparis, Kameron King, Adam Martin, Andrew McIntyre, Peter Miller, Keihley Moore, Matt Morris, Adam Pinter, Carol Santana, Lindsay Shelton, Will Sendor, Rachel Wheeler, Nick Wilder

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A CIVIC VISION ENABLED 11.1 The Planning Context: Past, Present

and Future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.2 Plan Origins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

1.3 The Sector Plans, Process and Content . . . . . .12

1.4 Transect-Based Planning . . . . . . . . . . . . . . . . .16

THE PUBLIC WATERFRONT 252.1 Regional Waterfront Connectivity Plan . . . . .29

2.3 Marina Improvements . . . . . . . . . . . . . . . . . . .33

2.4 Waterfront Park Gateway Improvements . . .34

2.5 Bay Street Boardwalk . . . . . . . . . . . . . . . . . . . .36

2.6 Bellamy Curve . . . . . . . . . . . . . . . . . . . . . . . . . .38

2.7 Lady’s Island Waterfront Access . . . . . . . . . . .39

2.8 Mossy Oaks Waterfront Access . . . . . . . . . . . .40

2.9 Boundary Street Waterfront Access . . . . . . . .41

2.10 TCL/BMH Waterfront Access. . . . . . . . . . . . . . .42

2.11 Battery Creek Marshfront Park . . . . . . . . . . . .43

CELEBRATING & EXPANDING THE DOWNTOWN 473.1 Historic Context and Preservation . . . . . . . . . .52

3.2 Redefining & Expanding Downtown . . . . . . .52

3.3 Port Republic Street . . . . . . . . . . . . . . . . . . . . .54

3.4 Parking Structure . . . . . . . . . . . . . . . . . . . . . . .55

3.5 Carteret Street . . . . . . . . . . . . . . . . . . . . . . . . . .56

3.6 Charles Street . . . . . . . . . . . . . . . . . . . . . . . . . .59

3.7 Bladen Street . . . . . . . . . . . . . . . . . . . . . . . . . . .60

3.8 Boundary Street (east of Ribaut Road) & Bellamy Curve . . . . . . . . . . . . . . . . . . . . . . . . . .62

3.9 Retail Signage & Streetscaping . . . . . . . . . . . .65

PROTECTING & EXPANDING NATURAL INFRASTRUCTURE 674.1 Parks & Squares . . . . . . . . . . . . . . . . . . . . . . . . .70

4.2 Washington Street Park . . . . . . . . . . . . . . . . . .73

4.3 Boundary Street Tennis Center . . . . . . . . . . . .73

4.4 Basil Green Park . . . . . . . . . . . . . . . . . . . . . . . .74

4.5 Pigeon Point Park . . . . . . . . . . . . . . . . . . . . . . .74

4.6 Horse Trough Park . . . . . . . . . . . . . . . . . . . . . . .75

4.7 Bay Street/Ribaut Road Intersection Park . . .76

4.8 Burroughs Avenue Park /School . . . . . . . . . . .76

4.9 Depot Plaza . . . . . . . . . . . . . . . . . . . . . . . . . . . .77

4.10 Southside Park . . . . . . . . . . . . . . . . . . . . . . . . .79

4.11 Arthur Horne Nature Park . . . . . . . . . . . . . . . .80

4.12 Waddell Gardens Nature Preserve . . . . . . . . .80

4.13 Burton Wells Park . . . . . . . . . . . . . . . . . . . . . . .81

4.14 Beaufort Plaza Parks . . . . . . . . . . . . . . . . . . . . .82

4.15 Sam’s Point Road Park . . . . . . . . . . . . . . . . . . .83

4.16 Urban Agriculture/Community Gardens . . . .84

4.17 Natural Stormwater Infrastructure System . .87

COMMUNITY MOBILITY AT OUR SPEED 915.1 Streets & Public Spaces . . . . . . . . . . . . . . . . . .94

5.2 Spanish Moss Trail . . . . . . . . . . . . . . . . . . . . . . .96

5.3 Pedestrian & Bicycle Infrastructure . . . . . . . .98

5.4 Boat Access/Water Taxi . . . . . . . . . . . . . . . . . .101

5.5 Connectivity . . . . . . . . . . . . . . . . . . . . . . . . . . .102

5.6 Streetscape Improvements . . . . . . . . . . . . . .102

5.7 Boundary Street (west of Ribaut Road) Streetscape Improvements . . . . . . . . . . . . . .106

5.8 Ribaut Road Streetscape Improvements . . .109

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A CITY OF WALKABLE NEIGHBORHOODS 1136.1 Building Typologies . . . . . . . . . . . . . . . . . . . .116

6.2 Sector 1 Neighborhood Strategies . . . . . . . .120





A CITY OF GRAND CIVIC INSTITUTIONS 1497.1 University of South Carolina - Beaufort . . . .153

7.2 Technical College of the Lowcountry . . . . . .156

7.3 Beaufort Memorial Hospital . . . . . . . . . . . . .158

7.4 Fire & Public Safety . . . . . . . . . . . . . . . . . . . . .160

7.5 Elementary/Secondary Schools . . . . . . . . . .162

7.6 Churches & Other Religious Buildings . . . . .164

MIXED-USE CORRIDORS OF VIBRANT ACTIVITY 1678.1 Ribaut Road North . . . . . . . . . . . . . . . . . . . . .172

8.2 Ribaut Road South . . . . . . . . . . . . . . . . . . . . .175

8.3 Boundary Street (west of Ribaut Road) . . . .176

8.4 Boundary Street (east of Ribaut Road) . . . .180

8.5 Robert Smalls Parkway . . . . . . . . . . . . . . . . .181

8.6 Sea Island Parkway and Lady’s Island Village Center . . . . . . . . . . . . . . . . . . . . . . . . .186

DISTRICTS FOR ECONOMIC DEVELOPMENT ACTIVITY 1919.1 Depot Road Area . . . . . . . . . . . . . . . . . . . . . .195

9.2 Commerce Park . . . . . . . . . . . . . . . . . . . . . . .197

9.3 Burton Industrial Area . . . . . . . . . . . . . . . . . .198

9.4 Strategic Opportunity Sites . . . . . . . . . . . . . .200

REGULATING PLAN 20510.1 Form-Based Code in Beaufort . . . . . . . . . . .208

10.2 Regulating Plan & the Transect . . . . . . . . . . .210

10.3 Street Regulating Plan . . . . . . . . . . . . . . . . . .217

PROJECT IMPLEMENTATION 25111.1 Civic Infrastructure . . . . . . . . . . . . . . . . . . . . .254

11.2 Development/ Redevelopment Opportunities . . . . . . . . . . . . . . . . . . . . . . . . .264

APPENDIX 277Map: Building Footprints . . . . . . . . . . . . . . . . . . . . .280

Map: 4% and 6% Tax Rates . . . . . . . . . . . . . . . . . . .282

Map: Existing Zoning . . . . . . . . . . . . . . . . . . . . . . . .284

Map: Floodplains . . . . . . . . . . . . . . . . . . . . . . . . . . . .286

Map: Soil Conditions . . . . . . . . . . . . . . . . . . . . . . . . .288

Map: Existing Walk Score . . . . . . . . . . . . . . . . . . . . .290

Map: Building Uses . . . . . . . . . . . . . . . . . . . . . . . . . .292

Map: Vacant and Abandoned Buildings . . . . . . . . .293

Map: Building Height . . . . . . . . . . . . . . . . . . . . . . . .294

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1A Civic Vision Enabled

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A tangible sense of history is central to Beaufort’s identity. The way the city is laid out, the manner in which it has been built, rebuilt and extended over three hundred years, and its fundamental relationship to its natural environment, of sea, marsh and farmland, underpins its citizens’ sense of identity and place in a fast-changing, globalizing world.

1.1 The Planning Context: Past, Present and Future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.2 Plan Origins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

1.3 The Sector Plans, Process and Content . . . . . .12

1.4 Transect-Based Planning . . . . . . . . . . . . . . . . .16

1: A Civic Vision Enabled

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1.1 The Planning Context: Past, Present and Future

A tangible sense of history is central to Beaufort’s identity. The way the town is laid out, the manner in which it has been built, rebuilt and extended over three hundred years, and its fundamental relationship to its natural environment of sea, marsh and farmland underpins its citizens’ sense of identity and place in a fast-changing, globalizing world.

This sense of history and place is critical to Beaufort’s role as a distinct and significant player in the economy and identity of the Lowcountry. With well-established institutions and businesses, the City serves as an important secondary urban center and tourist destination to the larger markets in Charleston, South Carolina and Savannah, Georgia.

Yet, as in many American cities, a progressive detachment from history and sense of place can be seen in the changing townscape of Beaufort. The developments of the last fifty years are scaled to the automobile, not the person, and too often designed with generic buildings and landscapes that create a built environment virtually indistinguishable from hundreds of other places across the country. Within this new complex urban form, of both the very best of walkable urbanism and some of the most auto-oriented suburban sprawl, Beaufort struggles to define itself economically in today’s challenging and dynamic marketplace, and is threatened to become no more than a stopover for the region.

While a modern Beaufort must be more than simply an extension of its historic framework, there exists an opportunity to reintegrate lessons from its historical patterns of growth into new developments, and into the redevelopment of areas submerged in the placeless patterns of the late 20th century. A living sense of history does not try to turn back the clock, to reenact the past; instead it seeks out principles and precedents which are as relevant today as they were one hundred, or three hundred, years ago. These principles may involve the siting and orientation of buildings to minimize the use of expensive energy, or the design of public space that is scaled for people and where cars can


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gain convenient access without dominating. This approach looks to create new developments that carefully honor and respect history while allowing for legitimate expressions of modern culture.

While very specific to Beaufort, its past, present and future, the recommendations of this Civic Master Plan are based on a series of planning and design principles most easily identified as “Traditional” urbanism, that is, basing contemporary urban design on public space and building types that have been validated by the test of time. These different types of public space, be they residential streets or boulevards, squares or plazas, or parks, playgrounds or other natural landscape areas, all demonstrate a common respect for human scale. While accommodating the car, and incorporating today’s large commercial structures in locations where appropriate, this method of urban design always returns to a focus on the pedestrian-friendly environment.

This human scaled development is essential in reconnecting Beaufort and its citizens to their Lowcountry prominence and the community’s

historic precedent. It also sets the foundation for increased future prosperity, with growth encouraged first in areas already developed with existing infrastructure, and development in new areas managed in ways that protect the City’s precious historic and natural landscapes.

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1.2 Plan Origins

The 2009 “Vision Beaufort” Comprehensive Plan included a wealth of information about targeting public investment, establishing community design objectives, pursuing potential catalyst projects, and most, importantly, implementing the vision that will guide Beaufort into its next decade of growth and development. Additonally, the Comprehensive Plan accomplished two important shifts in policy:

• First, it eliminated annexing low-density and land-consuming development as the primary means for city growth, and replaced these outdated ideas with a vision of growth and resiliency through infill and redevelopment.

• Second, it prioritized, edited and consolidated several years’ worth of unfulfilled planning efforts with contradictory and outdated concepts, and created a single, coherent set of policy guidelines.

Upon completion of the Comprehensive Plan, Beaufort’s City Council tasked the city’s Redevelopment Commission with conducting an audit of existing policies and conditions, as well as translating this shared vision into specific parcel-level plans for public and private investment and the implementation of a new form-based regulatory framework. City Council also created the Office of Civic Investment to provide professional support for the Redevelopment Commission. The Office of Civic Investment was established to be seamlessly integrated with all of city’s other major departments as both a staff support to the various initiatives of the City Council and the Redevelopment Commission as well as a project manager of various cross department and cross agency projects.

Under the direction of the Redevelopment Commission, the Office of Civic Investment coordinated a unified effort to produce “place-based community design,” that is, the planning and design of future (re)development that is closely tied to the specifics of its location. The intention was to avoid generic “place-less” development, and, instead, create long-term sustainable development unique to Beaufort. This recognized that each of the City’s neighborhood contains its own unique

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history, character, and physical attributes upon which needed to be respected and built upon.

This Civic Master Plan is the result of extensive efforts, including an intensive public input process. It establishes principles and standards for all public and private development and provides a guide for identifying and promoting investment within the City.

The plan presents proposals graphically to provide residents and businesses a clear picture of development options, and to serve as a tool to stimulate a range of development and/or redevelopment opportunities throughout Beaufort. Additionally, the plan illustrates proposals that seek good financial returns for property owners in contemporary market conditions, while establishing design standards and qualities that are compatible with those found in the older, historic parts of the community. In this way, a distinct regional image and character is (re)established over time, in a way that sets Beaufort apart from other communities, and attracts residents and companies seeking a more distinctive place to live and work.

The plan is a compilation of grand visions, down-to-earth practical steps, and enabling tools, all coherently presented within one document. Like many community plans, this plan is expected to generate discussion points, establish budget priorities, and create implementation objectives for the city over the next generation. In fact, the comprehensive nature of this effort, along with the timing of its occurrence at Beaufort’s 300-year anniversary, marks a milestone for the city. The Civic Master Plan lays the groundwork for a prosperous and resilient city for another 300 years to come.



VISION BEAUFORT: 2009 COMPREHENSIVE PLAN In 2009, the City of Beaufort adopted “Vision Beaufort,” a comprehensive plan that articulated a vision for the growth and development of the City. In completing the plan, a broadly inclusive public participation process was used to ensure that the vision established in the plan was shared by a wide variety of Beaufort citizens, and truly reflective of the aspirations of the general public, elected officials, city staff, the development and business community.

In the Comprehensive Plan, the City of Beaufort and its citizens envisioned a City with:

■ Beautiful, stable neighborhoods;

■ A common community vision;

■ A sustainable economic base;

■ Transportation options and convenient access to services and destinations;

■ Attractive and vital community gateways and corridors;

■ Natural resources that balance protection with public access and enjoyment;

■ A balance between preservation and sensitive infill and redevelopment of our historic core;

■ A predictable development process for citizens and developers alike; and

■ A welcoming atmosphere to all people.

To help achieve this vision, the plan committed to building upon and protecting Beaufort’s assets and strengths of:

■ Natural beauty and open spaces;

■ Unique community design and historic atmosphere;

■ Access to local goods, services, and cultural amenities;

■ Military presence, hospital, and higher education institutions; and

■ Community interaction and small community feel.

VISIONBEAUFORT2009 Comprehensive Plan

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five: a framework for growth

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ComPlete framework iNCorPoratiNg tHe eNtire urBaN growtH BouNdary

S 2009 COMPREHENSIVE PLAN



1 Sustainability The activities of the City of Beaufort

will consider the balance of social, environmental, and economic sustainability principles for both the community and the private property owner with all of our decisions.

2 Regionalism We are committed to the implementation

of the Northern Beaufort County Regional Plan as a guideline for our regional decisions and future urban form and we will continue to engage and coordinate in regional planning activities. Our planning will extend to the established urban growth boundary and will tie together all areas of the community in a cohesive manner.

3 Natural Infrastructure We must protect our environmental

resources as fundamental to the natural ecosystem and our quality of life. We will utilize innovative and context-sensitive solutions to conserve and protect our natural resources including our salt marshes, marsh islands, coastal waters, and marine resources; trees, forests, and wildlife habitats; beaches and dunes; and open space preservation.

4 Growth We must encourage growth within our

urban service area by primarily focusing on the regeneration of our current assets through infill and redevelopment. Development in our urban growth boundary shall be sensitively focused on a conservation ethic with a compact and efficient built form that could be serviced with municipal services in the future.

5 Economic Development A strong, vibrant, and healthy economy

will be achieved through a successful economic development program in order to ensure the long term success and viability of the City of Beaufort. We must support the continuation and expansion of our primary economic engines - tourism, the military, healthcare,and education - while also seeking to expand opportunities for the arts and the recruitment of creative/knowledge-based industries.

6 Access and Mobility Our citizens and visitors need a

transportation system that integrates regional solutions with a fine-grained local network of choices that accommodate the automobile, pedestrians, bicyclists, and water-based travel.

7 Urban Form The City will maintain its distinct

urban form by encouraging growth and development using the model of walkable, urban, mixed-use neighborhoods established by the historic core of the City.

8 Neighborhoods We believe that all our neighborhoods,

including the downtown, must be vibrant and diverse and thus require consistent and continual public and private attention, maintenance and re-investment. Our neighborhoods should be reinforced in all planning and infrastructure projects.



9 Parks & Public Open Spaces The City will permanently preserve

and expand a community-wide parks, recreation and open space network that serves the entire city from the neighborhood playground to the regional reserve.

10 Historic and Cultural Resources Beaufort is a living, dynamic community

and must balance the protection of its abundant natural, cultural, institutional and historic resources with managed growth that adds to the community’s character for future generations without degrading those resources which we value.

11 Social DiversityWe will maintain and celebrate the integrated ethnic and socioeconomic diversity of the community. To this end, we are committed to the provision of affordable and workforce housing throughout the city.

12 Hazard Mitigation As a coastal community, we will feel the direct impacts of tropical storm activity and flooding. We must be prudent in our preparation for these expected hazards and mitigate against the loss of property to the greatest extent practical.

13 Climate Change We must participate in solutions that reduce or avoid potential impacts to our regional and global climate and in turn we must adapt to those conditions which are likely to be inevitable, most specifically sea level rise.

14 Resource Efficiency We will manage our consumption of

renewable and non-renewable resources including energy and water and will continue to reduce our total waste stream. In addition we will be supportive of community activities that promote resource efficiency and the production of alternative energy and innovative water use and protection practices.

15 Fiscal Sustainability The city, as a provider of urban services,

must focus on long-term solvency with each incremental decision. Capital investments should leverage future benefits and must consider the impact on long term operational costs prior to their implementation. Perhaps most importantly, we will constantly seek efficient and innovative ways in which to deliver services and maintain our assets.

16 Adequacy of Infrastructure and Facilities

The contiguous extension of our corporate boundaries will be considered to the extent that the provision of city services can be economically and efficiently provided and will be subject to the adequate availability and timely construction of community infrastructure and public facilities.

17 Planning & Implementation We will continue our history of

thoughtful, detailed planning and will include practical implementing elements to leverage our ideas with actions. Success is bred not from what we say but what we accomplish.



1.3 The Sector Plans, Process and Content

The first steps of the Civic Master Plan process involved collecting information through meetings with individuals, groups, and organizations, gaining data through on-the-ground, parcel-level surveys, and reviewing previously completed plans, reports, and studies.

Then, for planning purposes, the City was divided into five manageable sectors.

Sector 1 The Historic District and Environs: The Point, Downtown, Whitehall, The Bluff, The Northwest Quadrant, Pigeon Point, Higgonsonville

Sector 2 The Northern Portion of the Lower Peninsula: North End, Depot, Hundred Pines, the Technical College of the Lowcountry (TCL) campus and the Hospital district

Sector 3 The Southern Portion of the Lower Peninsula: Cottage Farms, Jericho Woods, Spanish Point, Royal Oaks and Mossy Oaks

Sector 4 Areas within the City limits west of Ribaut Road and Battery Creek Road: western portions of Boundary Street, the Burton area, the Robert Smalls Parkway, Parris Island Gateway corridors and the Salem Farms area

Sector 5 Lady’s Island

The Sector Plans were developed through extensive public participation from key stakeholders, elected officials and the general public. The five geographic areas were grouped together into a sequence of three major public processes: Sector 1; Sectors 2 and 3 combined; and Sectors 4 and 5 combined. Each public process utilized a series of public preparatory meetings to discuss issues and establish key facts and information, followed by a week-long charrette, or detailed public design workshop. Each of the three charrettes were held in public venues within the community, whereby members of the

S EXAMPLE OF SYNOPTIC SURVEY

public could participate in conversations with the designers, planners and traffic specialists, monitor and check on progress, and comment on the proposals as they evolved.

Each Sector Plan comprised the following elements:

• A synoptic survey of each lot in Sector 1-3 documenting lot size, lot coverage, building conditions, setbacks, building height, public frontage/streetscape, and private frontage.

• Physical development/redevelopment plans to the parcel level illustrating the preferred lot arrangements, building typologies and frontages;

• Physical infrastructure plans illustrating preferred street sections for all streets and required improvements;

• Natural systems plans illustrating preferred stormwater management techniques, open space protection/preservation, water access, watercourse buffers, and other natural areas;

• Civic infrastructure plans that identifying opportunities to improve, expand, and/or inject new community facilities/amenities;



Sector 1

Sector 2

Sector 3

Sector 4

Sector 5

THE BEAUFORT SECTOR MAP A Sector is a planning area of the City of Beaufort. Sector boundaries were determined based on neighborhood locations, types of development, and natural features. The Office of Civic Investment devised the sector boundaries for the purpose of study over two years. Sector 1 encompassed the Downtown Beaufort Peninsula. Sector 2 and 3 included the Beaufort neck and Southern Peninsula. The final sectors, Sector 4 and 5, include the future growth periphery area for the City of Beaufort.



borders of downtown as Ribaut Road to the west and the Beaufort River to the east, north and south. By expanding the idea of “downtown,” the pressures for all of the wants and needs of the City to be forced into a few blocks were eliminated. Additionally, due to its visual relationship to downtown, the Whitehall site, located on the tip of Lady’s Island Gateway, at the opposite end of the Hwy 21 Business bridge, was also included in the Sector 1 planning area.

Sectors 2 and 3 were combined into one study area. Sector 2 was defined as all the neighborhoods east of Battery Creek, up to and including the campuses of The Technical College of the Lowcountry and Beaufort Memorial Hospital. Sector 3 incorporated the neighborhoods south of the two campuses as far as the municipal boundary with the Town of Port Royal. Sectors 2 and 3 combined represent a peninsula with the main corridor of Ribaut Road and an existing, unused rail corridor (a future “rails to trails” project). These two campuses, centrally located between the two residential sectors, represented the highest employment concentration in the City of Beaufort. Just as the Civic Master

• Civic investment strategies identifying capital and operating needs for the sector and prioritizing improvements and investments;

• Calibration of a form-based code to the block-level; and

• Extensive illustrations providing a visual palette from which to market various development/redevelopment opportunities at a parcel level.

The planning of Sector 1 prompted a redefining of downtown Beaufort. Prior to this planning process, the concept of “downtown” encompassed only a few blocks along Bay and Port Republic Streets, a very narrow and constrained area that limited the district’s ability to grow. The civic master planning process introduced a new expanded view of downtown, composed of a collection of neighborhoods that constitute the core of the City of Beaufort and its environs. This area included the neighborhoods of The Point, Pigeon Point, Higginsonville, The Bluff, the Northwest Quadrant, and their connectors of Boundary Street, Bladen Street, Carteret, and Charles Streets and Pigeon Point Road, defining the geographic



Plan “reconsidered” what constituted downtown, so too did it “reconsider” what it means to live and work on a peninsula. The Plan’s focus aimed at providing amenity and connection to the greater community and natural environment by creating stronger access to the waterfront through parks and retained views.

Sector 4 extended along Boundary Street from City Hall past Highway 170 to Burton, and southwest along Highway 170. It included all municipal land on the west side of Battery Creek, mostly suburban and servicing the largest portion of the community’s general shopping needs.

Sector 5 covered the area of the City that extends onto Lady’s Island to its east, with Sea Island Parkway and Highway 802 serving a series of business and planned developments on marsh islands and providing access to Sectors 1 and 3 via major bridges. Sector 5 was largely a suburban environment and the location of a significant portion of the community’s higher-end shopping.

These Sector Plans form the core of the City-wide Civic Master Plan.



1.4 Transect-Based Planning

This Civic Master Plan honors Beaufort’s history by reconnecting with its historic development patterns, updated to meet contemporary needs and to meet future challenges. Community design returns to its American roots, where different uses and building types were mixed together in place-specific ways for convenience and mutual support. To achieve this transformation in settlement patterns means breaking with the conventional assumptions and development formulas of recent decades whereby each segment of peoples’ lives -- living, working, shopping, recreating, learning and worshipping – was separated out into different and discrete “pods” of uses; that is, housing was built in one location; offices in a second, separate location; shopping in a third, while civic buildings such as schools were often built miles from the communities they serve.

Codified and enforced by zoning ordinances, the nation’s traditional urban patterns of mixing compatible uses together are no longer allowed in many communities, including in many areas of Beaufort. The end result of this practice is that communities use up much more land at lower efficiencies, higher infrastructure and maintenance costs, and, of course, much more driving is required for even the most commonplace activity.

This Civic Master Plan returns Beaufort to the traditional forms of urban design. In the plan’s illustrations of development opportunities, for both private and public investment, streets are laid out in a connected pattern. Blocks are typically short. Parks are interspersed within new developments and are easily accessible. Civic sites with important community buildings are placed in prominent locations. Uses are once again mixed and integrated wherever compatible and the housing stock is varied to include different types of homes, from detached single-family homes, to attached houses, and apartments. This enables new developments to meet the range of needs, expectations and incomes of Beaufort’s citizens.

These changes in approach to town planning and urban design promote and support walkability, by the proximity of buildings to one another and by their engagement with a proper civic realm – the



public space of the streets, a neighborhood park, or a waterfront trail. In the past, all these elements were routinely assembled to form neighborhoods, and reutilizing this approach once again enables the community to grow and redevelop as a series of true neighborhoods, not merely subdivisions of different housing products.

This method of working gives rise to a different type of planning, known as “Transect-based planning.” A Transect can be thought of as a slice through the townscape and landscape of a community from edge to center, whereby different parts of the community are classified not by their uses, but by their urban, suburban or rural character – that is, parts of the community are planned or designated according to what kind of places they are, not simply by what uses are allowed there.

Thinking of Beaufort in this new way (which is close to the old, historic American way of thinking about communities) provides the City, its leaders and its citizens with better and more sensitive planning tools to manage their future growth, redevelopment and investment.

THE PLANS AND RECOMMENDATIONS DESCRIBE A FUTURE FOR BEAUFORT THAT:

Celebrates the waterfront and the natural context which the city occupies

Is mixed use and walkable in character

Enables people to live locally and accomplish their daily needs within walking or biking distance

Positions the community for an era beyond our current pattern of dependence on the personal automobile

Provides attractive parks and greenways on a local and regional scale

Envisions regional connections that will strengthen and invigorate Beaufort’s economy and cultural institutions

Engages a wide variety of people and lifestyles across a broad socio-economic spectrum

Preserves Beaufort’s historical legacy without compromising opportunities for new development



S DEVELOPMENT OPPORTUNITIES SECTORS 1-3



S DEVELOPMENT OPPORTUNITIES SECTOR 4

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S GREEN INFRASTRUCTURE SECTORS 1-3

Existing Green Infrastructure

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S GREEN INFRASTRUCTURE SECTOR 4

S GREEN INFRASTRUCTURE SECTOR 5



Civic Buildings



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SMOBILITY INFRASTRUCTURE PLAN SECTORS 1, 2, 3, & 5

Spanish Moss Rail-Trail

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SMOBILITY INFRASTRUCTURE PLAN SECTOR 4




Canoe/Kayak Route

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2The Public Waterfront

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2.1 Regional Waterfront Connectivity Plan . . . . .29

2.3 Marina Improvements . . . . . . . . . . . . . . . . . . .33

2.4 Waterfront Park Gateway Improvements . . .34

2.5 Bay Street Boardwalk . . . . . . . . . . . . . . . . . . . .36

2.6 Bellamy Curve . . . . . . . . . . . . . . . . . . . . . . . . . .38

2.7 Lady’s Island Waterfront Access . . . . . . . . . . .39

2.8 Mossy Oaks Waterfront Access . . . . . . . . . . . .40

2.9 Boundary Street Waterfront Access . . . . . . . .41

2.10 TCL/BMH Waterfront Access. . . . . . . . . . . . . . .42

2.11 Battery Creek Marshfront Park . . . . . . . . . . . .43

PRINCIPLES

Expand public access to the waterfront and waterways on public and private property for residents and visitors alike

1: CONTINUOUSLY SEEK OUT OPPORTUNITIES TO IMPROVE/ENHANCE ACCESS AND VIEWS OF THE WATER

2: EXTEND THE WATERFRONT PARK WESTWARD ALONG THE MARSH WITH A BOARDWALK AND NEW ACCESS POINTS FROM BAY STREET

3: IMPROVE THE EXISTING MARINA AND EXPAND THE DAY DOCK FACILITIES

4: INTEGRATE WATERFRONT ACCESS WITH THE REGIONAL TRAIL SYSTEM

5: REDEVELOP THE MARINA PARKING TO EXTEND THE WATERFRONT PARK AND CREATE LASTING ECONOMIC VALUE FOR THE CITY

6: IMPROVE LINKAGES TO WATERFRONT PARK FROM BAY STREET

7: CREATE A WATERFRONT PARK AND BOARDWALK/TRAIL SYSTEM ALONG THE WATER’S EDGE ON LADY’S ISLAND

8: CONTINUE TO OPEN UP VIEWS FROM BOUNDARY STREET TO THE MARSHES OF BATTERY CREEK TO THE SOUTH AND THE ALBERGOTTIE CREEK TO THE NORTH

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2: The Public Waterfront


Beaufort’s enduring legacy lies primarily with its waterfront. It is this waterfront that forms the essential backdrop of the community’s identity. In its early history, the water served as the main livelihood of the city and as the city’s only connection to the world beyond. While industry is no longer prominent along the water’s edge, the water is still a critical component of the daily lives of its residents and visitors and is a central recreational resource. Today, some of the city’s most distinguishing features are its highly-used Waterfront Park and its preserved vistas across marshes and waterways.

As a way to further differentiate Beaufort, the strategies in this chapter articulate a vision for a publicly accessible, world-class waterfront environment. Through resourceful planning and implementation, the city will build upon its heritage and identity along the water to fully utilize the tremendous natural asset that its Lowcountry geography provides and become a truly great waterfront city.

From a geographical standpoint, current public access to the water is fairly limited, particularly once you leave the historic core. At present, approximately 55% of the 2.3 miles of waterfront in the historic downtown core is publicly accessible. By contrast, only 1.5 miles of the 20 miles (~10%) of shoreline outside of the historic core is open to the public.

To improve waterfront accessibility, the city and its partners will use a wide variety of tools to implement this strategy including, but not limited to the following:

• purchase of private land for public use; and

• conservation and viewshed easements; and

• public access easements; and

• subdivision regulations; and

• private negotiation of public access and connectivity.

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S REGIONAL FRAMEWORK DIAGRAM

2.1 Regional Waterfront Connectivity Plan

Sector: All

On a typical day at the Beaufort Waterfront the most common activities one observes include friends strolling at the river’s edge, people eating on restaurant patios, families enjoying the park, and couples sitting on bench swings. Although these “waterfront” activities are treasured pastimes, they have very little to do with the water itself, except that the Beaufort River is there as a scenic reminder of the city’s unique heritage and geography. Moreover, these activities all take place within the 1/3 mile of shoreline at Waterfront Park in spite of the other 20 miles of shoreline within the city. Even during festivals and special events, much more focus is placed on what happens near the water, as opposed to what happens on the water. Historically, Beaufort’s identity was characterized by a much more active engagement with the water. Only in the past 60 to 75 years has the role of the waterfront shifted from an active port and thoroughfare to simply a pleasant natural amenity.

While passive recreational use will continue to be a significant asset, the Beaufort waterfront of the future will be rediscovered as a crucial active link to the rest of the world. Over the next half-century, what happens on the water will play an increasingly important role as water transport becomes a practical alternative to automobile travel for people as well as goods and commodities.

The Regional Framework Diagram illustrates a proposed system of local water taxi ports connecting through the Beaufort River to the regional centers of Hilton Head, Charleston, and Savannah. Further, the diagram illustrates the creation of the Beaufort River Regional Greenway and Parks System. Stretching from Waterfront Park in Beaufort to The Sands Beach area in Port Royal, this expansive parks system provides frequent opportunities to interact with the Beaufort River and its adjacent tidal marshes. Canoe/kayak launches, boardwalks, fishing piers, bird watching platforms, and swimming areas provide a variety of ways to enjoy life on the water. The Spanish Moss Trail and a regional bus system provide convenient

- HISTORIC DOWNTOWN SHORELINE- CITY OF BEAUFORT SHORELINE



S PROPOSED DEVELOPMENT FOR DOWNTOWN

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multi-modal connections from inland locations to this one-of-a-kind parks system.

2.2 Marina Redevelopment

Sector: 1

Project Type: Public | Private

Civic Investment Required: Waterfront Park Expansion and Parking Structure

The marina area provides the greatest opportunity for transformative development along Beaufort’s historic waterfront. The most underutilized space in downtown, the marina area occupies the crucial flex-point between the regional amenities of Waterfront Park, the Bay Street shopping district, and the new Bay Street Boardwalk. In its existing condition as a three-acre asphalt lot, the marina is an underutilized prime land in the middle of downtown and an inappropriate complement to both the built environment of downtown and the natural environment of the river.

Formal Green

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The proposed marina redevelopment scheme creates a more active and valuable space and provides an exciting addition to Beaufort’s signature waterfront experience. Market-style buildings, derived from the traditional vernacular of the Lowcountry, define new public spaces that extend the pedestrian environment of Waterfront Park. The development is organized around a focal open space, creating an outdoor room that provides additional space for Beaufort’s frequent festivals and cultural celebrations. Three to four story buildings accommodate a mix of uses including retail, restaurants, boat service, market space, apartments and condos, in addition to a new marina and sailing club. This variety enlivens the Beaufort Marina experience for visitors arriving by land or by water.

Guests arriving from Bay Street might be greeted by a new Historical Museum and public plaza that terminate the western vista along the retail district and provide an attractive expression of civic pride.

Approaching the marina district from Waterfront Park, visitors are presented with a striking transition from a broad, passive, recreational

use to a much more intimate and active market environment beneath a new 3-story wharf building. This portion of the marina redevelopment is reminiscent of the old Charles Street Wharf, in both form and location. The reintroduction of the wharf building creates a commercial anchor, servicing tourists, locals, and working fishermen. It also serves as a landmark, providing a dynamic connection between building and water that is both unique, exciting and historically appropriate.



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S CONCEPTUAL ILLUSTRATION OF MARINA REDEVELOPMENT

S PROPOSED VIEW OF BAY STREET LOOKING WEST TOWARDS CHARLES STREET



2.3 Marina Improvements

Sector: 1


Civic Investment Required: Day Dock

Beaufort’s vibrant and active urban waterfront area will continue to engage a myriad of water-related activities with a proposed marina, additional boat slips, expanded mooring area, and lengthened day docks. In addition to serving the local community, this area will also be a point of origin/destination to Charleston, Savannah, Hilton Head Island and beyond.

Recommendations for improvements include a new high-quality recreational, low maintenance day dock of approximately 250 feet and a new water sports center that consolidates existing functions associated with the marina. It also accommodates dry/racked storage for kayaks and boats, public restrooms, office and retail areas, laundry and shower areas, outdoor observation and gathering spaces, and indoor multi-function function space.

Based on these recommendations and the Waterway Commission Report of October 2003, the Redevelopment Commission needs to develop a comprehensive waterfront management plan using the urban design and use criteria set forth in both reports.

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S DAY DOCK AND BOAT HOUSE LOCATION- OPTION A

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2.4 Waterfront Park Gateway Improvements

Sector: 1

Project Type: Public

Civic Investment Required: Gateway Features

Waterfront Park is a spectacular public amenity that draws locals and tourists alike to downtown Beaufort. However, there remains a strong disconnect between the building frontages along Bay Street and the park itself. The current park gateways, with the exception of a formal entry from the marina parking lot and West Street, are not well demarcated. Pedestrian treatments in the form of brick walkways are provided at Scott Street, to the west of the Beaufort Bank building as well as the entrance at Charles Street. However, these entrances are not well demarcated or well lit in the evening. In order to better connect the urban shopping environment of Bay Street to the waterfront, gateway signage and visual elements such as archways and special lighting will be installed. Additionally, the West Street entrance will provide space programmed for smaller events, evening music, and street vendors to increase activity in the park. These improvements will make the Waterfront Park more permeable to the rest of the downtown area.



S KEY GATEWAYS TO WATERFRONT PARK

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S PROPOSED GATEWAY FROM BAY STREET TO THE WATERFRONT PARK



2.5 Bay Street Boardwalk

Sector: 1


Civic Investment Required: Bay Street Boardwalk

The bluff to the west of Waterfront Park is an underutilized asset. Yet, it has the potential to be a truly great public space, extending the pedestrian environment of downtown. A Waterfront Park extension to the west creates a logical connection from the existing Waterfront Park and marina redevelopment to The Bluff neighborhood. A simple boardwalk weaving through the salt marshes at the river’s edge provides a pedestrian amenity that recognizes and celebrates the significance of the Beaufort River to the city, in an appropriately low-impact fashion. This boardwalk preserves the natural setting of the Bluff and is a key component in the development of a regional parks and greenway system.

S CONCEPTUAL ILLUSTRATION OF BOARDWALK ALONG THE MARSH (looking east toward downtown)

S BOARDWALK ACCESS ON BAY STREET

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2.6 Bellamy Curve

Sector: 1


Civic Investment Required: Bellamy Curve Park Improvements

The present overlook known as Bellamy Curve at the transition from Boundary Street to Carteret Street is one of the most prominent and beloved vistas in the city. Yet, though there is a sidewalk along the street edge there are no other amenities, such as seating for residents and visitors, to relax and enjoy the changing of the tides. The proposed improvements draw inspiration from the formal civic art inherent in Waterfront Park and suggest an increased formality to the area’s design and access to encourage greater use and enjoyment.

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S VIEW OF BELLAMY CURVE FROM MARSH (looking west down Boundary Street)

S CONCEPTUAL PLAN FOR BELLAMY CURVE



2.7 Lady’s Island Waterfront Access

Sector: 5


Civic Investment Required: Factory Creek/Vista Waterfront Access Expansion and Whitehall Waterfront Park

The proposed development of the Whitehall tract on Sea Island Parkway, across from the historic downtown area, presents an opportunity to provide a publicly accessible area along the water’s edge. The redevelopment scheme proposes a substantial public park along the perimeter. To help contrast this park from the more urban Waterfront Park across the river, this parkland should be designed in a more naturalistic manner with an emphasis on the preservation of existing trees and a more gradual connection to the waterfront, rather than as a bulkhead.

S CONCEPTUAL ILLUSTRATION OF THE WHITEHALL AREA WATERFRONT PARK

S CONCEPTUAL PLAN FOR WHITEHALL AND THE VISTA AREA

SEA ISLAND PARKWAYWhitehall

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Across Sea Island Parkway from Whitehall, adjacent to the existing Vista public waterfront access and boat launch, the goal is to further open up views to the Factory Creek area.

This plan illustrates the open space impact of the acquisition of three developed properties along Sea Island Parkway. The existing buildings at the approach to Wood’s Bridge are removed to re-open the view onto Factory Creek, the Old Point, and downtown Beaufort. The combined properties become a passive public park, with a boardwalk along the water’s edge accessing two existing docks. A widened sidewalk along Sea Island Parkway, on-street parking, and pedestrian crosswalks at key intersections, offer connections to the future Whitehall Main Street and Town Center, across the street at the redeveloped intersection of Meridian Road, Sea Island Parkway and the existing public boat ramp. The boat ramp is be expanded by 50 feet on either side, doubling the number of trailer parking spots to 36. The Vista property acquisitions serve as the Lady’s Island anchor for a system of continuous waterfront parks and walkways proposed for Beaufort and Port Royal. The reclaimed open space along Sea Island Parkway ties into the larger proposed system through its direct connection via Wood’s Bridge, to the west, and its connection to Whitehall’s proposed waterfront park, to the south.

2.8 Mossy Oaks Waterfront Access

Sector: 3


Civic Investment Required: Mossy Oaks Waterfront Park and Garden

Public access to Battery Creek along the western portion of the Beaufort/Port Royal peninsula is particularly limited, at only 1% of the shoreline. A large, mostly undeveloped, parcel of land along Battery Creek, between Brotherhood Road and Mossy Oaks Road, provides a key location for a new public waterfront park, and adds 500 feet of public shoreline. The depth of water at this location, during both high and low tide, makes it an ideal spot to provide a public canoe/kayak launch, and its location adjacent to the Beaufort Spanish Moss Trail provides multi-modal accessibility. In addition to the water access, ample bike parking, public showers and restrooms, and a 2-acre community garden provide a variety of activities for park-goers.

SWATERFRONT ACCESS FROM MOSSY OAKS ROAD

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2.9 Boundary Street Waterfront Access

Sector: 4


Civic Investment Required: Battery Creek Marsh Trail/Boardwalk, Battery Creek Marshfront Parks, Belt Buckle Park, 1st Street Curve, Beaufort River Viewshed and Public Access

For decades, the Boundary Street area disregarded its proximity to the water’s edge. The low density, suburban development pattern largely paved and piped the exiting natural environment; the resultant buildings walled off access to the marshes in favor of loading docks and dumpster storage. The city, through the Boundary Street Plan, adopted in 2006, declared the restoration of public access and viewsheds, to both the marsh and river areas, an essential priority to spur the redevelopment of this corridor and to ensure a high quality of life for the entire community.

The Boundary Street Plan identifies a number of key civic improvements to facilitate an improved waterfront, ranging from small access points at the

S BOUNDARY STREET WATERFRONT ACCESS

S ILLUSTRATION OF BELT BUCKLE PARK

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ends of streets to larger park spaces. Most of the identified park spaces are informal in nature, largely reverting the present development pattern to a naturalist form. Some provide direct public access while others are designed as viewsheds that may be enjoyed while passing by on the street. In addition, where it is practical, these restored area may be designed to improve the quality and reduce the volume of the stormwater flowing into the marshes.

2.10 TCL/BMH Waterfront Access

Sector: 2/3


Civic Investment Required: TCL Waterfront Park and Trail System and BMH Waterfront Park and Trail System

An integrated network of waterfront amenities is provided at the narrow isthmus of land occupied by the campuses of Beaufort Memorial Hospital (BMH) and the Technical College of the Lowcountry (TCL). Kate Gleason Park on the BMH campus is adjacent to a deep water access point along the Beaufort River. This provides an ideal point for active engagement with the water, including a canoe/kayak launch. On the other side, the TCL campus is punctuated by a boardwalk connection across Battery Creek to Polk Island and a direct connection to the Spanish Moss Trail.

SWATERFRONT ACCESS FROM TCL AND BEAUFORT MEMORIAL HOSPITAL (looking west)

S CONCEPTUAL PLAN FOR TCL/BMH WATERFRONT ACCESS

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The combination of the two networks of trails on both sides of Ribaut Road in combination with the spine of the Spanish Moss Trail create a wellness trail that is tightly integrated with wellness and physical therapy programs provided by the Hospital and TCL. This unique public waterfront network, like virtually no other in the country, brings prominence to each institution for engaging their respective waterfronts in a very public manner available to the entire community rather than relegating these views to the service alleys.

2.11 Battery Creek Marshfront Park

Sector: 2


Civic Investment Required: Marsh Road Waterfront Park, Harvey Property Waterfront Park/Trail and Spanish Moss Trail - Phase 2

What punctuates the views across the marsh from Boundary Street are the natural edges to the east and south. The preservation of these areas and the creation of a continuous trail network ensures public access for generations to come. The proposed network begins with the land to the west of Marsh Road, forming the western perimeter of the Beaufort County Government campus, and extends across a new residential neighborhood on the Harvey property. The trail system continues to the west along North Street where it reconnects with the Spanish Moss Trail in the North End neighborhood.

In these instances, small boardwalks extend along the tidal marshes of Battery Creek providing opportunities for bird watching, fishing, picnicking, and a place to tie up a canoe or kayak during high tide. Although these connections to the aquatic environment are costly, the educational and recreational value of Beaufort’s changing tidal landscapes remains a unique and significant public amenity.

SWATERFRONT ACCESS FROM MARSH ROAD WATERFRONT PARK AND HARVEY PROPERTY

SWATERFRONT ACCESS FROM SPANISH MOSS TRAIL

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S CONCEPTUAL ILLUSTRATION OF COUNTY GOVERNMENT CAMPUS REDEVELOPMENT PLAN

S PROPOSED WATERFRONT ACCESS FROM HARVEY PROPERTY



S CONCEPTUAL ILLUSTRATION OF PROPOSED NORTH END WATERFRONT ACCESS (looking east)

3Celebr ating & Expanding

The Downtown

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3.1 Historic Context and Preservation . . . . . . . . . .52

3.2 Redefining & Expanding Downtown . . . . . . .52

3.3 Port Republic Street . . . . . . . . . . . . . . . . . . . . .54

3.4 Parking Structure . . . . . . . . . . . . . . . . . . . . . . .55

3.5 Carteret Street . . . . . . . . . . . . . . . . . . . . . . . . . .56

3.6 Charles Street . . . . . . . . . . . . . . . . . . . . . . . . . .59

3.7 Bladen Street . . . . . . . . . . . . . . . . . . . . . . . . . . .60

3.8 Boundary Street (east of Ribaut Road) & Bellamy Curve . . . . . . . . . . . . . . . . . . . . . . . . . .62

3.9 Retail Signage & Streetscaping . . . . . . . . . . . .65

PRINCIPLES

The historic, mixed-use downtown of the Bay Street area, Carteret Street, Bladen Street and Boundary Street (east of Ribaut Road) must all be vibrant and diverse in their own unique manner, and require consistent and continual public and private attention, maintenance, infill and reinvestment.

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1: PRESERVE AND PROTECT THE HISTORIC FABRIC OF THE COMMUNITY

2: ENCOURAGE SENSITIVE INFILL AND REDEVELOPMENT TO INCREASE ECONOMIC ACTIVITY AND POPULATION DENSITY

3: EXPAND THE PERCEPTION OF DOWNTOWN TO INCLUDE CARTERET STREET, BOUNDARY STREET (EAST OF RIBAUT ROAD), CHARLES STREET, AND BLADEN STREET AS MIXED-USE CORRIDORS PROVIDING NEIGHBORHOOD AND COMMUNITY GOODS AND SERVICES

4: MAXIMIZE PARKING RESOURCES TO FOSTER INCREASED COMMERCE AND REAL ESTATE VALUE

5: PROGRAM ACTIVITIES SUCH AS THE FARMER’S MARKET TO INCREASE VISIBILITY OF PORT REPUBLIC STREET MERCHANTS

6: COORDINATE SIGNAGE AND WAYFINDING THROUGHOUT THE ENTIRE DOWNTOWN AREA

3: Celebrating & Expanding The Downtown


The emotional core of Beaufort has long been the three blocks of Bay Street between Charles and Carteret Streets. And yet, with all its amenities, this small area cannot serve the greater community with the range of goods and services normally expected in a vibrant and robust downtown. This area has emerged in the last few decades as primarily an entertainment and tourist-oriented destination. In truth, the central core of the city has long extended beyond Bay Street, businesses located along Boundary (east of Ribaut Road), Carteret, Charles and Bladen Streets because of the proximity to neighborhoods and convenient access along less constrained corridors. This Civic Master Plan recognizes the critical contribution of both of these areas and envisions a future downtown that embraces two personalities.

The first personality is that of the Bay Street/Carteret Street/Charles Street corridors, which continues to mature as a tourist-oriented shopping and entertainment district, with a diverse array of restaurants, galleries, and specialty shops with a regional appeal. The historic fabric is to be preserved and restored. Sensitive infill and redevelopment is to replace outmoded, non-contributing structures with buildings that are modern in their programming, yet, within the visual context of the historic area.

The second personality is that of the Bladen Street/Boundary Street (east of Ribaut Road) corridors, which will provide more local-serving shops and businesses for city residents to satisfy daily needs. With less historic fabric to serve as a precedent, these corridors are freer to establish new patterns more reflective of contemporary building practices.

On the surface, this expansion of downtown is in terms of the perceived boundaries and the number of people and businesses that call downtown Beaufort home. More profoundly, this expansion is in terms of the variety of uses and activities, the support of anchoring civic buildings and institutions, the diversity of users (from young children to university students to the elderly) that downtown caters to and the modes of travel available to them, the length of time each day that the streets remain active and populated, and the breadth of basic needs and services that can be accomplished by residents within walking distance to their homes.



S BEAUFORT HISTORIC PRESERVATION PLAN UPDATE - CONTRIBUTING BUILDINGS

S BEAUFORT HISTORIC PRESERVATION PLAN UPDATE - CONTRIBUTING BUILDING CLUSTERS



To this end, this Civic Master Plan reiterates the recommendations of the Preservation Plan for Beaufort, updated in 2008, as a means to ensure the long-term preservation of contributing structures in the downtown area while also actively encouraging infill development of vacant sites and redevelopment of non-contributing properties.

3.2 Redefining & Expanding Downtown

Sector: 1


Civic Investment Required: Streetscaping

Bay Street and Waterfront Park are the city’s most recognizable assets. The unique identity and public amenities in this area create a special sense of place that permeates the entire city. Yet, the activity in the Bay Street Commercial District is limited, in terms of both geography and diversity of activity.

3.1 Historic Context and Preservation

As a living and working city, both today and for future generations, it is necessary to constantly regenerate the city’s neighborhood streets and commercial corridors with new and preserved structures. As a 300 year old city, Beaufort has a long and recognized success with historic preservation within its National Landmark District and its conservation district, as well as in restoring historic structures as viable buildings for occupancy by residents and businesses.

The challenge for the community is how best to manage the spaces in between the historic context. Many historically contributing building clusters throughout the downtown area will continue to need the full resources of the community to guard against their loss and to protect the City’s National Landmark District status. In addition, as a constantly evolving place with a number of largely abandoned or decayed neighborhoods finding new life with both restoration and infill, the tools of preservation and redevelopment are equally critical.

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In terms of geography, what most people consider to be downtown Beaufort is limited to the three blocks of Bay Street from Charles to Carteret Streets. To become a unified district, the perception of downtown Beaufort needs to expand beyond its Bay Street core and develop a vibrancy of activity that connects to other parts of the city. In terms of diversity, downtown has an almost exclusively tourist-driven market, with little commercial provision for the everyday needs of residents. To remain an authentic place, downtown needs to foster and develop a diversity of functions.

There are five corridors in the Sector 1 study area identified as key commercial corridors important to Beaufort’s downtown growth and development. They promote efficient vehicular circulation, while also supporting pedestrian-friendly mixed-use centers.

This Civic Master Plan proposes the development of mixed-use centers along Carteret Street and Boundary Street (east of Ribaut Road) to transform downtown Beaufort into an even more memorable and appealing district that allows residents to accomplish their daily needs while providing exciting diversions for tourists.

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3.3 Port Republic Street

Sector: 1


Civic Investment Required: Port Republic Festival Street

In conjunction with a proposed new parking garage, commercial infill development is envisioned along Port Republic Street to extend the commercial environment of Bay Street throughout downtown. This type of development embraces traditional Lowcountry vernacular in its architectural style. In addition, Port Republic Street is reoriented as a plaza street terminating to the west at a prominent infill commercial building along Charles Street. The new Port Republic Street does not have a raised curb treatment, but instead utilizes a consistent decorative paving treatment from building face to building face, and separates pedestrians from vehicular circulation

S CONCEPTUAL ILLUSTRATION OF INFILL DEVELOPMENT ALONG PORT REPUBLIC STREET (looking west)


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with intermittent bollards. This mix of pedestrian and vehicular environments at an intimate scale encourages slow traffic speeds and better serves the retail character of the area. It also allows the street to be easily closed off to vehicular traffic and serve as a new festival space for downtown.

3.4 Parking Structure

Sector: 1


Civic Investment Required: Parking Structure

A parking structure is proposed in the middle of the block bound by Port Republic Street, Craven Street, Charles Street, and West Street, replacing the parking spaces displaced by a new development on the Marina site and to provide easier access to downtown. The parking structure accommodates roughly 280 vehicles and is wrapped with mixed-use liner buildings to contribute to the urban fabric of the street.

S PARKING STRUCTURE FACADE (view from Craven Street looking east)

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Why Is a Parking Structure Needed in Downtown Beaufort?

According to a recent parking study, the City of Beaufort’s parking demand will increase by approximately 100 spaces (less than 10% of the current demand) in the next 5-10 years. However, the anticipated redevelopment of existing surface lots will create a much greater need for new parking spaces in the future and drive demand for a new parking structure.

A parking structure will support the downtown infill development described in the Civic Master Plan in a central, walkable location.

S PROPOSED LINER BUILDINGS IN FRONT OF PARKING STRUCTURE (Port Republic Street elevation)

S PROPOSED LINER BUILDINGS IN FRONT OF PARKING STRUCTURE (Craven Street elevation)

On Port Republic Street and West Street, a new Visitors Welcome Center and commercial space activate the street for pedestrians. On Craven Street, apartment units line the parking structure and create an appropriate transition to the residential neighborhoods north of the downtown area. This development provides parking without the typical negative visual impact of a parking structure, accommodates businesses, residents and visitors, and extends the Bay Street commercial core to the north.

3.5 Carteret Street

Sector: 1


Civic Investment Required: Minor Streetscape Improvements

Carteret Street Corridor The Carteret Street corridor begins where Boundary Street (east of Ribaut Road) meets Bellamy Curve, and connects to Lady’s Island via the US 21 (Business)/Sea Island Parkway Bridge. It is the most significant north-south corridor in downtown Beaufort, and connects key project sites, like Old City Hall, and institutions, like USCB and the Beaufort County Library. The corridor contains two travel lanes for a majority of its length, with on-street parking on either side. Carteret Street supports a fairly wide variety of service businesses, including real estate offices, insurance and financial planning firms, and attorney’s offices. It also supports several restaurants, a hotel, and religious facilities such as Carteret Street United Methodist and Beth Israel Synagogue.



S CONCEPTUAL REDEVELOPMENT ALONG CARTERET

To support a continued growth, an increased variety of commercial uses, a greater density of residential development, and an expanded institutional presence, the plan recommends minor streetscape improvements. These include wider sidewalks, more plentiful plantings, and generous crosswalks that are clearly marked with alternative paving treatments.

Courtyard Commercial InfillPart of the envisioned commercial growth along the Carteret Street corridor is a neighborhood-scaled, commercial infill project organized around a courtyard. Located on the two blocks bounded by Carteret Street, New Street, Prince Street, and North Street, this compound is comprised of several independent, residentially-scaled buildings that house business and neighborhood services. A series of interior courts and inviting midblock spaces are created through the thoughtful infill of the block perimeters. A variety of business support functions are envisioned to occupy the compound, from graphic design and production, to research and development entities associated with the primary business (and possibly USCB), to administrative functions. The compound also includes a limited amount of residential uses associated with visiting clients and consultants, interns, etc.

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S COURTYARD INFILL (view looking north)

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S VON HARTEN BUILDING FACADE IMPROVEMENTS - CARTERET STREET

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3.6 Charles Street

Sector: 1


Civic Investment Required: Minor Streetscape Improvements

The Charles Street corridor is a key north-south connection through the historic downtown Beaufort peninsula, and unlike Carteret Street, is more of a low-intensity street. It supports limited commercial and mixed-use development within a primarily residential urban fabric. The northern terminus of Charles Street occurs at Pigeon Point Park, just past the Boundary Street (east of Ribaut Road) Redevelopment District. At its southern terminus, Charles Street meets Bay Street at one of the most critical intersections in all of Beaufort.

The Charles and Bay intersection represents the crucial flex-point of the Bay Street shopping district, Waterfront Park, the proposed Bay Street Boardwalk and the proposed Marina redevelopment. It is a transition point between regional commercial and neighborhood residential uses; between land and water transportation; between active and passive pedestrian amenities; between vibrant private enterprise and the city’s signature public space; and between the built and natural environment.

Between the two crucial anchors at the north and south ends of Charles Street, the corridor is punctuated by several significant civic uses, including (from north to south) Faith Evangelical Lutheran Church, Washington Street Park, the Baptist Church of Beaufort, the Parish Church of St. Helena, the Post Office block redevelopment, the proposed downtown parking deck, and the proposed Port Republic festival street.

The proposed development of a civic node at the intersection of Charles Street and King Street is anchored by a redeveloped Post Office site. The current design of the Post Office, with a low, angular, awkward building set back from the street and surrounded by a moat of parking, is emblematic of urban dysfunction and poor

S CONCEPTUAL REDEVELOPMENT - CHARLES STREET

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civic design in cities and towns all over the country. Instead, the redeveloped Post Office block is designed to reinforce the streetscape with a perimeter of buildings while parking and a stormwater bioswale (runoff drainage course) are provided on the interior of the block. The retail functions of the Post Office, including the front-of-house services such as parcel shipping, postal purchases, and post office boxes, should be maintained on the site as a key anchor for the site. Across from the Post Office, extensions of the Parish Church of St. Helena Education Center and the Baptist Church of Beaufort reinforce the intersection as a civic and religious node.

In between new civic anchors and proposed project sites like the Post Office, a general strategy of low-intensity, mixed-use infill activates the Charles Street corridor with small-scale commercial uses that respect the primarily residential context of the neighborhoods in the blocks behind. Larger, mixed-use anchor buildings are intended along Charles Street south of Craven as a transition to the higher density of development on Bay Street. Charles Street maintains its neighborhood character with

S CONCEPTUAL ILLUSTRATION OF POST OFFICE SITE REDEVELOPMENT (view looking northeast)

only one travel lane in each direction. Where the right-of-way is sufficient, on-street parking, wider sidewalks and formal planting strips should be provided.

3.7 Bladen Street

Sector: 1


Civic Investment Required: North Street Realignment and Plaza, Boardwalk Gateway

The Bladen Street corridor runs north-south between Boundary Street and Bay Street. It is a connecting corridor within downtown. The city recently completed streetscape redevelopment work along Bladen Street, adding sidewalk bulb-outs at intersections, planting street trees, and defining a street section with two travel lanes and two lanes of on-street parking. It is expected that these infrastructure improvements will stimulate

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strategic infill development along the corridor with building types that are representative of the neighborhood. The proposed infill contains a mix of neighborhood commercial uses, senior housing, and residential units, comprised of a gradient of intensity and a mix of uses that are the greatest along Bladen Street, and more residential in character on adjacent blocks.

The current southern terminus of Bladen Street occurs at an awkward three-way intersection with North Street and Bay Street. The proposed reorientation of North Street at this intersection creates a new public plaza on the north side of Bay Street, bringing new focus to the old Federal Courthouse building, while a gateway feature to the proposed Bay Street Boardwalk punctuates the south side of the street.

S CONCEPTUAL INFILL DEVELOPMENT OPPORTUNITIES ALONG BLADEN STREET (view looking northeast)

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3.8 Boundary Street (east of Ribaut Road) & Bellamy Curve

Sector: 1


Civic Investment Required: Streetscape Improvements & Road Diet, Bellamy Curve Park Improvements, USCB Housing Expansion

The Boundary Street corridor (east of Ribaut Road) is the most significant east-west corridor in the downtown Beaufort peninsula, connecting sites like City Hall, the Boys & Girls Club of Beaufort, and USCB. Boundary Street currently is a vehicular thoroughfare, with most of its length consisting of four travel lanes, two in each direction, and an overall lack of adequate accommodation for pedestrians.

The strategy for redeveloping the Boundary Street corridor (east of Ribaut Road) includes reducing the number of travel lanes to two, one in each direction, and a lane of on-street parking on each side. The intention is to encourage a more pedestrian-friendly atmosphere with convenient parking to serve new buildings that are built to the sidewalk. The city and SCDOT work in conjunction to implement this technique called a “road diet.” The road diet converts the primarily vehicular function of Boundary Street into a complete street that promotes pedestrian activity and bicycling.

Proposed Student HousingUSCB student housing is proposed as a mix of traditional dorm-style units and urban mansion-style units that emulate a traditional Lowcountry architectural vernacular. The plan calls for most on-campus housing to be located along Boundary Street (east of Ribaut Road), with additional housing provided by a selective conversion of historic mansion-style residences located in the nearby neighborhoods. To manage these residents, USCB or a designated third party will

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need to carefully maintain and monitor these properties to mitigate their impacts on surrounding neighborhoods. The student population helps to spur further commercial investment and residential reinvestment in the area. The student housing along Boundary Street in particular helps to spur commercial growth and redevelopment in that corridor.

Neighborhood CommercialThe Boundary Street corridor (east of Ribaut Road) is an essential center for neighborhood commercial activity in the northern portion of the downtown Beaufort peninsula. Currently, the corridor is marked by scattered gaps, surface parking lots, and vacant buildings. As Beaufort grows, more neighborhood serving commercial uses are necessary. These proposed uses are directed to strategically fill the gaps along Boundary Street with quality buildings that are close to the street. This creates a consistency within the streetscape environment, produces a higher quality public realm, and activates the space by encouraging pedestrian traffic along the corridor. The neighborhood commercial infill strategy is

imperative in terms of providing essential services and everyday needs for residents of the Pigeon Point and Higginsonville neighborhoods to the north of Boundary Street. These neighborhoods are currently not within walking distance of essential commercial uses.

Bellamy CurveBellamy Curve is a unique gateway into downtown Beaufort, and can be an inspiring public space on the banks of the Beaufort River. The plan proposed transforming the curve into a pie-shaped public plaza that transitions from a hardscape treatment to a natural environment as it fans out to the river. The inside of the curve is a hardscape plaza with public art, seating, and planters. In the roadway, the visual cue and textural change of the paving treatment slows drivers down and creates a broad crosswalk for pedestrians. A terraced lawn on the outside of the curve creates a connection to the river and to the USCB campus. The new plaza and terraced lawn are heavily used by USCB students as Bellamy Curve marks the transition from the student housing on Boundary Street to the academic quads on Carteret Street.



S USCB - CONCEPTUAL ILLUSTRATION OF ADDITIONAL ACADEMIC BUILDINGS AND HOUSING

S VIEW LOOKING EAST TOWARDS BELLAMY CURVE AT CHARLES STREET

S CONCEPTUAL ILLUSTRATION OF BELLAMY CURVE IMPROVEMENTS



3.9 Retail Signage & Streetscaping

Sector: 1


Civic Investment Required: Streetscaping and Wayfinding Signage

Retail & Merchandising PlanThe retail and merchandising strategy for downtown Beaufort is twofold: First, use simple pedestrian amenities to improve the character of the streetscape; Second, expand the mix of commercial uses in downtown to serve local residents more effectively.

Regarding streetscape character, there are several simple and inexpensive improvements that can be made to improve the public realm of the downtown retail area. Replanting street trees, adding light fixtures with banners and flowering baskets, marking building entryways with benches and other amenities, and adding awnings over blank windows help to invigorate the public spaces of downtown.

Over the long term, Beaufort needs to broaden the mix of commercial uses in downtown to better serve local residents. At one time, downtown included neighborhood-serving retail, like hardware stores, pharmacies, grocers, and produce markets. Today, it is an almost exclusively tourist-

driven, niche market. As more people move into infill housing closer to downtown, the retail environment should naturally move to serve these markets within a walkable distance. Increasing oil demand and gas prices make this kind of neighborhood-serving retail even more viable. The ultimate goal is a diversity of retail, professional offices, restaurants, and neighborhood services that attract regional tourism but also serve the local population in Beaufort effectively.

WayfindingAmong the pedestrian amenities that can be offered in downtown Beaufort is a more effective system of wayfinding. Beaufort has a wealth of parks, retail areas, and other attractions beyond Bay Street and Waterfront Park that many casual visitors do not realize. An effective system of signage, one that reflects the local vernacular and is appropriately scaled to serve pedestrians, unifies the different areas of downtown and encourages visitors to wander beyond the three blocks of Bay Street.

G1Sketch/Page No.Project No.Project: Stewart Park 09136.GP6

ByTitle: Signage Design AD

DatePhase Schematic Design Design Development Final ArtProgramming 12.08.10

ScaleIssue Quarter Scale

POPULATION 12,361

DOWNTOWN

VISITOR’S CENTER

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SWAYFINDING TYPOLOGIES FOR DOWNTOWN BEAUFORT (illustrative only)

The images presented are all conceptual only and are intended to illustrate the types and range of signage, not the final design.

4Protecting & Expanding Natur al Infr astructure

KEY STRATEGIES

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Our natural resources - our salt marshes, marsh islands, coastal waters, marine resources, and trees - and our public spaces - our parks, viewsheds, and gardens - are necessary ingredients for the community’s quality of life and will be preserved, protected, and expanded.

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1: EVERY HOME SHOULD BE WITHIN WALKING DISTANCE OF A PARK OR SQUARE

2: LEVERAGE THE INVESTMENT INTO PARKS AND SQUARES WITH SURROUNDING/ADJACENT PRIVATE DEVELOPMENT

3: DESIGN NEW PARKS AND EXPAND EXISTING PARKS WITH LONG TERM MAINTENANCE COSTS IN MIND

4: THE PRODUCTION OF FOOD AND OTHER AGRICULTURAL ACTIVITIES AT ALL SCALES SHALL BE ENCOURAGED IN THE COMMUNITY

5: THE MANAGEMENT OF STORMWATER SHALL BE CONTEXT SENSITIVE AND CAREFULLY INTEGRATED INTO THE DESIGN OF EACH SITE

6: PROTECT AND EXPAND THE URBAN TREE CANOPY

4.1 Parks & Squares . . . . . . . . . . . . . . . . . . . . . . . . .70

4.2 Washington Street Park . . . . . . . . . . . . . . . . . .73

4.3 Boundary Street Tennis Center . . . . . . . . . . . .73

4.4 Basil Green Park . . . . . . . . . . . . . . . . . . . . . . . .74

4.5 Pigeon Point Park . . . . . . . . . . . . . . . . . . . . . . .74

4.6 Horse Trough Park . . . . . . . . . . . . . . . . . . . . . . .75

4.7 Bay Street/Ribaut Road Intersection Park . . .76

4.8 Burroughs Avenue Park /School . . . . . . . . . . .76

4.9 Depot Plaza . . . . . . . . . . . . . . . . . . . . . . . . . . . .77

4.10 Southside Park . . . . . . . . . . . . . . . . . . . . . . . . .79

4.11 Arthur Horne Nature Park . . . . . . . . . . . . . . . .80

4.12 Waddell Gardens Nature Preserve . . . . . . . . .80

4.13 Burton Wells Park . . . . . . . . . . . . . . . . . . . . . . .81

4.14 Beaufort Plaza Parks . . . . . . . . . . . . . . . . . . . . .82

4.15 Sams Point Road Park . . . . . . . . . . . . . . . . . . . .83

4.16 Urban Agriculture/Community . . . . . . . . . . . . . Gardens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

4.17 Natural Stormwater Infrastructure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

4: Protecting & Expanding Natural Infrastructure


It is impossible to separate the history and identity of Beaufort from its rich natural setting. The tidal marshes and live oaks that punctuate the landscape are as much a part of the character and emotion of Beaufort as any feature of the city’s built environment. Places like Waterfront Park, the Arthur Horne Nature Preserve, and various pocket parks connect residents and visitors to nature as they experience downtown and the city’s many neighborhoods. It is common to see visitors strolling along Bay Street, enjoying the view of the marsh and the enormous live oak trees. These natural features are just one component of a critical linked network of open space and natural infrastructure in the City of Beaufort. Through the Civic Master Plan, Beaufort will build on its existing natural infrastructure by enhancing and connecting open space to aesthetically improve the city, provide greater access and opportunity for recreation, encourage healthy lifestyles, and address drainage and stormwater management issues throughout the city.

Protecting and expanding Beaufort’s natural infrastructure involves a variety of techniques including strategic improvements to the city’s existing parks, the development of new parks and preservation areas in key locations, the introduction of a community-wide urban agriculture system, and the provision of natural stormwater infrastructure.

4.1 Parks & Squares

Sector: All

Beaufort’s public parks and squares are a unique physical expression of its civic life. These spaces play host to a wide variety of valuable activities, from daily meetings over coffee, to annual festivals that enrich the Beaufort experience for residents and visitors alike. In addition to serving critical social and cultural functions, Beaufort’s parks and squares provide important natural functions such as stormwater management, habitat conservation and micro-climate regulation.

Because the city’s parks and squares play such a valuable role within a wide variety of civic and natural functions, the Civic Master Plan seeks to establish and improve parks and squares



S GREEN INFRASTRUCTURE OPPORTUNITIES SECTORS 1-3

- Existing Green Infrastructure

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- Civic Buildings



S GREEN INFRASTRUCTURE OPPORTUNITIES SECTOR 4

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- Civic Buildings



- Civic Buildings



throughout the city so that all homes and businesses are within a 5-minute walk of these amenities. In order to facilitate this broad accessibility, the plan connects the natural infrastructure of Beaufort through streetscape improvements, stormwater management enhancements, the provision of new open space in key locations, and new investment in existing open space. Each of these techniques represents an integral part of an overall natural infrastructure strategy that will provide meaningful access to parks and squares for all Beaufort residents.

Parks and squares that continue to embody the civic spirit of Beaufort, while providing a meaningful connection to the city’s rich natural setting, will improve the quality of the city’s built and natural environments and the quality of life for its residents.

4.2 Washington Street Park

Sector: 1


Civic Investment Required: Washington Street Park Improvements

Washington Square Park is an important neighborhood gathering place for local residents in the Northwest Quadrant. Yet, the park’s facilities are dated and in need of improvement. Proposed upgrades include new picnic shelters, restrooms

sited at the corners of the park, and play equipment strategically located for easy child supervision. Some of the play equipment should be preserved, as it dates back to the original construction of the park and holds historical significance to local community members. Other improvements include both active and passive recreational uses with a basketball court, a tennis court, an amphitheater, and an open lawn for common activities. New basketball and tennis courts are located so as not to disrupt adjacent homes.

4.3 Boundary Street Tennis Center

Sector: 1


Civic Investment Required: Boundary Street Tennis Center Improvements

The Boundary Street Tennis Center occupies the block bounded by Boundary, Bladen, Congress and Monson Streets. It includes seven tennis courts with limited seating and a small parking area along Monson Street. Small improvements to this facility include more formalized parking areas along Congress and Monson Streets and the construction of two small buildings to provide restrooms, lockers and concessions. These additions will encourage greater use of the Tennis Center and ensure that it continues to be an effective facility for active recreation.

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4.4 Basil Green Park

Sector: 1


Civic Investment Required: Basil Green Park Improvements

Basil Green Park, located in the Pigeon Point neighborhood, is one of the most popular and frequently used parks in Beaufort. At roughly 10 acres, the park includes 3 baseball/softball fields and a multi-use field typically used for soccer. Many sports teams play in the park on the weekends and several nights a week during spring, summer, and fall. In recent years, parking has become a problem. The proposed plan shows how the parking can be reorganized to handle large crowds. An extension of Godfrey Street provides a connection to the Pigeon Point neighborhood to the east and more opportunity for on-street parking. The plan also recommends the fields be reoriented to create new pavilions, a new soccer field and an entry drop-off point.

4.5 Pigeon Point Park

Sector: 1


Civic Investment Required: Pigeon Point Park Improvements

With its ample playground equipment and a wide lawn for field sports, Pigeon Point Park is especially valuable for children and young families. At approximately 7 acres, the majority of the park is covered by an impressive live oak tree canopy. Recent improvements to the park include a circle drive with formal pervious parking areas and access to Pigeon Point Road, new restroom facilities, brick paver paths throughout the park, and new playground equipment.

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Ongoing improvements to the park are focused on improving access and connectivity to the surrounding neighborhood. An alley between Pigeon Point Road and Newcastle Street creates a direct connection to Basil Green Park and provides an opportunity to create alley-serviced accessory dwelling units on the lots fronting Emmons Street to the north. A trail extension to the south meets Charles Street and provides a direct pedestrian/bicycle connection to the Bay Street area downtown through the streetscape improvements proposed along that corridor.

4.6 Horse Trough Park

Sector: 1


Civic Investment Required: Horse Through Park Improvements, North Street/Bladen Street Improvements

Horse Trough Park is the small triangular parcel of land in front of the historic Beaufort County Courthouse building. It is located in The Bluff neighborhood at the awkward three-way intersection of Bay Street, Bladen Street and North Street. A proposed reorientation of North Street at this intersection creates a new public plaza on the north side of Bay Street, extending Horse Trough Park while bringing new focus to the old courthouse building. This park, along with the recent streetscape improvements along Bladen Street, helps to spur the mixed-use redevelopment planned at the southern end of Bladen Street. A gateway feature to the proposed Bay Street Boardwalk punctuates the south side of Bay Street across from Horse Trough Park and provides a connection to Waterfront Park and the regional trails system.

S PLAN OF HORSE TROUGH PARK

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4.7 Bay Street/Ribaut Road Intersection Park

Sector: 1 & 2


Civic Investment Required: Bay/Ribaut Park Improvements

The intersection of Ribaut Road and Bay Street is a primary gateway to downtown Beaufort for residents and tourists yet it’s current design is haphazard and informal. The northeast corner of the intersection, owned by the Beaufort Open Land Trust, is currently the location used to informally hang banners announcing upcoming festivals and events in the town. The plan formalizes this prominent intersection with permanent mountings for event banners, the creation of a landscape park area, the preservation of key mature trees and a small walking path. In addition, this area should highlight key stormwater techniques employing highly visible management tools such as bio-swales and rain gardens to treat and filter the runoff from Ribaut Road and the areas north of Bay Street and serve as a community education showpiece

4.8 Burroughs Avenue Park /School

Sector: 2


Civic Investment Required: Burroughs Avenue Park Improvements

Burroughs Avenue Park is a 4.5 acre park associated with the Holy Trinity Classical Christian School near the Depot Area. The park includes three little league baseball fields, a basketball court and a small playground. A reconfiguration of the school building on the site draws it closer to the street, emphasizing the streetscape and opening up area behind the building for a small parking lot. The ball fields and basketball court are maintained as they currently exist within the park, while the small playground in the southwest portion of the

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block is improved with upgraded play surfaces and playground equipment. An extension of Bull Street to the west provides a critical connection to the Spanish Moss Trail allowing children to safely and easily get to the school and park from neighborhoods along the trail.

4.9 Depot Plaza

Sector: 2


Civic Investment Required: Depot Plaza - Phase 2

Since 2006, when the Port Royal Railroad was deactivated, the historic Beaufort Depot Area has become a neglected, “back-of-house” district, squeezed between residential neighborhoods. The construction of the Spanish Moss Trail offers an

S CONCEPTUAL ILLUSTRATION OF DEPOT REDEVELOPMENT WITH CIVIC SPACE

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S CONCEPTUAL ILLUSTRATION OF DEPOT REDEVELOPMENT

opportunity to create a signature public square within the Depot Area and bring a renewed sense of civic life and significance to this part of Beaufort. The Spanish Moss Trail spurs the redevelopment in the area by connecting the Depot Area to the rest of Beaufort, Port Royal and other regional destinations.

The Civic Master Plan proposes new mixed-use and light industrial buildings to define an intimate linear square, centered on the trail, running from Hay Street to the old Depot Building. These buildings and uses are of a similar scale and character to the existing industrial buildings and warehouses, and are careful not to overwhelm the single family residential atmosphere of the surrounding area.

A new pavilion is proposed at the end of Depot Road, mirroring the character of the old Depot Building at the south end of the square. These two structures punctuate Depot Plaza and provide seating areas, small performance and retail space, bicycle lockers and other amenities for local residents and trail users. All of these features help to define a reinvigorated Depot Area and create a regional destination with neighborhood character.

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4.10 Southside Park

Sector: 3


Civic Investment Required: Southside Park Improvements

At nearly 50 acres, the proposed Southside Park is the largest recreational space in the City of Beaufort. The park’s substantial area allows it

to accommodate a wide variety of activities and programs to cater to different user groups. The proposed redeveloped park contains 1.5 miles of trails, a multi-use green may be divided into multiple playing fields, tennis courts, basketball courts, playgrounds, and an open air pavilion.

The massive area of the park also provides an opportunity for Southside Park to serve as a key stormwater management and water quality asset. The plan shows large reconstructed wetlands that punctuate the park and retain stormwater before slowly releasing it to Battery Creek. Pervious parking areas and a large tall-grass meadow provide

S SOUTHSIDE PARK & ARTHUR HORNE NATURE PRESERVE

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further opportunity for stormwater infiltration. Together with Arthur Horne Nature Park and the Ivy Lane bioswales, this integrated water management strategy slowly helps to clean the Battery Creek waterway.

4.11 Arthur Horne Nature Park

Sector: 3


Civic Investment Required: Arthur Horne Nature Park Improvements

In conjunction with Beaufort County, public amenities are proposed to the Arthur Horne Nature Park so that the park may more effectively serve its purpose as a passive recreation area and stormwater management asset. An elevated boardwalk weaves throughout the canopy trees in the old-growth swamp and species identification markers offer an enriched experience of interaction with plants and wildlife. Strategically positioned bioswales along Ivy Lane detain water from the swamp and drain into newly reconstructed wetlands in Southside Park, and eventually, to Battery Creek.

4.12 Waddell Gardens Nature Preserve

Sector: 3


Civic Investment Required: Waddell Gardens Nature Preserve Improvements

While low-lying parcels along Waddell Road, west of Ribaut Road, are unsuitable for development, they provide an ideal location for a combined passive recreation area and stormwater retention tool for the greater stormwater management system of southern Beaufort. The dedication of this area as a nature preserve and stormwater system allows the surrounding area to accommodate redevelopment with a greater degree of flexibility than would otherwise be possible. Trails surrounding the

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stormwater retention feature connect to adjacent development and provide an opportunity to observe native plant species and wildlife within this dedicated habitat area.

4.13 Burton Wells Park

Sector: 4


Civic Investment Required: None

Burton Wells Park is a large park west of the Beaufort city limits operated by Beaufort County Parks and Leisure Services. It offers the best selection of active recreation facilities in the area, including five baseball/softball fields, three soccer fields, a football field, racquetball courts, a basketball gymnasium and a fitness center. No specific improvements are recommended at this time, although future development on the western edge of Beaufort should be careful to provide adequate connections to this regional resource.

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4.14 Beaufort Plaza Parks

Sector: 4


Civic Investment Required: Beaufort Plaza Parks, Spanish Moss Trail - Trailhead Park

The planned redevelopment of the Beaufort Plaza area, near the intersection of Boundary Street and Robert Smalls Parkway, offers the opportunity for the inclusion of small park spaces integrated at focal points throughout the development. A particular focus is given to the intersection of the Spanish Moss Trail and Robert Smalls Parkway. Because of the speed and volume of traffic at this point, Robert Smalls Parkway represents the most significant obstacle for users of Spanish Moss Trail to cross. As such, a pedestrian bridge is envisioned, providing a gateway feature to the Beaufort Plaza area and allowing trail users to easily navigate an otherwise dangerous intersection. An alternative paving treatment beneath the bridge defines a long plaza at this gateway, with mixed-use buildings activating the space and serving trail users. The combination of the bridge and plaza transform Robert Smalls Parkway from a potential obstacle into a major trailhead for the Spanish Moss Trail.

S ILLUSTRATIVE PLAN OF BEAUFORT PLAZA AND SPANISH MOSS TRAIL

BOUNDARY ST

SPANISH MOSS TRAIL

ROBERT SMALLS P

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S CONCEPTUAL ILLUSTRATION OF ROBERT SMALLS PARKWAY REDEVELOPMENT



Sams Point Rd

Park

SEA ISLAND PKWY

LADY’S ISLAND RD

S SAMS POINT ROAD PARK

S ILLUSTRATION OF SAMS POINT ROAD PARK

4.15 Sams Point Road Park

Sector: 5


Civic Investment Required: Sam’s Point Road Park Improvements

The proposed redevelopment of the Lady’s Island Village Center area, at the intersection of Sea Island Parkway and Lady’s Island Drive, includes the construction of a park along Sam’s Point Road. The small park includes a public pavilion and a roughly 1-acre lawn that may host small performances and temporary markets. New adjacent commercial and multi-family development helps to define and activate the space throughout the day.

Sams Point Rd

Park

LADY’S ISLAND RD

SEA ISLAND PKWY



4.16 Urban Agriculture/Community Gardens

Sector: All



Community gardens provide productive open space, allow residents to grow their own food, promote social interaction, and encourage healthy eating and active lifestyles. The Civic Master Plan envisions community gardens strategically positioned, in vacant or under-utilized areas throughout Beaufort’s neighborhoods, to provide access to garden plots within a 5-minute walk of every residence in the city. The plan also envisions the gardens as an integrated part of the City’s neighborhood stormwater management systems, providing stormwater infiltration areas and cisterns for rainwater irrigation.

S EXAMPLE OF COMMUNITY GARDEN

S POTENTIAL LOCATIONS FOR COMMUNITY GARDENS IN SECTOR 1



S URBAN AGRICULTURE AS PART OF A CONCEPTUAL REDEVELOPMENT OF BURTON

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S URBAN AGRICULTURE AS A TEMPORARY USE IN SOUTHSIDE PARK

SOUTHSIDE BLVD

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S COMMUNITY GARDEN EXAMPLES



S ON-SITE STORMWATER MANAGEMENT EXAMPLES

4.17 Natural Stormwater Infrastructure System

Sector: All


Civic Investment Required: Site Specific Stormwater Improvements

The unique geography/hydrology of Beaufort demands special attention be given to the management of stormwater runoff, with a community-wide strategy as well as a specific localized response.

In addition to Beaufort’s parks, nature preserves and community gardens, the Civic Master Plan recommends passive stormwater management techniques be incorporated throughout the city. Streetscape improvement projects in strategic locations should include bioswales within the planting strip to receive runoff from streets and adjacent development. Pervious pavement treatments in parking areas, sidewalks and plaza accommodate development while increasing the available area for stormwater infiltration. Larger development projects should include rain gardens, constructed wetlands and other stormwater retention facilities as passive amenities.

In addition to addressing water quantity issues, each of these features helps to improve water quality by filtering stormwater runoff before it is conveyed to storm sewers and transported to the adjacent waters of Beaufort River, Battery Creek and Albergotti Creek. Certain portions of these waters have been designated as impaired because of a lack of water quality protections in the existing stormwater system. Over time, the use of natural stormwater infrastructure will help to clean impaired waters and strengthen Beaufort’s tidal ecosystems.



- Existing Stormwater Infrastructure & Waterways

- Proposed Stormwater Infrastructure

S NATURAL STORMWATER INFRASTRUCTURE OPPORTUNITIES SECTORS 1-5



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5Communit y Mobilit y

at Our Speed

KEY STRATEGIES

IN TH

IS CH

APTE

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PRINCIPLES

We will enhance our local and regional transportation system with fine-grained network of choices that accommodates pedestrians, bicyclists, boaters, and motor vehicles.

KEY I

NITI

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1: STREETS ARE THE MAIN CIVIC INFRASTRUCTURE OF THE CITY AND SHOULD BE DESIGNED ACCORDING TO THEIR CONTEXT

2: THE HISTORIC STREET NETWORK SHALL BE PRESERVED AND, WHERE APPROPRIATE, EXPANDED ACCORDING TO THIS MODEL

3: OUR QUALITY OF LIFE IS MEASURED BY HOW WE GET AROUND WITHOUT OUR CARS - THEREFORE FACILITIES FOR PEDESTRIANS, BICYCLISTS, AND BOATERS SHOULD BE GIVEN EQUAL OR BETTER PRIORITY AS WE REINVEST IN OUR TRANSPORTATION SYSTEM

4: EVERY STREET IMPROVEMENT PROJECT WILL CONSIDER THE NEEDS OF ALL USERS IN ITS DESIGN - TRANSIT, AUTOMOBILES, BICYCLISTS, AND PEDESTRIANS

5: STREETS WILL BE DESIGNED TO MOVE TRAFFIC EFFICIENTLY, SAFELY AND SLOWLY THROUGH OUR COMMUNITY

6: THE SPANISH MOSS TRAIL IS THE BACKBONE OF OUR MOBILITY INFRASTRUCTURE FOR NON-MOTORIZED TRAVEL

5.1 Streets & Public Spaces . . . . . . . . . . . . . . . . . .94

5.2 Spanish Moss Trail . . . . . . . . . . . . . . . . . . . . . . .96

5.3 Pedestrian & Bicycle Infrastructure . . . . . . . .98

5.4 Boat Access/Water Taxi . . . . . . . . . . . . . . . . . .101

5.5 Connectivity . . . . . . . . . . . . . . . . . . . . . . . . . . .102

5.6 Streetscape Improvements . . . . . . . . . . . . . .102

5.7 Boundary Street (west of Ribaut Road) Streetscape Improvements . . . . . . . . . . . . . .106

5.8 Ribaut Road Streetscape Improvements . . .109

5: Community Mobility at Our Speed


Community mobility refers to the availability of transportation choices offered to residents, workers and visitors of a city. Historically, the Beaufort’s community mobility is one of pedestrian character, a quality of life measured by chance encounters of people on the street, walks along the riverfront, and trips on foot to accomplish daily tasks. Yet, the infrastructure of today’s Beaufort is mostly focused on the automobile; and continued use of thoroughfare standards that emphasize vehicular circulation, threaten the City’s community character, pedestrian safety, and overall quality of life.

Good streets form the backbone of healthy neighborhoods. These streets are complete streets, that effectively serve multiple modes of transportation, as well as serve to enhance the public realm. Good streets are designed not only for the safe and efficient flow of traffic, but also for pedestrian comfort and safety, as well as accommodation of parking and utilities.

The Civic Master Plan embraces the relaxed pace of the Lowcountry, and proposes a fine-grained network of convenient transportation options that accommodates the movement of people and goods at a pace appropriate to Beaufort.

5.1 Streets & Public Spaces

Sector: All


Civic Investment Required: Various

Beaufort’s streets comprise the great majority of publicly-owned land in the city. As such, Beaufort’s streets serve as much more than thoroughfares; they define the civic life of the city. While Waterfront Park and similar public spaces play host to major festivals and events at special times of the year, Beaufort’s streets are the public spaces where everyday encounters create a sense of community and define the Beaufort experience.

Every street serves a unique purpose in response to its specific transportation demands and development expectations. With this in mind, the Civic Master Plan seeks to establish streets that are attractive public spaces, conveying traffic, as



well as encouraging development in an appropriate manner and specific in context. The Street Regulating Plan detailed in Chapter 10 of the Civic Master Plan accomplishes this by assigning a street classification to every street segment in Beaufort. Every street classification comes with a standard street section that illustrates all of the significant features that contribute to the character and function of that street, including the width of travel lanes, planting strips, sidewalks, landscaping, and general expectations for fronting development.

Collectively, these street classifications create a coherent hierarchy of roadways in Beaufort that protect the character of streets as public spaces and respond to the surrounding neighborhood context, while ensuring an efficient movement of people, bicycles and cars throughout the city.

S EXAMPLE OF PROPOSED STREET SECTIONS

S STREET REGULATING PLAN EXAMPLE

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S SPANISH MOSS TRAIL DIAGRAM

5.2 Spanish Moss Trail

Sector: 2, 3 and 4


Civic Investment Required: Spanish Moss Trail

The construction of the Spanish Moss Trail is a critical investment, creating a backbone for alternative transportation throughout the city. The Spanish Moss Trail is a transformative amenity, enabling walkable/bikeable lifestyles, improving public health and catalyzing redevelopment in neighborhoods adjacent to the trail. The trail connects homes, workplaces, parks, churches and other uses, providing extraordinary new opportunities for recreational users and daily commuters moving throughout Beaufort, Port Royal and Beaufort County.

The Civic Master Plan proposes infrastructure improvements throughout the city, such as widened sidewalks, bike lanes, sharrows, and multi-use paths to improve access to the trail, to promote the trail’s use, and to create an extensive network of non-motorized transportation opportunities. Special places along the trail, such as the Depot Area and Beaufort Plaza, are designated as activity centers with potential opportunities for new retail, recreational, and programmed amenities. In several locations, such as where the trail crosses over Battery Creek, new opportunities for interaction with the water are created. Where the trail runs adjacent to private property, new housing and mixed-use development fronts the trail catering to the increasing numbers of people who embrace a lifestyle based on non-motorized transportation.

S PROPOSED REUSE OF DEPOT BUILDING S RENOVATED DEPOT BUILDING


Major Trailhead


Trail Access



S SPANISH MOSS TRAIL - CENTRAL FEATURE OF CONCEPTUAL REDEVELOPMENT OF DEPOT AREA

DEPOT RD

Depot Building

MIDDLETON ST

SPANISH MOSS TRAIL

S ILLUSTRATION OF SPANISH MOSS TRAIL



5.3 Pedestrian & Bicycle Infrastructure

Sector: All



The average distance a typical pedestrian is willing to walk is between 1/4 and 1/2 mile, or about a five to ten minute walk. This distance is often referred to as the “pedestrian shed.” Housing, shopping, workplaces, and recreational amenities traditionally integrated within mixed-use neighborhoods at a pedestrian scale, are the building blocks of successful cities around the country.

Creating neighborhoods that operate within the traditional idea of the pedestrian shed, that enable walkable lifestyles, decrease automobile dependency, improve public health, increase social interaction, and create more vibrant and sustainable cities. The use of “bike sheds” expands this idea to include urban design techniques that cater to bicycle users and extends the ability of communities to accommodate the growing number of people who prefer and/or depend upon alternative modes of transportation.

Although 1/4 to 1/2 mile may be the average, the actual distance of each pedestrian shed, as well as each bike shed, varies widely based on the character of the infrastructure. The safer and more attractive the infrastructure is for pedestrians and/or cyclists, the larger the pedestrian and/or bike shed becomes. Effective infrastructure design includes two critical components. First, it dedicates space within the public right-of-way that makes pedestrians and cyclists feel safe and comfortable. Second, it helps to catalyze development fronting the corridors that contribute to a consistent and attractive streetscape environment.

The Civic Master Plan proposes a variety of techniques for including pedestrian and bicycle infrastructure in a manner uniquely tailored to site-specific plans throughout Beaufort. Improvements range from “can-of-paint” solutions, that create shared bike travel lanes, to dedicated multi-use paths, like the Spanish Moss Trail, that



S PROPOSED PEDESTRIAN AND BICYCLE INFRASTRUCTURE SECTORS 1, 2, 3, 5


On-Street Ped/Bike Route(Bike lanes/sharrows)


Major Trailhead


Trail Access

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ROBERT SMALLS PKWY

BOUNDARY ST (EAST)

BOUNDARY ST (WEST)



S PROPOSED PEDESTRIAN AND BICYCLE INFRASTRUCTURE SECTOR 4

Midblock Crossings

At certain locations it may be appropriate to install midblock crossings to support Beaufort’s growing pedestrian/bicycle network. Midblock crossings can compliment other pedestrian and bicycle infrastructure improvements and are most beneficial in areas with long block lengths and/or areas that have particularly high pedestrian/bicycle activity.Areas in Beaufort where midblock crossings might be appropriate include the TCL/BMH campuses, the County Government Complex, the Belt Buckle Park/Battery Creek Marshfront area, and various mixed-use neighborhood centers throughout Beaufort. In order to be safe and effective, midblock crossings should be identified with bold marking features and/or raised on “street tables” from the adjacent pavement grade. In some situations, pedestrian-activated traffic signals, referred to as “HAWK Signals”, may be necessary to stop traffic and provide safe passage for pedestrians across fast-moving thoroughfares. (See illustration at right). S PEDESTRIAN-ACTIVATED MIDBLOCK CROSSING




Major Trailhead


Trail Access

RIB

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BOUNDARY ST (WEST)



SWATER TAXI ROUTES DIAGRAM

serve as a major spine for pedestrian and bicycle transportation. Each proposal responds not only to the street section prescribed to a specific portion of roadway, but also to the character of adjacent uses, as they exist now and as they are imagined in the future.

Collectively, the pedestrian and bicycle infrastructure improvements support a more sustainable built environment for Beaufort residents. They also strengthen the tourism industry by allowing people to reach downtown in new ways, to move around more easily once they are there, and to explore parts of town that were not previously accessible within a reasonable walking/biking distance.

5.4 Boat Access/Water Taxi

Sector: All


Civic Investment Required: Day Dock Expansion

For the first 150 years of Beaufort’s history, the Beaufort River was the city’s lifeblood, providing the primary connection for transportation of goods and people throughout the Atlantic Seaboard. The opening of the “Magnolia Line” railroad in 1871, followed by the construction of a reliable roads system throughout the American Southeast, diminished the importance of the Beaufort River for commerce and personal transportation over time.

The Civic Master Plan proposes to reinvigorate the Beaufort waterfront and reemphasize Beaufort’s long-standing legacy of water travel, with an expanded day dock and the introduction of a regional water taxi system. These improvements, envisioned located within the Beaufort Marina, provide tourists and commuters connections to regional destinations, such as Hilton Head Island, Charleston and Savannah, as well as reinvent the significance of the Beaufort River in an exciting, contemporary manner.

Canoe/Kayak Launch

SPAN

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5.5 Connectivity

Sector: All



In general, well-connected street networks, with small blocks and few cul-de-sacs, produce better communities than their disconnected, dead-end counterparts. Cities with strong connectivity typically have greater efficiency and capacity to convey traffic, enhanced safety for pedestrians, bicycles and automobiles, greater ability to accommodate walkable/bikeable lifestyles and a more attractive, edifying public realm.

With Beaufort’s inflexible geographic constraints, establishing a connected and coherent street hierarchy is especially critical. The Beaufort River, Battery Creek and Albergotti Creek severely limit the connections that can be made between different parts of the city. Neighborhoods with frequent cul-de-sacs exacerbate this situation and force traffic onto a small number of high volume streets, decreasing overall system capacity and safety, increasing infrastructure maintenance cost and traffic delays, and hampering the public realm. This is not to say that every cul-de-sac is inappropriate and must be connected somehow to the grid, but in certain situations strategic connections should be made that will substantially improve the connectivity of Beaufort as a whole without threatening the character of the adjacent uses.

The Civic Master Plan identifies strategic connections necessary to improve greater local mobility; this includes reconnecting dead-end streets. Eliminating cul-de-sacs is typically met with concerns on behalf of the adjacent neighbors or property owners regarding dramatic increases in traffic volumes and a degradation off the public realm. This is of particular concern in primarily residential neighborhoods with low traffic volumes. In reality, establishing connections typically improves the character of the surrounding neighborhood by increasing accessibility to community amenities, shopping areas and civic

uses. And while it is true that connecting cul-de-sacs increases the traffic volume on the connected segments, these increases are usually so slight and localized that adjacent neighbors and property-owners seldom notice any appreciable difference. The benefits of establishing greater connectivity through strategic connections far outweigh any issues of increased traffic volumes.

Combined with a future development strategy that promotes a greater variety and mix of uses, the proposed improvements of the Civic Master Plan create a coherent and connected street hierarchy that will enable people to live locally and accomplish their daily needs in a short walking, biking, or driving distance.

5.6 Streetscape Improvements

Sector: All



Throughout Beaufort, streetscape improvements are proposed to support development objectives within site-specific development plans. The streetscape improvements encompass a wide range of strategies and design techniques, including road diets, crosswalks, bike lanes, sharrows, on-street parking, planted medians, street furniture and signage. Each of these streetscape features is tailored to the unique traffic needs and development expectations of the surrounding parcels. These streetscape improvements leverage development and serve as an instructive example for future improvements that are designed and maintained to promote safe and convenient access and travel for all users - pedestrians, bicyclists, transit riders, and people of all abilities.



S ILLUSTRATION OF PROPOSED MULTI-USE PATH ALONG ALLISON RD (Looking east toward Ribaut Road)

S ILLUSTRATION OF PEDESTRIAN BRIDGE OVER ROBERT SMALLS PARKWAY - OPTION A

S ILLUSTRATION OF PEDESTRIAN BRIDGE OVER ROBERT SMALLS PARKWAY - OPTION B



S PROPOSED STREETSCAPE IMPROVEMENTS SECTORS 1, 2, 3, 5

Streetscape Project

New Street Connection

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BOUNDARY ST (EAST)BOUNDARY ST (WEST)



S PROPOSED STREETSCAPE IMPROVEMENTS SECTOR 4

Streetscape Projects• Port Republic • Duke Street• Greene Street• Boundary Street

(east of Ribaut Road)• Boundary Street

(west of Ribaut Road)• Greenlawn Drive• Ribaut Road• North Street• Heyward Street• Depot Road • Hermitage Road

• Allison Road• First Boulevard• Mossy Oaks Road• Waddell Road• Battery Creek Road• Lady’s Island Drive• Robert Smalls Parkway• Deanne Drive• Shanklin Road

Streetscape Project


SHANKLIN RD



5.7 Boundary Street (west of Ribaut Road) Streetscape Improvements

Sector: 4


Civic Investment Required: Boundary Street Streetscape Improvements

In accordance with the Master Plan adopted in 2006, the City is seeks to transform Boundary Street (west of Ribaut Road) from a five-lane strip commercial corridor into a complete, compact, and connected, mixed-use district that supports a more walkable, livable, and sustainable community with multimodal forms of transportation. The overall Boundary Street infrastructure project is a combination of a number of integrated projects including a realigned intersection of Boundary Street and SC 170, a landscaped median, wide sidewalks, a multi-use path, a new Main Street through Beaufort Plaza, and an extension and improvement of the current Polk Street/1st Street that parallels Boundary Street.

The adopted master plan also calls for the conversion of existing commercial parcel lot on the south side of the street along the marsh areas into permanently protected open space. In addition, mobility between parcels on the north side will be facilitated by an interconnected series of driveways and a shared access driveway across the frontage to improve on site circulation and minimize driveway cuts over time. The Spanish Moss trail will intersect the corridor at Beaufort Plaza providing a manner in which this bicycle backbone can be extended to serve the commercial areas along Boundary Street and the neighborhoods to the north that are presently cut off from getting around except by automobile. A roundabout in front of City Hall will replace the current intersection of Ribaut Road and Boundary Street to help improve overall traffic flow and reduce overall speeds through the area to improve pedestrian safety.

Over time, as this area between Neal Road and Ribaut Road continues to redevelop, the plan will help to guide new street connections through the area with a fine-grained network of streets that accommodate new mixed-use development. This street network will provide viable choices for those moving through this corridor in a car, on a bike, or walking.

S EXISTING CONDITIONS ALONG BOUNDARY STREET (WEST OF RIBAUT ROAD)

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S PROMOTIONAL MATERIAL FOR THE BOUNDARY STREET (WEST OF RIBAUT ROAD) PROJECT



SMATERIAL FOR THE BOUNDARY STREET (WEST OF RIBAUT ROAD) PROJECT



5.8 Ribaut Road Streetscape Improvements

Sector: 1, 2 and 3


Civic Investment Required: Ribaut Road Streetscape Improvements

Following the same planning model as Boundary Street, this plan suggest a series of alternatives to improve Ribaut Road from its intersection with Boundary Street to the city limits at Mossy Oaks Road to improve the conditions for pedestrians and cyclists. Previously, this corridor functioned as US 21 but has since been downgraded with the re-designation of US 21 through Parris Island Gateway. As a result, this is no longer a truck route and GPS devices will help to shift regional traffic to the McTeer Bridge to the south.

The current configuration of the corridor is heavily dominated by vehicular traffic even though it traverses a residential area with infrequent sidewalks and no bicycle facilities in the corridor. Additionally, the fact that both the Beaufort Memorial Hospital and the Technical

S CONCEPTUAL REDEVELOPMENT ALONG RIBAUT RD CORRIDOR (south of Allison Road)

S PROPOSED RIBAUT RD IMPROVEMENTS

RIBAU

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Streetscape Project


BOUNDARY ST (EAST)BOUNDARY ST (WEST)



S EXAMPLES OF CONCEPTUAL STREETSCAPE ALTERNATIVES FOR RIBAUT RD

College of the Lowcountry have facilities on both sides of Ribaut Road, it is very challenging as a pedestrian to cross the street. The city has long managed speeds in the corridor through an artificial speed limit – one that is set well below its actual design speed. Over time this plan advocates for appropriate land widths, bicycle and pedestrian facilities, landscaping and lighting that is appropriate to a mixed-use corridor with a moderate amount of traffic.

Hundreds of similar corridors around the country with similar traffic volumes are being evaluated for possible road diets to better allocated the existing pavement and available right-of-way. In some cases, four lane roads are being to converted to three lane roads with bicycle lanes to maintain a similar level of mobility and reduce crashes that come from

not having a dedicated center turn lane. In other situations, the existing lanes can be evaluated for lane width reduction (e.g., reducing from 13 foot to 11 foot) to reduce pedestrian crossing times and reduce overall traffic speeds (lane width reduction have been found to reduce overall speeds).

Regardless, this plan affirms the city’s desire to improve the overall pedestrian and bicyclist mobility in this corridor, maintain adequate vehicular capacity for both normal operations and emergency access to the hospital facilities, and improve the overall aesthetics for this primary city gateway. These goals will form the basis for a specific corridor plan in the future that will combine the technical capacity and access requirements of the roadway with the long term desires of the community

6A Cit y of Walkable

Neighborhoods

KEY STRATEGIES

IN TH

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The city will maintain its distinct urban form by encouraging growth and development using the resilient model of walkable, urban, mixed-use neighborhoods established by the historic core of the city.

KEY I

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1: OUR HISTORIC NEIGHBORHOODS WILL CONTINUE TO BE PROTECTED AND CONSERVED TO ENSURE THEIR VITALITY AND ENJOYMENT FOR FUTURE GENERATIONS

2: OUR NEIGHBORHOODS EVOLVE TO ACCOMMODATE INCREASING HOUSING DENSITIES AND NEW BUILDING TYPES

3: OUR NEIGHBORHOODS ARE BASED ON A NETWORK OF SMALL BLOCKS THAT SUPPORT A WIDE RANGE OF HOUSING TYPES AND SIZES

4: SENSITIVE NEIGHBORHOOD INFILL THAT INCLUDES NEW HOUSING TYPES WILL BE SUPPORTED AND ENCOURAGED AND IS NECESSARY TO SUPPORT A THRIVING ECONOMY

5: THE CITY WILL CONTINUE TO SUPPORT AND ADVOCATE FOR A WIDE RANGE OF HOUSING VALUES AS A MEANS TO SUPPORT OUR DISTINCT MIX OF HOUSEHOLDS AND INCOMES

6.1 Building Typologies . . . . . . . . . . . . . . . . . . . .116






6: A City of Walkable Neighborhoods


The character and form of buildings along a street are important determinants in creating walkable environments. Successful pedestrian environments are created intentionally through the careful use of appropriate building types, frontages, setbacks, and materials.

There are many streets throughout Beaufort’s historic core and older neighborhoods that embody the principles of walkable neighborhoods. Buildings are set up on the sidewalk, with primary entrances oriented toward the street. Storefront windows create visual interest for those walking by. Generous porches and patios allow interior activities to spill out of buildings and invigorate the streetscape. Traditional materials and architectural detailing enrich the streetscape environment and provide a consistency of form. All of these features contribute to pedestrian-friendly streets that continue to be its most resilient model of urban form.

With this is in mind, neighborhood plans have been crafted for areas throughout all five sectors in the City of Beaufort. Each plan is uniquely tailored to the existing context of the neighborhood. In some cases, significant changes are envisioned, transforming the character of dilapidated areas and reinvigorating neglected neighborhoods. In other cases, only subtle, strategic changes are proposed, building on the existing strength of vibrant, healthy neighborhoods and enhancing their character. In all cases, the proposed strategies focus on establishing walkable neighborhoods, with a variety of building types reminiscent of the city’s historic downtown core.

Among the most frequently expressed concerns at public involvement sessions during the preparation of the Civic Master Plan were the issues of scale and compatibility of development, as it relates to existing neighborhoods. Therefore, the plan responds to these concerns by prescribing building typologies that are derived from the existing Lowcountry vernacular and tailored to the unique context of individual neighborhoods.

6.1 Building Typologies

Sector: All

Project Type: Private


The Civic Master Plan prescribes the use of building typologies derived from Beaufort’s existing architectural vernacular. In this way, new development and redevelopment are all focused on compatibility, accommodating a variety of different building types in a manner that compliments and enhances existing neighborhoods. Some common building typologies proposed in the various development schemes throughout the plan are described in more detail below.



Accessory UnitHistorically referred to as carriage houses or servant’s quarters, accessory dwelling units have long been a part of Beaufort’s built environment. As the name implies, this type of housing unit is located within an accessory building, typically located behind the primary residential structure on the property, and served by mid-block alleys. Accessory units are an ideal way to accommodate development pressure through increased density without changing the character of the neighborhood. They also are an effective way to accommodate affordable rental units or multi-generational housing arrangements within established neighborhoods.

Cottage/HouseSingle-family residential units in Beaufort vary widely in scale. Along this continuum of housing size and scale, there are several consistent features that help to define Beaufort’s traditional vernacular, including pitched roofs, raised porches and the use of wood, brick and stucco as primary materials. The smaller workingman’s cottages were historically the primary form of residential building in Beaufort. In many of the proposed development schemes this building type is prescribed as a way to accommodate single-family homes on small lots.

DuplexDuplexes are similar in nearly every way to single-family homes except that they are divided internally to create two single-family dwellings under one roof. When used properly, this building type can be seamlessly integrated within the fabric of existing single family residential neighborhoods. Similar to accessory units, duplexes accommodate more density and affordability in established neighborhoods with no negative impact on the overall character of the neighborhood.

Mansion HouseSimilar in character and scale to the historic mansion houses throughout The Point and The Bluff neighborhoods, this building type is extremely flexible in terms of use and appropriate location. Mansion houses may accommodate a variety of uses: single-family residential; apartments (typically 4 to 8 units depending on size); office;

S COTTAGE HOUSE

S ACCESSORY UNIT

S DUPLEX



and mixed-use with retail on the ground floor and residential or office above. Regardless of the use(s) accommodated within the building, the outward appearance of this building type reflects the character of the large historic homes treasured by Beaufort residents. Mansion houses are appropriate in many locations, compatible in established single-family neighborhoods as well as in mixed-use neighborhood centers.

Bungalow CourtMore of a development type than a building type, bungalow courts are a collection of modestly scaled single-family homes organized around a common open space. Homes are arranged to face shared public space and are usually served by a rear alley. This arrangement of buildings, typically. has the effect of increased social interaction and civic engagement. Though they are not appropriate in every context, bungalow courts can be especially useful on very deep lots or awkwardly shaped blocks.

TownhomeTownhomes may be referred to as multi-family or as attached single-family residential. They typically are two to three stories in height, and may be built in rows or incorporated as double or triple height units on the ground floor of larger apartment buildings. The individual units may share walls, but are usually independently owned. The units in a row of townhomes front the same street or public space and are frequently served by a rear alley or parking area. Townhomes are well-suited for transition areas located between lower density, single-family residential neighborhoods and higher density mixed-use neighborhood centers. In certain instances, they also may be appropriate on corner lots or other limited locations within the context of established residential neighborhoods.

Live-Work UnitLive-Work units are essentially townhomes with ground floor space specifically designed and used for commercial purposes. Owners of such units operate small businesses on the ground floor and live in the upper floor(s). Instead of porches or stoops at the building entry, the ground floor frontage, typically, is designed with storefront windows and/or awnings. Live-work units are two

S BUNGALOW COURT

SMANSION HOUSE

S TOWNHOME



to three stories in height, and typically served by a rear alley or parking area. This versatile building type can be used effectively in a wide variety of contexts, but is most frequently constructed along commercial/mixed-use corridors and in transition areas located between single-family residential areas and neighborhood centers.

Apartment BuildingApartment buildings are larger multi-family structures, typically 2 to 4 stories in height, which contain units and associated amenities. Because of its size and scale, this building type is best suited for dense neighborhood centers and mixed-use corridors. Depending on the surrounding context, the careful use of porches, balconies, roof lines and materials allows apartment buildings to reflect the vernacular of typical Lowcountry neighborhoods, or the character of mixed-use main street areas. Apartment buildings are most effective in enhancing the public realm when they are built up to the street and mixed with a variety of other building types, as opposed to being concentrated within large apartment building complexes.

Mixed-Use/Main Street BuildingMixed-use/main street buildings are emblematic of the character that currently exists along Bay Street in downtown Beaufort. They are located in areas that are intended to have the highest intensity of development and the greatest concentration of pedestrian activity. Although they can take on a variety of sizes (2+ stories) and scales (from narrow lots to entire blocks), mixed-use/main street buildings share several distinguishing characteristics: A zero setback alignment; a storefront and awning frontage; ground floor retail use; upper floor residential or office use; and the use

S APARTMENT BUILDING

S LIVE-WORK

SMIXED-USE / MAIN STREET BUILDING



recommendations for these neighborhoods are to preserve their historic character and to encourage investment necessary to continue to maintain the many historic properties.

The success of these areas continues to be tied to the success of Beaufort’s waterfront and downtown. Additionally, some limited (re)development is proposed at the neighborhood edges along Carteret Street, Bay Street and Bladen Street, with commercial and mixed-use buildings, as well as development associated with University of South Carolina - Beaufort, placed in strategic locations. The plan also proposes uses that accommodate tourists, such as bed and breakfasts and historic inns, to be mixed in with higher density infill development along Bay Street. In all cases, development is to be regulated so as to ensure contextually appropriate design that enhances the overall neighborhood character.

S NEIGHBORHOOD IN SECTOR 1

of brick, concrete, stucco and other heavy materials.

6.2 Sector 1 Neighborhood Strategies

Sector: 1



The Point and The Bluff

The Point and The Bluff neighborhoods offer the greatest collection of well-maintained historic homes, antebellum architecture and private gardens in Beaufort, with many properties having been passed down through families for multiple generations. The primary strategic

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Old CommonsThe Old Commons neighborhood is a relatively narrow residential strip between Carteret Street and Charles Street. As such, future improvements of the Old Commons neighborhood is to be guided by the plans for the two corridors, as well as the plan for the Boundary Street corridor (east of Ribaut Road). The neighborhood is to grow through steady and responsive infill, incorporating low impact development techniques to mitigate the stormwater problems on certain low-lying blocks.

The Civic Master Plan proposes a redevelopment of the current Beaufort Post Office to serve as an anchor for the neighborhood. The current Post Office building, a low, angular, awkward design set back from the street and surrounded by a moat of parking, is emblematic of urban dysfunction and poor civic design in cities and towns all over the country. The proposed redesign of the entire block reinforces the streetscape with a perimeter of buildings. Parking and a stormwater bioswale (runoff drainage course) are located to the interior of the block. The retail functions of the Post Office, including the front-of-house services, parcel shipping, postal purchases, and post office boxes, can be moved to Boundary Street (east of Ribaut Road) as a key retail anchor for this area. This civic node is supported by proposed three-story mixed-use buildings along Charles Street and smaller residential units along West Street.

S CONCEPTUAL REDEVELOPMENT OF THE POST OFFICE BLOCK

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Northwest Quadrant

The Northwest Quadrant is a historically African-American community, with rich history and architecturally unique housing stock. Scattered among the historic housing, are vacant and poorly-maintained properties that have become a blight on the community. The Northwest Quadrant plan calls for these properties to be redeveloped through selective demolition, avoiding as many historically contributing structures as possible, and careful infill. The plan phases infill development, using building types that are representative of Beaufort, as well as incorporating some modern building types (townhomes, mansion homes) with appropriate architectural styling.

The first phase includes new neighborhood commercial development on Charles and Bladen

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Existing (left).

Vacant lots and dilapidated homes beyond repair represent an opportunity to accommodate a significant amount of growth through infill redevelopment within Beaufort’s existing urban fabric.

Phase 1 (next page)

Historic homes are repaired and new homes are built in vacant lots to fill in neighborhood blocks. Lots are designed with homes close to the street to reinforce the streetscape environment and new homes are built using traditional Lowcountry vernacular to complement the aesthetic of their historic counterparts.

Phase 2 (next page)

The large interior block spaces of Beaufort’s deep blocks are utilized to accommodate public amenities and even more growth. Community gardens are cultivated by residents and accessory dwelling units, served by alleys provide additional housing for grandparents, kids returning from college, or young professionals who need a small space to rent.



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Streets. The second phase includes infill residential development on the perimeter of adjacent blocks, and then development of interior and mid-block spaces throughout the neighborhood. The block structure of the Northwest Quadrant creates ample backyard areas that are underutilized. In fact, many of the blocks were originally built with service alleys, that have become overgrown and impassable. The neighborhood plan utilizes these mid-block spaces for accessory dwelling units, community gardens, and passive stormwater management facilities. Mid-block alleys also are reintroduced as a means of access to these uses. The Midtown development underway in the two blocks bound by Bladen Street, King Street, Adventure Street and Duke Street offers an instructive example of this phased infill development strategy.

The proposed redevelopment plan for the former Beaufort County Jail provides another example for neighborhood revitalization through phased infill. The former jail is a beautiful Art Deco building that has been vacant and neglected for decades. It shares a block with the Department of Health and Environmental Control (DHEC) offices. The adjacent blocks, occupied by the old School Board building and the County Health Center, are also underused and are included as part of this local redevelopment area. The distinctiveness of the jail building makes it an attractive candidate for reuse as a restaurant, a boutique hotel, or condo units. The plan envisions mixed-use buildings replacing the DHEC offices. It also recommends the County Health Center and old school board building sites be redeveloped with townhomes and urban mansion-style units, which may be used for senior housing. The plan also recommends preserving the existing mature trees and small park areas along Wilmington Street.

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Pigeon Point/Basil GreenThe Pigeon Point neighborhood has some of the greatest variety of recreational opportunities within the downtown Beaufort area, including the Basil Green Complex, Pigeon Point Park, and the Pinckney Park/Boat Landing. Connecting these amenities to each other, and to the rest of Beaufort, through greenways and bike lanes, more firmly establishes the Pigeon Point neighborhood as the City’s recreational hub.

The plan proposes the redevelopment of Basil Green Park and nearby infill development along Woodward Avenue, Lafayette Street and Emmons Street to anchor the western portion of the Pigeon Point neighborhood. The Boundary Street corridor (east of Ribaut Road) plan serves to guide

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development along the neighborhood’s southern boundary.

Just to the northwest of Basil Green Park is a large vacant lot currently owned by the City. The Pigeon Point neighborhood plan illustrates how this lot may be subdivided into multi-family residential units to capitalize on the excellent location for young families near the park.



S CONCEPTUAL INFILL AND REDEVELOPMENT OF HIGGINSONVILLE

HigginsonvilleMuch of the Higginsonville neighborhood is occupied by the expansive Beaufort National Cemetery. The rest of Higginsonville is comprised of residential streets that wrap between the cemetery and Albegotti Creek. The neighborhood plan calls for Higginsonville’s relationship to Albergotti Creek and the Beaufort River to be strengthened through the completion of improvements to two small waterfront parks, Sycamore Park and Horse Hole Park.

The plan also calls for incremental infill development within Higginsonville’s residential blocks. Proposed accessory dwelling units created at the rear of residential lots allow for a greater density without changing the character of the street or neighborhood. Several blocks include bungalow courts, in which small homes are arranged around interior public open spaces. This traditional arrangement allows for a more efficient use of Higginsonville’s block structure, creates more affordable housing units, promotes civic

Existing Affordable Housing Complex to be phased out

(40 units)

Privately-Owned Lots (5 units)

Privately-Owned Lots (12 units)

Privately-OwnedLots (29 units)

City-Owned Lots (12 units)

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engagement, and provides for a greater density and variety of housing within Beaufort.

Given its affordable cost of housing and strong proximity to the river and downtown, Higginsonville is an excellent location to encourage an arts community. A Community Artist Studio and Meeting Hall is proposed on the north-south Cuthbert Street axis that terminates at Horse Hole Park. The studio provides an open-air workspace for artists, as well as public display and gathering space in close proximity to neighboring residents.



S EXAMPLE OF BUNGALOW COURT INFILL

S CIVIC SPACE AS PART OF ARTIST COMMUNITY IN HIGGINSONVILLE



Dixon VillageDixon Village contains a mix of residential blocks, commercial strip, and some remnant industrial parcels. It is anchored in the southeast corner by Beaufort Elementary School and in the northwest corner by the Piggly Wiggle shopping complex.

Future development along the perimeter of the neighborhood is to be guided by the corridor plans for Ribaut Road and Boundary Street (east of Ribaut Road), including a proposed redevelopment for the Piggly Wiggly shopping center. The plan is for the rest of the neighborhood to grow in the form of incremental infill development. The amenity of a nearby elementary school is attractive to young families. Thoughtful infill development should seek to allow young families to buy into the neighborhood at an affordable price point.

S ILLUSTRATION OF PIGGLY WIGGLY SHOPPING CENTER REDEVELOPMENT CONCEPT (Looking east)

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Sector: 2


Civic Investment Required: Spanish Moss Trail, Public Park

Harvey Property

The Harvey Property is a forested parcel of land on Battery Creek, near the Beaufort County complex. It is one of the largest undeveloped properties with

S NEIGHBORHOOD PLANS - SECTOR 2

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waterfront access in the city. As such, preserving public access to the water is a primary consideration in the proposed development plan for this property. The plan envisions a public park and waterfront trail created along the northern edge of the property, linking with a trail system that creates a 2.5 mile loop around the headwaters of Battery Creek and connects to the Spanish Moss Trail. The plan recommends a small portion of the property be included as part of a redevelopment of the Beaufort County complex to the northeast. Yet, the plan illustrates the majority of the Harvey Property developed with single-family homes. A community center with a pier extending into Battery Creek is the focal point of the development.



S ILLUSTRATION OF HARVEY PROPERTY CONCEPTUAL DEVELOPMENT PLAN (Looking north)

S ILLUSTRATION OF HARVEY PROPERTY CONCEPTUAL DEVELOPMENT PLAN

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S CONCEPTUAL ILLUSTRATION OF PROPOSED NORTH END INFILL NEIGHBORHOOD (Looking east)

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To the southwest of the Harvey Property, across the Spanish Moss Trail, is the North End neighborhood. This area enjoys waterfront access on Battery Creek and beautiful views across the tidal marshes, but is relatively isolated from the rest of the City. As a result, only a few large residential lots occupy the area.

The construction of the Spanish Moss Trail and the introduction of new street connections opens this area up for redevelopment. The plan calls for footpaths to connect the Spanish Moss Trail to waterfront parks, with piers extending into Battery Creek. Approximately 70 units are envisioned, using mostly small lots clustered around waterfront parks and internal open space. With access to both Battery Creek and the Spanish Moss Trail, these highly desirable units are likely to generate considerable value within the Beaufort real estate market.

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Sector: 3



Brotherhood Road Redevelopment Plan

In the southeastern part of Beaufort, just north of Southside Park, two dilapidated multi-family residential complexes front either side of a short street called Brotherhood Road.


The plan shows these parcels adjacent to the new Spanish Moss Trail, and redeveloped with a variety multi-family and single family housing types that embrace the trail and extend the surrounding street network. Townhomes and single family lots are served by rear alleys allowing streets to be unimpeded by driveways and garages. Community gardens and a civic structure are integrated within the development at a location adjacent to the Spanish Moss Trail, creating an amenity for residents as well as trail users. Stormwater bioswales are incorporated into the design of the trail and elsewhere in the community to passively manage runoff from the development.

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Mystic Drive Neighborhood Infill The Mystic Drive infill plan illustrates the ideal pattern of redevelopment in the largely vacant area of land between Ribaut Road and Mystic Drive in southern Beaufort. The plan preserves several single family homes, existing businesses and the Cornerstone Christian Church, while creating a new connection from Ribaut Road to Mystic Drive and providing new opportunities for development.

Proposed mixed-use development along the western edge of Ribaut Road accommodates medical office uses, similar to what currently exists in the area, as well as housing and retail uses that serve the Battery Creek neighborhoods, to the west, and the Spanish Point neighborhood, across Ribaut Road to the east. A transition in building height and scale occurs, from the mixed-use corridor along Ribaut Road to the single family residential neighborhood along Mystic Drive, in order to accommodate infill development in a contextually appropriate manner.

Rodgers Drive RedevelopmentThe Rodgers Drive redevelopment plan engages an underutilized parcel located immediately south of the existing Cottage Farms neighborhood. The property is located along the proposed Spanish Moss Trail and has superb access and views to the tidal marshes of Battery Creek. It is currently occupied by a mobile home park and is likely to face redevelopment pressure in the near future.

The plan envisions single family homes organized around a preserved community structure and oriented to maximize views to Battery Creek. Public space is preserved along the tidal marshes and incudes a pier extending over the water. Finally, an extension of Dover Lane into the Rodgers Drive redevelopment provides another connection for the isolated Cottage Farms neighborhood, which, as it currently exists, is essentially a large cul-de-sac with one entry point. Providing another connection to the broader grid improves access from Cottage Farms to the Spanish Moss Trail, decreases the response time of emergency services and alleviates traffic volume on Allison Road.

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Battery Creek Road RedevelopmentA current subdivision organized around a small close off area of Battery Creek Road is reimagined as a connected part of the greater network. New connections to Center Drive West and Acorn Hill Avenue join the existing infrastructure and open up the awkward interior spaces of blocks for infill housing development. New alleys accommodate small residential lots and allow for greater lot coverage to be devoted to building space as opposed to driveways. The current stormwater management facility is preserved and landscaped with native plants to provide an attractive focal point for the area.

Southside Park RedevelopmentIn addition to the proposed improvements to Southside Park, the plan recommends redevelopment of vacant and underutilized parcels around the park to provide for a variety of housing options. A more regular pattern of housing is introduced next to the park between Talbird Road and the Southside Park Loop Road. This capitalizes on the demand for housing adjacent to the park, and offers more security within the park by providing eyes on the park.

The plan recommends that the southern portion of the Southside Park Loop Road be extended to provide a continuous connection from Battery Creek Road through the park to the redeveloped blocks to the east. New housing development along the northern edge of the park capitalizes on an existing alley and helps to reinforce the streetscape edge along Southside Boulevard.

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S VIEW OF SOUTHSIDE NEIGHBORHOOD SHOWING CONCEPTUAL INFILL AND REDEVELOPMENT

S SOUTHSIDE NEIGHBORHOOD REDEVELOPMENT PLAN & WADDELL RD INFILL PLAN

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Waddell Road Infill and RedevelopmentThe plan envisions new single-family redevelopment in the neighborhood along Waddell Road, between Southside Park and Arthur Horne Nature Preserve, stimulated by improvements to those parks and the Spanish Moss Trail. The plan extends Harvey Road from Ivy Lane through Grinkley Place to meet with Sergeant Drive, creating a continuous street and completing the block structure in the area. A system of rear alleys is introduced to allow rear access garages and to emphasize an attractive streetscape environment along Waddell Road and the streets to the south. Small interior block spaces between the rear alleys provide ideal spaces for small playgrounds and dog runs.

South Ribaut Road Neighborhood InfillBuilding on existing street stubs and cul-de-sacs, the plan introduces a coherent street network to accommodate new development in the large block bound by Ribaut Road, Southside Boulevard, Talbird Road and Waddell Road. Multi-family development is accommodated in the interior of this area, with a focus on creating a consistent streetscape environment. Low-lying areas, such as the Waddell Gardens Nature Preserve, are set aside to accommodate stormwater runoff and provide wildlife habitat area.

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Sector: 4



Greenlawn Drive / Marsh Gardens / Beaufort Town CenterGreenlawn Drive extends north from Boundary Street (west of Ribaut Road) along a small peninsula of land stretching out into the marshes of Albergotti creek. The dominant use in the area is currently parking. Roughly eight acres of uninterrupted parking lots serve the strip retail Beaufort Town Center, with more parking

lots individual uses to the east and west. This unnecessarily large amount of asphalt gives the area a harsh atmosphere and prevents any meaningful activity along Boundary Street or streets within the strip center.

The plan shows this area retrofitted with buildings that define the street edge, both along Boundary Street (west of Ribaut Road) and internal connections throughout the peninsula. Recently constructed buildings, existing hotels and a major big box tenant are maintained on the site and complimented by new mixed-use development. The northern portion of the redevelopment area transitions quickly from mixed-use to multi-family to small-lot single family development. The edges of the peninsula are maintained as a linear public park winding along the tidal marsh. The northern tip of the peninsula is punctuated by a large structure intended to serve as a civic use or possibly an assisted living facility with views and access to the marsh.


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Hogarth Street Neighborhood / Belt Buckle Park WestSet between Polk Village to the west and the planned Belt Buckle Park to the east the area along Hogarth Street is a planned neighborhood that takes advantage of its dual adjacency to the marsh and the mixed-use shopping environment along Boundary Street (west of Ribaut Road). The largely vacant tract located behind two hotels is a prime parcel for medium density infill neighborhood comprised of small lot and attached building types similar to the Midtown area near Bladen Street. With direct access to the marshes of Albergotti Creek and the proposed Belt Buckle Park, this area has a framework of parks and civic space that is well suited to support a large number of housing units at a walkable scale.

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Battery Creek High School AreaDue to the high prevalence of infill opportunities with existing infrastructure, it is not expected that greenfield development will be necessary to accommodate future growth in Beaufort for an extended period of time (perhaps even 20+ years). The focus of the Civic Master Plan is neighborhood revitalization strategies that seek to leverage resources in support of Beaufort’s existing neighborhoods.

That said, some development schemes have been presented in Beaufort’s peripheral areas to provide an instructive example for greenfield development whenever that need should arise. The small neighborhoods near Battery Creek High School, west of the Beaufort city limits, offer such an example. Key road connections are proposed to establish a coherent street network


Battery Creek High School

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and link previously isolated neighborhoods. Blocks are developed incrementally, and large portions of land used as small hobby farms until development pressure necessitates further residential development. Even in the beginning stages of this process, important decisions are made that begin to establish walkable neighborhood character in the future. Significant locations at the termination of vistas are set aside for civic sites. Neighborhood centers are established, by allowing limited commercial and mixed-uses in central locations that are within walking distance to the majority of homes. Parks and trail needs are identified and critical connections are made to existing regional systems. This care and attention to detail at the outset ensures that the incremental development which is expected to occur over the years contributes to the neighborhood as an asset, instead of accommodating growth in a haphazard manner.

S CONCEPTUAL ILLUSTRATION OF HOBBY FARMS ON INDIVIDUAL LOTS

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Sector: 5



Whitehall

The old Whitehall Plantation property, currently vacant, sits directly across the river from downtown Beaufort near the bridge from Carteret Street to Lady’s Island (US Business Route 21). The property offers impressive views of the Beaufort

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River, with downtown Beaufort just beyond. The plan envisions the site developed as a traditional neighborhood, with the northwestern tip of the property preserved as public open space for the regional parks and greenway system. The plan illustrates one major entrance to the property, marked by a civic or religious structure, and a public green defined by townhouses and mixed-use buildings. The town center green includes a diversity of uses, while land closer to the river is primarily residential, including apartment buildings, townhouses, and single-family houses. A proposed public dock provides another connection to downtown Beaufort or other destinations from the river. Developed using this approach, the Whitehall property becomes a logical extension of downtown that compliments, but does not compete with, the historic core.

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S CONCEPTUAL ILLUSTRATION OF THE WHITEHALL AREA NEIGHBORHOOD



Hamilton VillageHamilton Village is a small area along the Beaufort River within the limited area of land on Lady’s Island that is within Beaufort’s jurisdiction. The area is adjacent to the Lady’s Island Marina, enjoys waterfront access and is within walking distance to the Whitehall redevelopment area and the Lady’s Island Village Center.

The plan recommends development in this area to accommodate higher density residential and limited commercial uses, to capitalize on the desirability of the waterfront location. Building forms create a consistent, attractive streetscape environment, and a pedestrian friendly network of streets ties into nearby activity centers.

Lady’s Island Village CenterLady’s Island Village Center is a regional commercial center at the intersection of Sea Island Parkway and Lady’s Island Drive/Sam’s Point Road.

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Existing development in the area is typical of a suburban strip pattern of retail, catering almost exclusively to automobile traffic. Over time, infill development and redevelopment will create a more connected and coherent pattern of circulation through the area and reinforce the streetscape with building types that define a consistent urban street edge to improve the pedestrian environment and general aesthetics. Nearby residential development as well as mixed-use buildings within Lady’s Island Village Center, will bring more housing to the area at a walkable density. The perimeter of parking lots set aside for existing shopping centers will be gradually filled in to create real urban blocks that cater to pedestrians and bicyclists, in addition to those travelling by car from elsewhere. Finally, the development of Sam’s Point Road Park will begin to provide a civic anchor and focal point for redevelopment in the area, creating a sense of identity and opportunity for recreation.

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S ILLUSTRATION OF LADY’S ISLAND VILLAGE CENTER

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7A Cit y of Gr and Civic

Institutions

Key StrategieS

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The physical growth and programmatic expansion of our educational institutions, religious organizations and health care facilities are critical to our economic base and our long term quality of life.

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1: support the expansion of usC-Beaufort’s footprint on their existing Campus along Carteret street and around Bellamy Curve to Boundary street

2: support the expansion of the teChniCal College of the lowCountry and Beaufort memorial hospital as prominent employers and CiviC landmarks

3: Coordinate the parking needs of the teChniCal College of the lowCountry and Beaufort memorial hospital to minimize impervious surfaCe and driveways

4: sChools and ChurChes are important CiviC infrastruCture for our walkaBle, urBan faBriC and should Be enCouraged as integral and CompatiBle elements of our neighBorhoods

5: loCal governments in Beaufort will work together to provide puBliC serviCes through the effiCient and strategiC loCation of faCilities

7.1 university of south Carolina - Beaufort . . . .153

7.2 technical College of the lowcountry . . . . . .156

7.3 Beaufort memorial hospital . . . . . . . . . . . . .158

7.4 fire & public safety . . . . . . . . . . . . . . . . . . . . .160

7.5 elementary/secondary schools . . . . . . . . . .162

7.6 Churches & other religious Buildings . . . . .164

“One of the ways we strengthen our community and make it attractive to others is by building within. The strong cultural, artistic, and education-oriented community we have is in many ways the heart and soul of Beaufort, even beyond the water and the beautiful vistas. “-Mayor Billy Keyserling

7: A City of Grand Civic Institutions


As a mid-size regional center, attracting and maintaining successful institutions is crucial to Beaufort’s competitiveness in a global economic environment. The social and economic leverage that major institutions provide is becoming increasingly important as our national economy continues to shift away from manufacturing to professional, service, and administrative jobs. Communities with strong civic institutions attract both “Creative Class” professionals, as well as other individuals, such as active retirees, seeking the programs and services offered by such facilities, and have a competitive advantage in quality of life relocation decisions of new businesses and residents.

Beaufort already has a strong institutional presence through three major institutions: The University of South Carolina at Beaufort (USCB), The Technical College of the Lowcountry (TCL), and Beaufort Memorial Hospital (BMH). In spite of recent turbulent economic cycles, these institutions continue to provide local stability and regional significance to the City. Along with Beaufort’s numerous churches, schools, and civic organizations, these major institutions lend a prominent social and economic identity to complement the striking geographic characteristics that more frequently define the city.

This plan facilitates the growth and expansion of these civic institutions as a means to economic stability within the City by encouraging more compact and efficient development practices, better use of constrained campuses, and advocating for continued programmatic cooperation between the major institutions. Additionally, this plan seeks to break down the various campus barriers by encourage each to think about the palette of the City as an extension of their campus though the construction of various “off-site” elements, such as student and workforce housing, classroom space, and general office use.



7.1 University of South Carolina - Beaufort

sector: 1

project type: Public | Private

Civic investment required: Boundary Street(east of Ribaut Road) Road Diet, Bellamy Curve Improvements

Located at Bellamy Curve, where Boundary Street turns to meet Carteret, the University of South Carolina - Beaufort (USCB) occupies one of the most prominent corners in Beaufort. USCB is the primary institutional stakeholder and anchor of the downtown peninsula. Due to its unique location, USCB has the notable potential for growth along two of Beaufort’s most prominent corridors, Boundary Street (east of Ribaut Road) and Carteret Street (to the south). This strategic location facilitates additional growth along these corridors, contributing a valuable consistency of streetscape and quality of the public realm to the city.

The Civic Master Plan recommends a campus growth pattern focusing on a historic, academic quad-style design, organized around the existing buildings on campus and along Carteret Street. Parking is accommodated on-street in the blocks surrounding USCB to alleviate the need for unsightly and environmentally unfriendly paved lots. Many students are also accommodated in on-campus housing to lessen the need for commuter lots and parking areas.

In the short term, the plan proposes housing for 200 to 400 students in on-campus facilities and adds 30,000 to 50,000 square feet of classroom, faculty office, and recreational space. As a vital component of the plan, the campus partners with the City to utilize adjacent property along the Beaufort River to create a civic, public amenity focused at Bellamy Curve.

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In the long term, the continuous growth of the campus population supports mixed-use infill and redevelopment along Boundary Street (east of Ribaut Road) and Carteret Street, stimulating positive reinvestment in retail and services businesses along these corridors and in rehabilitation efforts in the surrounding residential neighborhoods.

The Boys and Girls Club building located at the corner of Boundary Street and Newcastle Street in the Northwest Quadrant neighborhood provides

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a specific opportunity for adaptive reuse to USCB. The renovation and reuse of this building as a new USCB student center is an ideal strategy because of its location near proposed student housing and its ability to create a western anchor for the USCB campus along the Boundary Street corridor (east of Ribaut Road). More detailed recommendations for the redevelopment of this block are discussed in Chapter 4 of this plan.

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7.2 Technical College of the Lowcountry

sector: 2

project type: Public

Civic investment required: Ribaut Road Improvements

The Technical College of the Lowcountry and Beaufort Memorial Hospital occupy the most geographically constrained portion of the Beaufort/Port Royal peninsula. Pinched between the waters of the Beaufort River and Battery Creek, these two civic institutions jostle for space on an isthmus of land that is just over 1/10 of a mile wide at its narrowest point. Together, these institutions and their associated redevelopment strategies represent a major employment center and provide a key strategic opportunity for coordinated redevelopment.

The plan for TCL proposes a more traditional campus environment with a generous academic lawn stretching west from Ribaut Road to the Spanish Moss Trail. The lawn serves as the focal space within campus, offers the primary

opportunity for student and faculty interaction, and provides a vital connection to the Spanish Moss Trail. The lawn is framed by academic buildings and punctuated by a large quad at the corner of Reynolds Road and Ribaut Road.

Parking needs are accommodated in a deck with direct access to Reynolds Road. Bike lockers are provided in the deck, which sits adjacent to the Spanish Moss Trail, catering to students and faculty that live elsewhere in the city and commute to campus via the trail.

Student and faculty housing is primarily provided in facilities located across Ribaut Road along the Beaufort River.

Bookstores, coffee shops, restaurants and other commercial uses are located in mixed-use buildings along Ribaut Road and cater to TCL students and faculty as well as employees and patients of Beaufort Memorial Hospital to the south.

This traditional arrangement of buildings around a formal campus lawn creates a primarily pedestrian environment, while the vibrant mixture of residential, academic, medical and commercial uses transforms the area from a strictly commuter environment into a vibrant all-hours destination.

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7.3 Beaufort Memorial Hospital

sector: 3


Civic investment required: Ribaut Road Improvements, Allison Road Improvements

The plan for Beaufort Memorial Hospital (BMH) suggests a long-term vision for accommodating significant campus growth within the very constrained land area around the hospital campus.

A new hospital tower and parking structure is proposed on a site immediately south of the existing hospital tower.

Trails along the Beaufort River offer pedestrian connections throughout the BMH campus and the nearby TCL campus.

New medical offices and mixed-use buildings are arranged with parking on the interior of blocks to create a consistent streetscape environment along Ribaut Road and offer attractive office and residential frontage along the Beaufort River.

The building types used, especially along Ribaut Road are intended to create a seamless transition from the medical environment of the BMH campus to the academic environment of the TCL campus to the north,

The manner in which vehicular and pedestrian circulation are organized throughout the BMH campus is critical, as pedestrians, bicycles and cars are in clear competition for space within the constrained land around BMH. Therefore, a careful circulation strategy focused on complete streets that effectively accommodate pedestrians, bicyclists and cars alike will be necessary for the successful redevelopment of the hospital campus.

Ribaut Road offers the primary access to BMH and a direct connection to the pedestrian environment of the TCL campus to the north. The redevelopment of this corridor calls for more on-street parking and improvements to the pedestrian environment such as wider sidewalks and planting strips to buffer pedestrians from moving traffic. The construction of bike lanes, a multi-use path or an urban boulevard may also be appropriate strategies to offer a more effective streetscape environment, without compromising emergency access and the free flow of traffic to and from the BMH campus.

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The connection to the Spanish Moss Trail via Allison Road is also a critical component for redevelopment in this area. The Allison Road streetscape will be appropriately detailed to emphasize the pedestrian connection from the major employment center at BMH to the major pedestrian/bicycle corridor along the Spanish Moss Trail. This will encourage more non-motorized commutes and establish an important local open space network connecting the Spanish Moss Trail, TCL, BMH, Kate Gleason Park, Battery Creek and the Beaufort River.

Directly across Battery Creek from BMH, Polk Island is a small undeveloped piece of property with limited accessibility. At about 5 acres, Polk Island is an ideal size to accommodate a private conference/retreat center with 10 to 12 overnight cabins and a main dining and meeting facility. The island’s close proximity to the TCL and BMH campuses, make it an ideal location for events and conferences hosted in conjunction with the two institutions. While automobile access to Polk Island is somewhat restricted, its location along the Spanish Moss Trail, as well as a boardwalk connecting the island to the BMH campus, tie the conference center into a robust system of local trails and open spaces.

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7.4 Fire & Public Safety

sector: All


Civic investment required: Boundary Street (east of Ribaut Road) Fire Station, Ribaut Road South Fire Station, Beaufort Plaza Fire Station

The Beaufort Fire Department provides fire services to the City of Beaufort, The Town of Port Royal and surrounding areas. As Beaufort and Port Royal grow in area and population, new public safety facilities will be needed to provide an adequate level of service for the area’s residents. The Civic Master Plan has identified several potential locations for the construction of new fire and public safety stations, including a new fire headquarters which is anticipated to be a need within the next 5 years.

The intersection of Ribaut Road and First Boulevard has been identified as an ideal location for a new fire department headquarters because it offers quick response times, via the Ribaut Road corridor, to locations in Beaufort and Port Royal. Several potential sites near this intersection are suitable to accommodate a new headquarters.

Moving the fire department headquarters from its current location across from the Beaufort County Government to a site near the intersection of Ribaut Road and First Boulevard is likely to temporarily decrease response times to the downtown Beaufort peninsula and the Beaufort Plaza area. As a result of this and expected population growth, new neighborhood fire stations will be necessary to provide effective fire coverage throughout the city. Two specific sites have been identified to meet this need, one in Beaufort Plaza along the Spanish Moss Trail, and one at the southeast corner of Boundary Street and Church Street near the current Boys and Girls Club building. These sites are ideally spaced to provide adequate coverage to different parts of the city and are located next to civic uses that will complement their function.

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7.5 Elementary/Secondary Schools

sector: All


Civic investment required: None

Beaufort Elementary School

With an enrollment of approximately 650 students, Beaufort Elementary School is located in downtown Beaufort at the corner of Bay Street and Hamar Street. Most of those students are dropped off and picked up from the school by car, creating a challenging situation for the management

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of traffic patterns and overall circulation during peak hours. Strategies for improving the Beaufort Elementary School environment include increased collaboration with the City of Beaufort Police Department and a focus on infill residential housing in downtown that will accommodate more families with school-age children within walking distance of the school.

Beaufort Middle School and Mossy Oaks Elementary School

Beaufort Middle School and Mossy Oaks Elementary School are located on Mossy Oaks Road near the intersection with Duncan Drive. Improvements to this school environment are focused on the Mossy Oaks Road streetscape. In

- Battery Creek High School

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- Burroughs Avenue School

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- Robert Smalls Middle School

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its current condition, Mossy Oaks Road does not provide a safe environment for students to walk or bike to school. Sidewalks along the road are at the same grade as vehicular traffic and are not buffered from traffic lanes by a planting strip. Further, traffic lanes constitute approximately 40 to 45 feet of roadway width, which encourages fast traffic speeds and results in an unnecessarily wide crossing distance for pedestrians.

Potential strategies for redeveloping Mossy Oaks Road include planting strips, bike lanes, a reduction in travel lane width, and planted medians, especially at intersections, to shorten crossing distances. As a possible alternative to some of these improvements, an off-street multi-use path might be constructed within the generous Mossy Oaks Road right-of-way linking the schools to the Spanish Moss Trail. These improvements will create a pedestrian-sized campus district around the two schools that encourages slower traffic speeds.

Establishing a direct connection to the Spanish Moss Trail will be critical to provide safe bicycle and pedestrian access to students throughout Beaufort. In the short-term, trail heads at Broome Lane and Brotherhood Road provide nearby access to the Spanish Moss Trail. Over the long-term, it may be possible to create a park and major trail head by extending Mossy Oaks Road to meet the Spanish Moss Trail. This would establish Mossy Oaks Road as a primary east-west pedestrian/bicycle connection across the southern Beaufort peninsula, linking the neighborhoods along the Spanish Moss Trail to the two schools, Battery Creek and the Beaufort River.

Burroughs Avenue School

Having previously served as the school building for Riverview Charter School, the Burroughs Avenue school facility is currently occupied by the Holy Trinity Classical Christian School, a ministry of the Parish Church of St. Helena. Due to its ideal function and location as a civic anchor embedded within an existing residential neighborhood, this property should be supported and maintained as a school environment with active park facilities. As the school building ages and needs to be repaired or replaced, it is recommended that a redeveloped building be located closer to the sidewalks along Burroughs Avenue and Bull Street to create a more consistent streetscape environment. S plan of BurroughS ave SChool and park

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7.6 Churches & Other Religious Buildings

sector: All

project type: Private

Civic investment required: None

The religious traditions of the Lowcountry are very much intertwined with the history of Beaufort as evident through the city’s numerous historic churches and places of worship. These institutions are the civic heart of the city’s neighborhoods and will continue to serve that function in the future.

In many instances, the Civic Master Plan suggests unspecified civic uses within neighborhoods. Typically established in prominent locations, these civic sites are ideally suited to accommodate new church congregations as the focal point of neighborhood redevelopment. Establishing places of worship on these prominent sites

applies traditional notions of community design to Beaufort’s neighborhoods, allows churches to function as civic anchors and satisfies the growing demand for religious expression that is expected to accompany Beaufort’s growing population.

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8Mixed-Use Corridors of

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Our gateway corridors are hubs for regional mobility, shopping, dining and services that are mixed use in nature and accommodate pedestrians, bicyclists and motor vehicles in a safe and attractive manner.

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1: the design of the streetscape along mixed-use corridor shall be supportive of its use and function

2: the ground floor frontage of all structures in the mixed-use corridors shall encourage pedestrian activity with clear entries from the public sidewalk, a high percentage of storefront along the frontage, and awnings/canopies for weather protection

3: parking areas will generally not be along frontages and will be interconnected with adjacent parking areas to minimize driveways

4: regional corridors such as trask parkway (us 21), boundary street (west of ribaut), robert smalls parkway (sc 170), ribaut rd and sea island parkway are intended to provide overall mobility through the community for cars, bicyclists and pedestrians

5: where on-street parking is not practical, an enhanced sidewalk, bicycle network, and more substantive landscaping with be pursued

6: though the general corridor will be auto-oriented by the nature of the streets and the lack of planned on-street parking, the careful placement of buildings and related pedestrian and bicycle facilities is critical

8.1 ribaut road north . . . . . . . . . . . . . . . . . . . . .172

8.2 ribaut road south . . . . . . . . . . . . . . . . . . . . .175

8.3 boundary street (west of ribaut road) . . . .176

8.4 boundary street (east of ribaut road) . . . .180

8.5 robert smalls parkway . . . . . . . . . . . . . . . . .181

8.6 sea island parkway and lady’s island village center . . . . . . . . . . . . . . . . . . . . . . . . .186

8: Mixed-Use Corridors of Vibrant Activity


The four corridors discussed in this chapter, Ribaut Road, Boundary Street, Robert Smalls Parkway and Sea Island Parkway are typical 20th century urban arterials. Originally designed with a narrow focus on capacity, they serve only to move the greatest number of vehicles, as quickly and efficiently as possible. Unfortunately, they also create very unfriendly environments for businesses, residences, and people. While this narrow focus on capacity might be appropriate for some infrastructure systems, Beaufort’s streets, which make up the greatest amount of public space in the city, need to serve more than just the car.

Strategies for improving these corridors focus on accommodating a great diversity of activities that support vibrant mixed-use corridors, creating complete streets for pedestrians, bicyclists and transit users, as well as personal automobiles. Such transformation will require modifications to the roadways, and the expectations for development fronting these corridors, in a manner that is uniquely tailored to the context of each corridor.

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8.1 Ribaut Road North

sector: 1, 2


civic investment required: Ribaut Road Streetscape

Ribaut Road is the primary thoroughfare between Beaufort and Port Royal. Beginning in the north at Boundary Street, across from Beaufort City Hall, Ribaut Road runs near the eastern edge of the Beaufort-Port Royal peninsula and connects to Lady’s Island Drive (providing a connection across the Beaufort River) before turning west across Battery Creek to meet Parris Island Gateway. For most of its length, Ribaut Road is characterized by four or five lanes of vehicular traffic, narrow sidewalks and strip retail development.

Streetscape Improvements

While specific streetscape improvements to Ribaut Road require further study and cooperation with the South Carolina Department of Transportation (SCDOT), it is clear that improvements are necessary to establish a more walkable, attractive and economically viable environment. Certain portions of Ribaut Road are excellent candidates to accommodate a road diet configuration, reducing the total number of vehicular travel lanes from four to three. Additionally, the area near the Technical College of the Lowcountry and Beaufort Memorial Hospital, a highly pedestrian used area, would greatly benefit from a reconfiguration of the roadway. The shift of the US 21 designated truck route to Parris Island Gateway provides an opportunity to utilize narrower lane widths or a road diet along Ribaut Road to better accommodate pedestrians and bicycles within the existing right-of-way.

A specific improvement that warrants further consideration is the introduction of a roundabout at the intersection of Ribaut Road and Bay Street. Ribaut Road is the only major intersection on the Bay Street to Depot Road corridor, connecting Beaufort’s downtown core with the Spanish Moss Trail and the proposed Depot Area redevelopment area. Future improvements in this area are expected

Three Lanes vs. Four lanes - The Benefits of Road Diets

Across the country, communities are finding “road diets,” or reconfiguring existing streets by reducing vehicular lanes and adding other roadway accommodation, extremely beneficial. The goal of such streetscape modifications is to create a complete street that addresses pedestrians, cyclists and surrounding development, as well as a vehicular traffic. There are a variety of factors that determine whether a road diet is an appropriate design solution, including the number of travel lanes, traffic volumes, turn movements, the presence of parallel routes, connections to non-motorized networks, and expectations for the character and intensity of fronting development.

Typical streetscape modifications that may be included in a four-to-three lane road diet include:

• Wider sidewalks• The incorporation of bike lanes or multi-use paths• Greater landscape buffer between cars, cyclists and

pedestrians• The addition of on-street parking in neighborhood center

areas• Dedicated transit lanes and shelters• Pedestrian refuge island at crosswalks• Planted mediansIt is not feasible to incorporate all of the streetscape modifications listed above through a one-lane reduction in pavement width. As such, it is important to carefully select and tailor the proposed improvements to the goals of the corridor as a whole, and to individual portions of roadway based upon the expectations for surrounding development.

Many communities across the country are implementing this technique to improve both the operation of the roadway and the character of the surrounding area. When used effectively, benefits of a road diet include:

• Greater mobility and accessibility by non-motorized forms of transportation

• Better control of traffic speeds (i.e. traffic calming)• Greater consistency of traffic movement• Greater reliability and efficiency of transit• Improved road safety• A more attractive and consistent streetscape environment• Economic development along the corridor

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to generate a high amount of pedestrian, bicycle and vehicular traffic across Ribaut Road at the Bay Street intersection. As such, a roundabout is proposed at this intersection as way to calm traffic and to provide a civic gateway into downtown Beaufort and the Depot Area. This roundabout intersection requires further examination by the City and SCDOT.

Redevelopment StrategiesThe new City Hall complex, at the intersection of Boundary Street and Ribaut Road brings a new civic prominence to the area The Civic Master Plan envisions future development along Ribaut Road to reflect this pattern of development, and to include buildings that front the street, with little to no setbacks from the sidewalk. These buildings will provide a more consistent, pedestrian-friendly streetscape environment, and accommodate a mix of uses that allow nearby residents to accomplish daily tasks on bike or on foot.

The existing Piggly Wiggly grocery store provides an essential service to the surrounding neighborhoods, but meets both Ribaut Road and Boundary Street with an uninspiring parking lot. The plan recommends redevelopment of this parcel to accommodate growth for the grocery store and introduction of commercial infill buildings close to the street. This provides spatial definition at the intersection and creates a better streetscape. A roundabout recognizes the civic significance of the site, provides a prominent gateway feature, and moves traffic through the busy intersection and into the established neighborhoods of Beaufort at slower, consistent speeds. Traffic studies suggest a dual-lane roundabout at this intersection, accompanied by splitter islands as pedestrian refuge zones.

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8.2 Ribaut Road South

sector: 3


civic investment required: Ribaut Road Streetscape

South of Allison Road, the current suburban, auto-oriented conditions will gradually transform to more attractive, pedestrian-friendly configurations that support the surrounding neighborhoods. Buildings will be set close to the street with parking areas to the side and rear of the building to hide the impact of the automobile on this mixed-use corridor. Given the proximity to two major employers – TCL and the Hospital – this is also an excellent corridor to encourage higher density residential housing. Over time the underutilized parking areas and single-story structures will transition to more economically viable small and medium-sized multi-story buildings. One of the key public investments in this area is a Fire Station which will serve as a the city’s prominent civic building in this area. In addition, the City will continue to work with SCDOT and the Town of Port Royal to advocate for a more bicycle and pedestrian-friendly streetscape to compliment the planned private investment.



8.3 Boundary Street (west of Ribaut Road)

sector: 4


civic investment required: Boundary Street Improvements, Spanish Moss Trail

Boundary Street is the primary entrance to the City of Beaufort for people traveling from outside the region, offering the first impression of the city to most of the city’s visitors. Despite the significance of this primary gateway, Boundary Street is an uninspiring corridor of strip retail uses and parking lots. Spanning four to five lanes of vehicular traffic for most of its length, the corridor does not offer a suitable representation of Beaufort’s outstanding historic character and charm.

Streetscape ImprovementsThe western portion of the Boundary Street corridor, from Ribaut Road to the Beaufort Plaza area, was studied extensively and designed as part of the 2006 Boundary Street Master Plan. Leveraging the strength of this plan, the City of Beaufort was awarded a major federal TIGER grant (Transportation Investment Generating Economic Recovery) at the end of 2011. Securing this highly-competitive award was an incredibly significant achievement for Beaufort and will allow the city to implement transformative streetscape and road network improvements along the western portion of Boundary Street.

Specific improvements include the following:

• A parallel road along Polk Street to disperse traffic flow and accommodate daily trips;

• Planted center medians to create an attractive urban boulevard condition;

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• Realignment of the intersection at Robert Smalls Parkway to calm traffic and create a connection to the road network north of Boundary Street;

• A public road network within the Beaufort Plaza and Beaufort Town Center areas to encourage redevelopment and improve accessibility;

• A boardwalk south of Boundary Street along the Battery Creek marshes to create a recreational amenity and an eventual off-street connection to the Spanish Moss Trail;

• Various pedestrian amenities, such as street trees, wider sidewalks, and planting strips to create a more walkable environment; and

• Slip lanes in a number of locations along the north side of Boundary Street to accommodate on-street parking and create a more intimate pedestrian setting.

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These improvements are to be funded through a combination of TIGER funds, Beaufort County sales tax revenue earmarked for transportation projects, impact fees, and future funding sources to be developed by the city. The improved Boundary Street supports walking and biking, as well as automobiles, within an attractive corridor that offers more meaningful connections to the surrounding areas, and significantly improves the atmosphere for redevelopment in the area.

Redevelopment StrategiesThe Civic Master Plan recommends redevelopment strategies as set out in the Boundary Street Master

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Plan, with only minor modifications to account for recent development and planned improvements as a result of the awarded TIGER funds. The intent of the plan is to provide guidance that will create a cohesive environment, even as infill development occurs incrementally, in many different phases over a long period of time.

The plan proposes that large strip centers be redeveloped with mixed-use buildings, sited to embrace the street edge along the newly created road networks. Parking is located on the interior of blocks and screened from the public realm by infill buildings. A primary focus of the redevelopment strategy is to maintain public access to the waterfront. As such, a continuous marshfront park is proposed along Albergotti Creek to the north, while the small area along the Battery Creek marshes to the south is preserved for a public park and boardwalk. Civic buildings are accommodated at key spots along the corridor, most notably as an anchoring feature within the proposed Belt Buckle Park.

Deanne Drive/Beaufort PlazaBeaufort Plaza is another parking dominated strip center, at the intersection of Boundary Street and Robert Smalls Parkway. The plan proposes to extend Deanne Drive across the Spanish Moss Trail and through the existing Beaufort Plaza parking area, creating a street network that begins to permeate the area and create incremental infill development opportunities. Major tenants are maintained on the site, redevelopment reinvigorates the area, and a new streetscape environment caters to pedestrians and bicyclists as well as automobile users.

Deanne Drive is the first point where the Spanish Moss Trail crosses a street on the western side of Battery Creek. It is also the point at which the Spanish Moss Trail begins to ascend toward the pedestrian bridge over Robert Smalls Parkway. As such, it is a major trailhead, serving as a flex point between the commercial intensity of the Beaufort Plaza area, to the north of the trail, and the primarily residential uses, to south.

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8.4 Boundary Street (east of Ribaut Road)

sector: 1


civic investment required: Boundary Street Improvements

Streetscape ImprovementsThe eastern portion of the Boundary Street corridor, from Ribaut Road to Bellamy Curve, is the most significant east-west corridor in the downtown Beaufort peninsula. For most of its length, the corridor contains four travel lanes, two in each direction, and an overall lack of adequate accommodation for pedestrians or bicyclists. The existing development context along this portion of Boundary Street is much more urban in character, and, therefore, calls for different streetscape improvements than western Boundary Street.

The plan proposes to reduce the number of vehicular travel lanes in this portion of the corridor from four to two, one in each direction, with a center turn lane and on-street parking on either side. This road diet technique encourages a more pedestrian-friendly atmosphere with convenient parking to serve new buildings that are built to the sidewalk.

In addition to the road diet, a portion of Boundary Street, from Union Street to Hamar Street, offers the opportunity to provide a slip lane on the south side of the corridor. This creates an urban boulevard configuration, allowing for easier access to off-street parking, encouraging slower traffic speeds, and enhancing the pedestrian realm for existing buildings currently set back from the street. The road diet and slip lane improvements convert the primarily vehicular function of Boundary Street into a complete street, promoting pedestrian activity, bicycling and more significant economic development.



Redevelopment Strategies

The Civic Master Plan envisions redevelopment in the eastern Boundary Street corridor to accommodate a wide variety of uses and functions. Student housing is developed as part of the expansion of the USCB campus near Bellamy Curve. Neighborhood-serving commercial uses are incorporated to provide essential services within walking distance of residents in the neighborhoods, immediately north and south of Boundary Street. These uses are accommodated in quality mixed-use buildings that help to fill in the existing gaps along the eastern Boundary Street corridor. This creates a consistency within the streetscape environment, produces a higher quality public realm, and activates the space by encouraging pedestrian traffic along the corridor. The scale and intensity of redevelopment decreases as it moves away from Boundary Street, to the north and south, in order to be sensitive to the single-family residential neighborhoods nearby. Over time these strategies create a vibrant mixed-use environment that provides another downtown Main Street area, complimentary to the historic vitality of Bay Street.

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8.5 Robert Smalls Parkway

sector: 4


civic investment required: Multi-Use Path, Spanish Moss Trail


Robert Smalls Parkway (SC 170) extends southwest from Boundary Street into Beaufort County, and provides the most direct connection from Beaufort to Hilton Head Island and Savannah, Georgia. This high speed regional corridor is comprised of no less than five lanes of vehicular traffic for its entire length and includes an expansive right-of-way. Adjacent uses include car dealerships, shopping centers, big box retailers, fast food restaurants, and parking lots. The Cross Creek Shopping Center, located at the intersection of Robert Smalls Parkway and Parris Island Gateway, is one of the largest shopping centers in Beaufort. Although



sidewalks are included along much of the corridor, there is no planting strip to separate pedestrians from fast moving vehicles and crosswalks are almost nonexistent.

Because of the high speed of traffic through most of this regional corridor, typical sidewalks and planting strips may not be enough to provide an adequate sense of pedestrian safety. The Civic Master Plan recommends portions of the corridor utilize an off-street multi-use path, with a wide landscaped separation from vehicular travel lanes, to provide more comfortable accommodation of pedestrians and bicycles. This multi-use path connects to the Spanish Moss Trail at Beaufort Plaza, extending the regional non-motorized network to the southwest. In areas near Boundary Street, with narrower rights-of-way, this multi-use path transitions to a more urban configuration with a sidewalk and planting strip.

Redevelopment StrategiesRedevelopment strategies in the Robert Smalls Parkway corridor focus on the use of outparcels in parking lots to gradually create a more consistent street edge. This incremental infill introduces new uses to the area that are currently lacking, especially residential units. Civic sites are also established in key locations, like the intersection of Robert Small Parkway and Parris Island Gateway, to help provide focal points for development and encourage greater social interaction. These uses gradually transform the Robert Smalls Parkway into a more attractive, vibrant, mixed-use corridor. S concEptual roBErt smalls parkway strEEtscapE

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8.6 Sea Island Parkway and Lady’s Island Village Center

sector: 5


civic investment required: None


As Carteret Street extends south from downtown Beaufort across the Beaufort River, it becomes Sea Island Parkway, the primary thoroughfare to Lady’s Island, St. Helena Island and Hunting Island. Sea Island Parkway is primarily a four lane rural thoroughfare, with scattered sidewalks in the more developed areas near the Beaufort River.

Proposed streetscape improvements are limited to the Lady’s Island Village Center area located west of the Beaufort County Airport. Beyond this point the corridor quickly transitions to a rural road with little development and little need for pedestrian and bicycle infrastructure. The Civic Master Plan recommends that along Sea Island Parkway, sidewalks are widened and separated from vehicular travel lanes with planting strips. In some areas, on-street parking may be appropriate to serve new

development located up on the street. A series of roundabouts is proposed to calm traffic through the Lady’s Island Village Center and create focal point for redevelopment.

Redevelopment StrategiesThe plan envisions the redevelopment of Lady’s Island Village Center, focused on creating a more connected and coherent pattern of circulation through the area and reinforcing the streetscape with walkable development that defines a consistent street edge. The proposed development of the Whitehall area and Hamilton Village seek to compliment the mixed-use walkable character of downtown Beaufort, by recreating a similar character of development directly across the Beaufort River. Existing shopping centers that are separated from Sea Island Parkway by large parking lots are gradually converted to real urban blocks, with buildings along the edge and parking located on the interior. A variety of housing types is incorporated throughout the area at a walkable urban density.

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9Districts for Economic

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A strong, vibrant, and healthy economy will be achieved through a successful economic development program in order to ensure the long term success and viability of the city of Beaufort. We must support the continuation and expansion of our primary economic engines - tourism, the military, healthcare, and education - while also seeking to expand opportunities for the arts and the recruitment of creative/knowledge-based industries.

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1: the attraction and creation of jobs that export goods and services outside of our region is critical to our long term economic strategy

2: job creation in beaufort will be best served by reserving strategic sites and through the enhancement of our entire community to make us an attractive location

3: will will continue to work with our partners - the military, beaufort memorial hospital, technical college of the lowcountry, and the usc-beaufort - to find innovative ways in which to leverage their presence and resources towards development that attracts a sustainable job base

4: beaufort will seek to offer a myriad of building and development options for job creation - from suburban business parks and low scale buildings to large scale sites for campus buildings to more urban patterns that are integrated into the city’s walkable, mixed-use fabric

5: parcels identified for job creation located in the aicuZ will be considered for low density, low scale commercial and manufacturing operations only

9.1 depot road area . . . . . . . . . . . . . . . . . . . . . .195

9.2 commerce park . . . . . . . . . . . . . . . . . . . . . . .197

9.3 burton industrial area . . . . . . . . . . . . . . . . . .198

9.4 strategic opportunity sites . . . . . . . . . . . . . .200

9: Districts for Economic Development Activity


Industrial complexes, manufacturing facilities and employment campuses are important economic engines and job creators. Depending on the expected scale and intensity, these uses may be accommodated within walkable urban settings or within large commercial/industrial complexes, yet, typically, are most successful near major thoroughfares, within receptive development context, and adjacent to other synergetic uses.

The Civic Master Plan identifies five areas within the City of Beaufort especially well-equipped to serve these employment-based uses, within a wide range of development contexts: Depot Road Area; Commerce Park; Burton Industrial Area; and properties owned by the Gray and Bostick families.

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9.1 Depot Road Area

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civic investment required: Depot Plaza, Depot Road Streetscape

Since 2006, when the Port Royal Railroad was deactivated, the historic Beaufort Depot Area has become a neglected, “back-of-house” district, squeezed between residential neighborhoods. Yet, underneath its rough character, the Depot Road Area continues to support a number of successful light industrial and service operations. The construction of the Spanish Moss Trail and the proposed Depot Plaza public square offers an opportunity to expand on the industrial heritage that is still embodied in this area to create a neighborhood employment center.

As the current Depot Road Area uses expand the scale of their operations and require better access to major thoroughfares, it is anticipated that they will move to other locations such as Commerce Park or the Burton Industrial Area. The spaces they vacate, as well as new buildings that are constructed to help define the Depot Plaza public square, may be used as inexpensive incubator space for small business startups, artists and back office operations. Over time the Depot Road Area the plan envisions this area transformed into an industrial arts district, occupied by custom woodworkers, cabinet shops, ironworker, ceramists, and other similar artisans.

All of these uses are accommodated within the fine-grained, walkable urban scale of the surrounding area, and relate to the streets and public spaces around them, creating a pedestrian friendly atmosphere seamlessly integrated with the Spanish Moss Trail. Buildings are constructed at a similar scale and character to the existing industrial buildings and warehouses in the area, and are careful not to overwhelm the single-family residential atmosphere of the surrounding neighborhoods.

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9.2 Commerce Park

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civic investment required: Commerce Park Public Infrastructure Improvements

Recognizing that not all development types are able to embody the mixed-use, walkable character that the Civic Master Plan seeks to create throughout the majority of the City of Beaufort, the existing Commerce Park is set aside for those important employment centers which, by their nature, are more auto-oriented, monolithic, and benefit from an industrial park setting.

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The Commerce Park is owned by the city, and ideally situated with direct access to US 21. The Civic Master Plan envisions future Commerce Park development to accommodate large-scale commercial and industrial operations. The conceptual plan for the Commerce Park calls for a variety of lot sizes to be established in order to support a diverse group of tenants. Given the established access routes and large tracts of available land, the Commerce Park is well-suited for larger and more intensive industrial operations that are not necessarily appropriate in other parts of the city.

One limiting factor for development in the Commerce Park area is the presence of the Air Installation Compatible Use Zone (AICUZ) associated with the Beaufort Marine Corps Air Station. The AICUZ is enforced by the Department of Defense to address issues of noise and potential accidents associated with the operation of the air station. Commercial and industrial development is permitted within this zone, but with specific height restrictions and limitations on the number and concentration of people allowed within each facility.

9.3 Burton Industrial Areasector: 4



The Burton Industrial Area is located on the western edge of the City of Beaufort, in the area generally bound by Boundary Street, Robert Smalls Parkway and Parris Island Gateway. Currently, it is a haphazard collection of industrial flex space, absent of any coherent or S conceptual plan detail of

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connected street network. Yet, the access provided by bordering thoroughfares offer great potential for the continued development of this area as an industrial employment center.

To support future development, the Civic Master Plan proposes the creation of a more coherent and connected street network. Burton Hill Road becomes the primary focus for internal development, while Parris Island Parkway creates a prominent external edge for infill development. The scale of buildings is anticipated to be somewhere between the neighborhood-scaled incubator buildings in the Depot Area and the large-scale industrial complexes at Commerce Park. In reality most industrial and manufacturing

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operations fall within this wide range of building scales, and it is anticipated that the Burton Industrial Area may accommodate a great diversity of uses and building types. In contrast to Commerce Park, the Burton Industrial Area is not limited by the presence of the Air Installation Compatible Use Zone (AICUZ) associated with the Beaufort Marine Corps Air Station. As such it offers better potential for more mixed-use development.

9.4 Strategic Opportunity Sites

sector: 4



The Gray Property along Robert Smalls Parkway (SC 170) and the Bostick Property adjacent to Battery Creek provide unique opportunities for large employment centers within the city.

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Gray Property

The Gray Property is about 100 acres and is bound by Robert Smalls Parkway, Parris Island Gateway and Goethe Hill Road. It also has excellent accessibility to and visibility along Robert Smalls Parkway (SC 170).

The proposed plan for this property is includes several major corporate headquarters within an office campus setting and preserves generous amounts of the existing forested land on the site. Tucked amidst the tree canopy, large office buildings connected by a few entrance drives and parking areas, accommodate large numbers of employees. Multi-use paths weave throughout the office campus and connect to the path along Robert Smalls Parkway and eventually to the Spanish Moss Trail. This non-motorized transportation network encourages employees to commute on foot, or by bicycle, despite the traditionally auto-oriented building arrangement of the office campus.

Bostick Property

The Bostick Property is an undeveloped peninsula of land located south of the Beaufort Plaza, along Salem Road on Battery Creek, with excellent views of the creek and tidal marshes. Much of this area is wetlands and unsuitable for development. Yet, the highland provides an excellent site for development along Battery Creek.

The proposed plan for this property calls for the eastern portion, nearest the marsh, to be devoted to a large employment campus. The office park environment transitions quickly into the residential areas, to the south and west. These neighborhoods offer a variety of housing types that may serve as workforce housing for the adjacent employment center. This allows residents to live within easy walking/biking distance to work, while offering the type of controlled office park atmosphere that many employers seek.

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10.1 Form-Based Code in Beaufort . . . . . . . . . . . .208

10.2 Regulating Plan & the Transect . . . . . . . . . . .210

10.3 Street Regulating Plan . . . . . . . . . . . . . . . . . .217

We will update our regulatory framework to support the precise block-by-block development recommendations established in the Civic Master Plan, to create a robust interconnected transportation system that accommodates pedestrians, bicyclists, transit and automobiles, and to implement the broad vision for a vibrant sustainable Beaufort which has been articulated by its citizens throughout the past decade of planning efforts.

10: Regulating Plan


10.1 Form-Based Code in Beaufort

In 2009, the City of Beaufort adopted the “Vision Beaufort: 2009 Comprehensive Plan,” which included a number of elements ranging from natural infrastructure to economic prosperity. The 2009 Comprehensive Plan sets forth a vision for the City of Beaufort to be implemented over the next 20 years.

One of the priorities established for implementation of the Comprehensive Plan was to update the UDO as a complete form-based code. As a first step, the City of Beaufort entered into a contract with Beaufort County in 2010 as part of a county-wide form-based code effort. The outcomes of this effort have provided the overall framework for the form-based Beaufort Code for Zoning and Development.

Form-based codes differ from conventional zoning codes by regulating the built environment through a context-sensitive approach to the relationship between the public and private realms, rather than focusing chiefly on the segregation of different types of land use. Whereas the current UDO is organized by a range of single-use zoning districts that are residential, commercial, industrial or special-purpose, the form-based code is organized by the rural-to-urban transect.

The transect is a method of classifying the natural and built environments as a continuum of conditions, ranging from natural and rural lands to urban centers. The value of the transect is that it groups compatible buildings, public spaces, and infrastructure by scale and intensity of use, while still allowing the development of neighborhoods where residents and workers can walk to work, school, and daily errands.

For example, a public space at the edge of the city may be a large regional park with hiking trails, while a public space in the city center may be a more intimate square where markets and events take place. Similarly, a residence near the edge may be on a large lot set back from the street, while a residence in the downtown may be a condominium in a four-story building.

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The transect approach is implemented in Beaufort through four levels of development intensity that range from the T1 - Natural Preserve at the low end to the T-5 Downtown Core and Urban Corridor Districts at the high end. These transect zones are also referred to as “form-based districts” because each has detailed provisions for the mix of uses, building design, density, height, street design, the

design of parks and open space, parking, and other aspects that make up the city.

These transect-based districts also translate intuitively to the implementation of the Growth Framework Plan (from the Comprehensive Plan) that identifies areas for conservation and designates different types of growth centers. By grouping compatible land uses, like corner stores and schools

10: Regulating Plan


10.2 Regulating Plan & the Transect

The Regulating Plan will function as the zoning map for the Code by designating Transect-Based or Conventional Districts to all of the land within the City of Beaufort. It is a regulatory tool that will be implemented through the Code, and is not adopted as part of this Plan.

The diagram along the bottom of these pages provides a sample application of how Transect-based Districts will be applied to existing neighborhoods through the Regulating Plan. This particular example is taken from the section of Charles Street from Pigeon Point at the north

within residential neighborhoods rather than strictly separating residential and non-residential areas, the application of the transect-based districts will encourage the development of new mixed-use, walkable neighborhoods that complement Beaufort’s historic character.

There are, however, a few specialized areas within the city where maintaining conventional zoning districts will be more practical than switching to Transect-based Districts. For example, industrial and military areas will not be reclassified as Transect-based Districts because new mixed-use development is not envisioned for these types of areas. Similarly, there are some recently developed highway-oriented areas that are expected to embody a large-scale, auto-dependent pattern of development for the foreseeable future.

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end to Washington Street at the south end. Beginning at the Pigeon Point section, this area exemplifies the sort of lower-density residential development with larger street setbacks and yards of the T3-Sub-urban District (T3-S). Moving south toward Boundary Street, the building height and lot coverage increase, stepping up the transect successively to the T4-Urban Neighborhood District (T4-UN), T4-Neighborhood Center District (T4-NC), then peaking with the T5-Urban Corridor District (T5-UC) along Boundary Street. Further south beyond Boundary Street, the density steps back down the transect gradually to less-intense urban neighborhood areas, characterized by the T4-NC and T4-UN Districts.

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The Charles Street example does not demonstrate the full range of the rural-to-urban transect, but one can imagine that if this example were extended along an axis to the north, the Pigeon Point neighborhood would be generally T3-level development, with the last layer of development–larger lots that overlook the marsh–classified as T3-Edge District (T3-E). In general, preserved open spaces along the marsh will be classified as T1-Natural Preserve District (T1). T2-level development is generally considered rural areas that include working lands and farmhouse-type buildings, but since Beaufort does not have these types of land, the Beaufort Transect skips the T-2 level districts.

The following pages give detailed descriptions and imagery for each Transect-based district.

10: Regulating Plan


T1–Natural Preserve District (T1)The Natural Preserve District is intended to preserve areas that contain sensitive habitats, open space, and limited agricultural uses. This District typically does not contain buildings, with the exception of small civic buildings or interpretive centers.

This district replaces the previous Conservation Preservation (CP) District.

T2–Rural DistrictThe Rural District is made up of lands in an open, cultivated, or sparsely settled state. Planning for future development within the City of Beaufort does not include rural areas, and inclusion of the T2-Rural District here is for illustrative purposes only.

10: Regulating Plan


T3–Sub-Urban District (T3-S)T3-Sub-Urban District is single-family residential in character with less development than other Transect-based Districts within the city. While almost exclusively residential, civic and park functions are also complementary to the character within the T3 Sub-Urban District.

This district replaces portions of the RE, R-1, and Medium Density Single-Family Residential (R-2) Districts.

T3–Edge District(T3-E)The T3 Edge District is at the fringe of the city where larger-lot residential areas meet adjacent waterways. While almost exclusively residential, civic and park functions are also complimentary to the character within the T3 Edge District.

This district replaces portions of the Transitional Residential (TR), Residential Estate (RE), and Low Density Single-Family Residential (R-1) Districts.

10: Regulating Plan


T3–Neighborhood District (T3-N)The T3-Neighborhood District is residential in character, and includes a mixture of residential and civic uses. Residential units are an assortment of sizes including cottages, small houses, duplexes, and village houses. Carriage houses and bungalow courts, located behind single family homes and on the interior of lots may contain studios or other small businesses.

This district replaces portions of the RE, R-1, R-2, and General Residential (GR)Districts.

T4–Urban Neighborhood District (T4-UN)The T4-Urban Neighborhood District is a fairly low-intensity, mixed-use district composed primarily of residential development. A wide range of building types exist in the T4 Urban Neighborhood District including, but not limited to, rowhouses, corner stores, and both attached and detached single-family housing.

This district replaces portions of the GR, Neighborhood Commercial (NC), and Office Commercial (OC) Districts.

10: Regulating Plan


T4–Neighborhood Center District (T4-NC)The T4-Neighborhood Center District represents a medium-intensity, mixed-use zone composed primarily of attached, mixed-use development. A wide range of building types exist in the T4-Neighborhood Center District including, but not limited to, mansion apartments, apartment buildings, mixed-use buildings, and rowhouses.

This district replaces portions of the NC and OC Districts.

T4–Historic Neighborhood District (T4-HN)The T4-Historic Neighborhood District is a fairly low-intensity residential district that encompasses the historic neighborhoods of Old Commons and The Point. It contains single and two-family houses that are characterized by generous front porches and historic architectural detailing.

This district renames the Traditional Beaufort Residential District.

10: Regulating Plan


T5–Downtown Core District (T5-DC)The T5-Downtown Core District consists of higher density, mixed-use buildings that accommodate retail, rowhouses, offices, and apartments. A tight network of streets, centered around Carteret Street and Bay Street, defines this district as a very walkable area. Buildings are set very close to the street in order to define the public realm.

This district replaces portions of the Core Commercial (CC), and General Commercial (GC) Districts.

T5–Urban Corridor District (T5-UC)The T5-Urban Corridor District consists of higher density, mixed-use buildings that accommodate retail, rowhouses, offices, and apartments located along primary thoroughfares. A tight network of streets defines this district as a highly walkable area. Buildings are set very close to the street in order to define the public realm.

This district also replaces portions of the CC and GC Districts.

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10.3 Street Regulating Plan

Good streets form the backbone of healthy neighborhoods. They permit the movement of pedestrians, bicycles and automobiles and are the community’s primary public spaces. When designed effectively, streets can become destinations in and of themselves, playing host to a wide variety of social activities while serving essential mobility needs. The importance of Beaufort’s streets to the people and neighborhoods that depend upon them cannot be underestimated.

Unfortunately, many of the existing regulations governing Beaufort’s streets are comprised of rural thoroughfare standards that make the creation of vibrant walkable communities impossible.

Throughout the past century, inappropriate adaptations to the city’s historic streets have contributed to the deterioration of some areas and prevented the revitalization of others. These “improvements,” such as the removal of on-street parking, the narrowing or elimination of sidewalks, and the integration of high-speed one-way thoroughfares, were made with an overriding focus on moving the greatest number of cars at the greatest speed possible, without due consideration for other users or the adjacent development context.

The movement of cars is just one variable in a host of design considerations that guide the construction of an effective street network. The communities that are the most meaningfully and successfully connected have complete streets that are designed to be walkable and reflect their development context, with a focus on pedestrian comfort and safety along with the safe and efficient flow of traffic and the accommodation of emergency vehicles, parking, utilities, and stormwater.

The Regulating Plan that follows outlines street standards that promote a complete street system by tailoring street design to its intended users and development context. For example, it would be unnecessary and inappropriate to construct a commercial main street in a remote, rural area, just as it would be inappropriate to build a dirt road in a planned main street area. The primary goal of the Street Regulating Plan is to create a street network

which offers safe and convenient access for all users (pedestrians, bicyclists, drivers and transit riders) of all ages and abilities.

Typical Street SectionsDuring the synoptic survey and charrette processes, the defining characteristics of Beaufort’s streets were documented within a wide range of development contexts. From these observations several typical street types have been identified that capture the unique vernacular of Beaufort’s streets.

The Street Regulating Plan applies these typical street types to each of Beaufort’s streets in a manner that accommodates both the existing environment and the specific plans for adjacent development identified within the Civic Master Plan. Similar to a Zoning Map or Transect-Based Regulating Plan that applies different development regulations to parcels of property according to their location within the city, the Street Regulating Plan applies specific expectations for streetscape characteristics to every street segment in the city.

Each street type identified on the Street Regulating Plan maps corresponds to a street section diagram on the following pages that sets out the specific standards for that street.

Specific Street SectionsIn certain instances, portions of streets have been marked as “Other” in the Street Regulating Plan. In such cases, the identified street segments have been carefully designed through the Civic Master Plan process with site-specific details that deviate from the typical street sections enumerated in the Street Regulating Plan. Each of these specific street sections have been included in this chapter following the typical street sections that apply to most streets throughout Beaufort.

In some cases, a specific street section may apply only to a portion of a single street. In other cases, a specific street section may apply to multiple streets. The applicability of each specific street section is enumerated in its corresponding table.

Military RoadsSome streets have been identified as “Military Roads” in the Street Regulating Plan. These streets have been left to the discretion of their associated military authority.

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Major Thoroughfare(MT: 78 ft +)

DescriptionThe primary purpose of this street type is to facilitate the movement of cars between regional destinations. As such, the application of this street type is limited to a few major corridors in the rural areas of Beaufort.

Curb Type Curb or open swaleRight-of-Way Width 78 feet minimum

Traffic Lanes (Pavement Width)

4 lanes (10 to 11 feet each) & Center turn lane/median (12 feet min.)

Movement (Design Speed) Limited Access (45 MPH)

Parking Lanes (Width) N/ABike Facilities Bike lanes (6 feet each) as needed

Sidewalk (Width) 2 sides (5 to 6 feet each)Planter Type (Width) Planting strip (8 feet minimum) & Planted median (12

feet minimum)Street Trees 40 feet on-center average

Specific Applicability See Street Regulating Plan

Boulevard(BV: 54 ft - 74 ft)

Description

This street type is most commonly applied to neighborhood connectors where on-street parking is not necessary and at entrances to residential neighborhoods. It can be adapted to both urban and suburban conditions depending on the access needs of fronting properties. This street type is also appropriate for use in industrial areas and is applied throughout

the Commerce Park area of Beaufort.Curb Type Curb

Right-of-Way Width 54 to 74 feetTraffic Lanes

(Pavement Width) 2 lanes (10 feet each OR 14 feet each w/ sharrows) Movement

(Design Speed) Moderate (30 MPH)Parking Lanes (Width) N/A

Bike Facilities Sharrows as needed (14 feet shared lanes)Sidewalk (Width) 2 sides (5 to 8 feet each)

Planter Type (Width) Planting strip (6 to 8 feet) & Planted median (12 to 14 feet)

Street Trees 40 feet on-center average in planting strips and medianSpecific Applicability See Street Regulating Plan

10: Regulating Plan


Main Street 1 - Primary(MS1: 60 ft - 76 ft)

Description

This street type is intended to serve Beaufort’s Main Street corridors. These streets are designed to accommodate the highest density of residential and commercial use and the greatest concentration of

pedestrian activity.Curb Type Curb


(Pavement Width) 2 lanes (10 feet each OR 14 feet each w/ sharrows)Movement

(Design Speed) Slow (25 MPH)

Parking Lanes (Width) 2 sides parallel parking (8 feet each)Bike Facilities Sharrows as needed (14 feet shared lanes)

Sidewalk (Width) 2 sides (12 to 16 feet each)Planter Type (Width) Tree wells (6 feet by 6 feet)

Street Trees 40 feet on-center averageSpecific Applicability See Street Regulating Plan

Main Street 2 - Limited(MS2: 50 ft - 68 ft)

Description

This street type is designed for situations where adjacent development calls for a commercial street typology, but the right-of-way is not wide enough to accommodate a Type I Main Street. This street type is also appropriate for the blocks between residential neighborhoods and mixed-use corridors /districts, as they can quickly transition to another street type within

the span of a block or less.Curb Type Curb


(Pavement Width) 2 lanes (10 feet each OR 14 feet each w/ sharrows)

Movement (Design Speed) Slow (25 MPH)

Parking Lanes (Width) 1 side parallel parking (8 feet)Bike Facilities Sharrows as needed (14 feet shared lanes)

Sidewalk (Width) 2 sides (12 to 16 feet each)Planter Type (Width) Tree wells (6 feet by 6 feet)


10: Regulating Plan


Avenue(AV: 54 ft - 74 ft)

Description

Appropriate in both residential and commercial contexts, avenues serve as a primary neighborhood connector, often terminating at prominent buildings or plazas. The on-street parking they provide helps to support activity

in neighborhood and employment centers.Curb Type Curb


(Pavement Width) 2 lanes (9 to 10 feet each)Movement

(Design Speed) Slow (25 MPH)Parking Lanes (Width) 2 sides parallel parking (8 feet each) - Pervious

pavement preferredBike Facilities Bike lanes (6 feet each) as needed

Sidewalk (Width) 2 sides (5 to 6 feet each)Planter Type (Width) Planting strip (5 to 7 feet)


Parkway(PW: 52 ft - 68ft)

Description

Parkways are intended to be fronted on at least one side by a park, square, plaza, river or marsh. If such park/natural spaces front only one side of the street, Parkways are suitable to support a broad range of development types on the opposite side, including residential, commercial, mixed-use and civic buildings. Parkways accommodate pedestrians and bicyclists through a multi-use path located on any one side of the street which is fronted by a park/natural space. Where right-of-way is sufficient, Parkways provide parallel parking on both sides of the street. If the right-of-way is constrained, parallel parking is required on one side of the street only, preferably on the side of the street with fronting development.

Curb Type CurbRight-of-Way Width 52 to 68 feet

Traffic Lanes (Pavement Width) 2 lanes (9 to 10 feet each) Movement Slow (25 MPH)

Parking Lanes (Width)2 sides parallel parking (8 feet each) where R.O.W is sufficient, OR

1 side parallel parking (8 feet, preferably on development side).Pervious pavement preferred for all parallel parking

Bike Facilities Multi-use path, must be on park sideSidewalk (Width) 2 sides (5 to 8 feet, and 8 to 10 feet multi-use path)

Planter Type (Width) Planting strip (5 to 7 feet each)Street Trees 40 feet on-center average


10: Regulating Plan


Neighborhood St. 2 - Yield(NS2: 40 ft - 50 ft)

Description

Type 2 Neighborhood Streets are primarily intended to serve single-family structures in residential neighborhoods. The traveled way for cars is slightly narrower than a Type 1 Neighborhood Street, calming traffic and allowing for a yield flow of cars between

vehicles parked on the street.Curb Type None


(Pavement Width) 2 lanes (24 feet total) - UnmarkedMovement

(Design Speed) Yield Flow (25 MPH)

Parking Lanes (Width) Informal - parking allowed on one side Bike Facilities Signed route as needed

Sidewalk (Width) 1 or 2 sides (5 to 6 feet each)Planter Type (Width) Planting strip (5 to 7 feet)


Neighborhood St. 1 - General(NS1: 50 ft - 62 ft)

Description

Type 1 Neighborhood Streets are the most common urban street type in Beaufort. These versatile streets are typically unmarked in residential neighborhoods to allow for informal parking, but can be striped with bike lanes and/or a lane of on-street parking as necessary in more urban situations. As Beaufort’s neighborhoods begin to fill in and intensify over time, this street type with its formal curbs and sidewalks may be applied as the logical next step in urbanization from Low Impact Development roads with their open swale drainage.


Traffic Lanes (Pavement Width) 2 lanes (30 to 36 feet total) - Marked or Unmarked


Parking Lanes (Width) Informal - 1 side only if bike lane is includedBike Facilities Signed route or bike lane (5 feet) as needed


Street Trees 40 feet on-center average

10: Regulating Plan


Neighborhood St. 3 - Lane(NS3: 38 ft - 46 ft)

Description

Type 3 Neighborhood Streets are small residential lanes intended to provide direct access to the front of a limited number of single-family structures. This street type should be used in situations where the right-of-way is too constrained for other typical street types, and is ideally paired with a Rear Lane that provides off-street

parking access to the rear of lots.Curb Type Curb


(Pavement Width) 2 lanes (9 to 10 feet each) - UnmarkedMovement

(Design Speed) Slow (25 MPH)Parking Lanes (Width) N/A

Bike Facilities Signed route as neededSidewalk (Width) 1 or 2 sides (5 to 6 feet each)

Planter Type (Width) Planting strip (5 to 7 feet) - May be waived if R.O.W. is not sufficient


Low Impact Development Rd.(LID: 38 ft +)

Description

In areas where a formal curb and sidewalk treatment is not needed to support adjacent development, this street type provides adequate infrastructure while allowing for the passive infiltration of stormwater at the street edge. In addition to providing drainage, the planting strip area may be reinforced to allow for on-street “parkway parking” between required street trees. Sidewalks should be provided as necessary where the right-of-way

is wide enough to accommodate them.Curb Type None

Right-of-Way Width 38 feet minimumTraffic Lanes

(Pavement Width) 2 lanes (10 feet each)Movement

(Design Speed) Slow (25 MPH)Parking Lanes (Width) Optional “parkway parking” w/in planting strip area (8

feet each side)Bike Facilities Signed route as needed

Sidewalk (Width) Optional (5 to 6 feet each)Planter Type (Width) Planting strip (8 feet minimum - may be used for

“parkway parking”)Street Trees 40 feet on-center average


10: Regulating Plan


Rural Road(RR: 45 ft +)

DescriptionThis street type is widely applied throughout Beaufort’s rural areas in instances where adjacent development does not require the support of substantial infrastructure. As such, the Rural Road street type includes only limited

Curb Type Open swaleRight-of-Way Width 45 feet minimum

Traffic Lanes (Pavement Width) 2 lanes (10 to 11 feet each) - May include center turn lane

Movement (Design Speed) Moderate (35 MPH)

Parking Lanes (Width) N/ABike Facilities Multi-use path - Optional

Sidewalk (Width) 1 side (5 feet or 10 feet with multi-use path)Planter Type (Width) Planting strip (10 feet minimum)

Street Trees N/ASpecific Applicability See Street Regulating Plan

Commercial Alley(CA: 24 ft)

Description

This street type is intended to be privately maintained and is used most frequently as an access lane for off-street parking and loading areas. Although primary building entrances should always be located along the major fronting street and any large off-street parking areas, in certain situations adjacent structures may include secondary/service entrances that allow direct

access from rear commercial alleys.Curb Type None

Right-of-Way Width 24 feetTraffic Lanes

(Pavement Width) 2 lanes (24 feet) - Pervious pavement preferredMovement


Parking Lanes (Width) N/ABike Facilities N/A

Sidewalk (Width) N/APlanter Type (Width) Parking area landscape islands (varied width)

Street Trees Located within parking area landscape islandsSpecific Applicability See Street Regulating Plan

10: Regulating Plan


Rear Lane(RL: 16 ft)

Description

This street type is intended to be privately maintained and provide indirect, limited access to the rear of residential properties. It is not intended to accommodate through traffic but may accommodate city services such as garbage and recycling collection. Utilities, either above ground or underground, may be located in Rear Lanes to provide service connections to

adjacent properties.Curb Type None


(Pavement Width) 1 lane (10 to 12 feet) - Pervious PavementMovement

(Design Speed) Slow (25 MPH)Parking Lanes (Width) N/A

Bike Facilities N/ASidewalk (Width) N/A

Planter Type (Width) N/AStreet Trees N/A


10: Regulating Plan


S stReet ReGulatinG Plan - Ribaut RoaD & bounDaRY stReetDuring the Civic Master Plan process, Ribaut Road and Boundary Street were examined as corridors of special significance. Like other regional corridors, these streets serve as major vehicular arterials through the city. Unlike Beaufort’s other regional corridors however, Ribaut Road and Boundary Street present some of the most noteworthy opportunities for significant urban redevelopment in the city.

Because of their close proximity to Beaufort’s historic urban neighborhoods and the wide variety of uses and anchor institutions that these streets serve, Ribaut Road and Boundary Street create a very promising framework for sustainable mixed-use development in the future. As such, more so than any other corridors in Beaufort, these streets have been carefully designed and detailed to balance the precise needs of pedestrians, bicyclists and automobiles at different points along their corridors.

For each corridor, different context zones have been established that require unique transportation responses to effectively serve the wide range of urban conditions that exists along each. Residential neighborhoods, strip commercial, medical office buildings, civic centers, major institutions, big boxes, parks and playgrounds can all be found along the Boundary Street and Ribaut Road corridors, demanding a complete streets response to serve the diverse transportation needs of their respective users.

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10: Regulating Plan


S Ribaut RoaD context Zones

Ribaut RoadThe transformation of Ribaut Road into a complete street will require an ongoing process of collaboration and cooperation with the South Carolina Department of Transportation (SCDOT). Specific street sections that satisfy the needs of the pedestrian, bicycle and automobile users of the corridor, as well as the requirements of SCDOT, have yet to be agreed upon. As such, specific details offered in the Ribaut Road street sections is primarily limited to improvements that occur behind the existing curb. Fronting development/redevelopment will be responsible for installing these improvements.

The improvements suggested between the curbs provide a conceptual notion of appropriate improvements for the Ribaut Road corridor that SCDOT and the City of Beaufort will partner to implement in the future. These travel-way improvements, such as bike lanes, on street parking and planted medians, will be necessary to transform Ribaut Road into a complete street and effectively serve all users.

A brief description of each context zone is provided below, and the corresponding sections are illustrated on the following pages

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Context Zone 1 (Boundary Street to Bay Street)This portion of Ribaut Road between Boundary Street and Bay Street will serve a wide variety of development contexts, from single family residential, to mixed-use, to the County Government Complex. As such, the pedestrian environment must be improved from its current configuration with sidewalks located directly behind the curb. Planting strips are required to buffer pedestrians from travel lanes. Improved pedestrian crossings at intersections, as well as potential midblock crossings at the County Government Complex, will enhance overall accessibility and mobility. Finally, with the dedication of additional right-of-way, on-street parking could be incorporated within the street to serve adjacent development.

Context Zone 2 (Bay Street to Reynolds Street)Between Bay Street and Reynolds Street, fronting development along Ribaut Road is primarily single family residential. The current street configuration includes 4 lanes of fast-moving traffic and sidewalks located at the back of curb without sufficient buffer from moving vehicles. This configuration is not conducive to the speed of traffic and the pedestrian/bicycle activity that typically occurs along residential streets. Therefore a road diet from 4 travel lanes to 2 travel lanes with a center median/turn lane is highly recommended in this portion of Ribaut. This will improve safety for automobile turning movements into residential driveways and allow right-of-way to be allocated for bike lanes and for planting strips between the sidewalk and travel lanes.

Context Zone 3 (Reynolds Street to Allison Road)Two major institutions, Beaufort Memorial Hospital (BMH) and the Technical College of the Lowcountry (TCL), occupy this stretch of Ribaut Road from Reynolds Street to Allison Road. The significant pedestrian activity that these two anchors generate is not adequately supported by the current configuration of Ribaut Road. Planting strips are required to buffer pedestrians from travel lanes. A multi-use path is required along the west side of the corridor to serve the student population of TCL and create a pedestrian/bicycle loop with the nearby Spanish Moss Trail. Improved pedestrian crossings, including midblock crossings with pedestrian-activated traffic signals at key points create a more meaningful relationship between BMH and TCL. As these institutions grow and redevelop, it may be appropriate to include slip roads with diagonal on-street parking. This would provide more immediate parking for each institution and transform Ribaut Road into a pedestrian-friendly multi-way boulevard.

Context Zone 4 (South of Allison Road)South of the institutional centers of BMH and TCL, Ribaut Road serves a diverse range of development types. The wide right-of-way in this area is currently dedicated almost entirely to the automobile, and must be reconfigured to accommodate pedestrians and bicyclists. Bike lanes are required on both sides of street to serve experienced bicyclists. This bike route will serve a primarily utilitarian function for bicycle commuters and compliment the primarily recreational function of the Spanish Moss Trail on the other side Port Royal peninsula. Planting strips are also required to buffer bicycle and automobile traffic from pedestrians.

10: Regulating Plan


Ribaut Rd. 1(BLVD: 68 ft +)

Specific Applicability • Ribaut Road Context Zone 1 (from Boundary Street to Bay Street)

Curb Type CurbRight-of-Way Width 68 feet minimum

Traffic Lanes (Pavement Width) To be determined, 2 preferred (10 to 11 feet each)

Movement (Design Speed) To be determined, 25 MPH preferred

Parking Lanes (Width) To be determined, 2 parallel parking lanes preferred (8 feet each)

Bike Facilities N/ASidewalk (Width) 2 sides (5 to 6 feet each)

Planter Type (Width) Planting strip (6 feet minimum)Street Trees 40 feet on-center average


Specific Applicability • Ribaut Road Context Zone 2 (from Bay Street to Reynolds Street)


Traffic Lanes (Pavement Width)

To be determined, 2 preferred (11 feet each)


Parking Lanes (Width) N/ABike Facilities To be determined, Bike lanes preferred (5 feet each)

Sidewalk (Width) 2 sides (5 to 6 feet each)Planter Type (Width) Planting strip (6 feet minimum)


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10: Regulating Plan


Ribaut Rd. 4(ST: 76 ft +)

Specific Applicability • Ribaut Road Context Zone 4 (South of Allison Road)Curb Type Curb


(Pavement Width)To be determined, 4 preferred (11 feet each)


Parking Lanes (Width) N/ABike Facilities To be determined, Bike lanes preferred (5 feet each)

Sidewalk (Width) 2 sides (5 feet each)Planter Type (Width) Planting strip (6 feet minimum)



Specific Applicability • Ribaut Road Context Zone 3 (from Reynolds Street to Allison Road)

Curb Type CurbRight-of-Way Width 82 feet minimum*

Traffic Lanes (Pavement Width) To be determined, 4 lanes preferred (10 to 11 feet each)*


Parking Lanes (Width) N/ABike Facilities Multi-use path

Sidewalk (Width) Sidewalk on east side (5 feet), Multi-use path on west side (10 to 12 feet)

Planter Type (Width) Planting strip (6 feet minimum)Street Trees 40 feet on-center average

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*Note - With future growth and redevelopment in this context zone, it may be appropriate to expand the right-of-way and reconfigure Ribaut Road to include a slip road on one or both sides of the street. This configuration will accomodate diagonal on-street parking and create a pedestrian friendly multi-way boulevard. See slid road illustration at right.

Potential Future Slip Road

10: Regulating Plan


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S bounDaRY stReet context Zones

Boundary StreetThe street sections provided for Boundary Street are necessarily more detailed because of the ongoing redevelopment and infrastructure improvements being made as part of the federal grant funds awarded to Beaufort through the 2011 Transportation Investment Generating Economic Recovery (TIGER) program. The sections were created as part of a detailed design process to guide those specific improvements and include a basic phasing strategy for initial improvements to the paved area between the curbs, as well as future improvements to be made to the streetscape environment behind the curb by fronting redevelopment.

Boundary St. 1 - West of Ribaut Rd.

(BLVD: 90 ft - 130 ft)

Specific Applicability • Boundary Street Context Zone 1 (West of Ribaut Road)

Curb Type CurbRight-of-Way Width 90 feet for current improvements, 130 feet for

future improvementsTraffic Lanes

(Pavement Width)4 lanes (11 feet each) and

1 future access lane (11 feet)Movement

(Design Speed) Moderate (35 MPH)

Parking Lanes (Width) 1 side future parallel parking (8 feet)Bike Facilities N/A

Sidewalk (Width) 1 side (6 feet) for current improvements2 sides (12 to 20 feet) for future improvements

Planter Type (Width) Planting strip (10 feet) & Planted median (16 feet)Street Trees 40 feet on-center average

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10: Regulating Plan


Boundary St. 2A - East of Ribaut Road

(ST: 60 ft)

Specific Applicability

• Boundary Street Context Zone 2 (from Ribaut Road east to Carteret Street) - intended to be applied as a preliminary Phase 1 condition in the redevelopment of the Boundary Street corridor. The final phase condition is illustrated in “Boundary St. A2” below.

Curb Type CurbRight-of-Way Width 60 feet

Traffic Lanes (Pavement Width) 2 lanes (14 feet each)


Parking Lanes (Width) 2 sides parallel parking (7 feet each)Bike Facilities Sharrows (14 feet shared lanes)

Sidewalk (Width) 2 sides (5 feet each)Planter Type (Width) Planting strip (4 feet)


Boundary St. 2B - East of Ribaut Road

(ST: 66 ft - 76 ft)


• Boundary Street Context Zone 2 (from Ribaut Road to Carteret Street) - intended to be applied as a final Phase 2 condition in the redevelopment of the Boundary Street corridor. The preliminary phase condition is illustrated in “Boundary St. 2A” above.


Traffic Lanes (Pavement Width) 2 lanes (10 to 14 feet each)


Parking Lanes (Width) 2 sides parallel parking (7 to 8 feet each)Bike Facilities Sharrows (10 to 14 feet shared lanes)

Sidewalk (Width) 2 sides (16 feet each)Planter Type (Width) Tree wells (6 feet by 6 feet)


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10: Regulating Plan


Specific Street SectionsAll of the street segments marked as “Other” in the Street Regulating Plan (illustrated in the map above) have been assigned one of the specific street sections on the following pages. These street sections were carefully designed during the Civic Master Plan process to address unique site-specific considerations. As such, these street sections are specifically tailored to a unique development context and deviate from the standards enumerated in the typical street sections. In some cases, a specific street section may apply only to a portion of a single street. In other cases, a specific street section may apply to multiple streets. The applicability of each specific street section is enumerated in its corresponding table.

S stReet ReGulatinG Plan - otheR stReets with sPeciFic sections

LEGEND

10: Regulating Plan


Deanne Dr. B(ST: 50 ft)

Specific Applicability • Deanne Drive - at future intersection with Spanish Moss Trail







Deanne Dr. A(ST: 36 ft - 46 ft)

Specific Applicability • Deanne Drive - existing street & future connection to Beaufort Plaza across the Spanish Moss Trail







10: Regulating Plan


First St. B(ST: 50 ft)

Specific Applicability • First Street future extension from Boundary Street to Westview Avenue




Parking Lanes (Width) 2 sides parallel parking (8 feet each)Bike Facilities N/A

Sidewalk (Width) North side only (5 feet)Planter Type (Width) Planting strip (6 feet on North side, 2 feet on South side)

Street Trees North side only, 40 feet on-center average

First St. A(ST: 40 ft)

Specific Applicability • First Street from Westview Avenue to Hogarth StreetCurb Type Normal curb on North side, Roll curb on South side


(Pavement Width) 2 lanes (10 feet each)


Parking Lanes (Width) North side only parallel parking (8 feet)Bike Facilities N/A

Sidewalk (Width) North side only (5 feet)Planter Type (Width) Planting strip (5 feet)

Street Trees North side only, 40 feet on-center average

10: Regulating Plan


North St. & Depot Rd. A(ST: 44 ft - 46 ft)

Specific Applicability • North Street - entire length• Depot Street from Ribaut Road to Burroughs Avenue




Parking Lanes (Width) N/A

Bike Facilities 1 side (5 feet) - South side of Depot Rd. and North side of North St.

Sidewalk (Width) 2 sides (5 feet each)Planter Type (Width) Planting strip (4 to 5 feet)


Depot Rd. B(ST: 60 ft)

Specific Applicability • Depot Road from Burroughs Avenue to Depot Road redevelopment area


Traffic Lanes (Pavement Width) 2 lanes (10 feet each)Movement Slow (25 MPH)

Parking Lanes (Width) 2 sides parallel parking (8 feet each)

Bike Facilities 1 side (5 feet) - South sideSidewalk (Width) 2 sides (5 feet each)

Planter Type (Width) Planting strip (4 to 5 feet)Street Trees 40 feet on-center average

10: Regulating Plan


Port Republic St.(ST: 45 ft)

Specific Applicability • Port Republic Street from Charles Street to Carteret Street

Curb Type Flush curbRight-of-Way Width 45 feet

Traffic Lanes (Pavement Width) 2 lanes (10 feet each) - brick pavers


Parking Lanes (Width) 1 side parallel parking (7 feet)Bike Facilities N/A

Sidewalk (Width) 2 sides (9 feet each) - brick paversPlanter Type (Width) Tree wells (4 feet by 5 feet)


Depot Rd. C(ST: 90 ft - 150 ft)


• Depot Road redevelopment area (Hay Street to Middleton Street) - intended to be built in phases begininning with the existing 90-foot right-of-way and eventually replicating on the west side of the Spanish Moss Trail within an expanded 150-foot right-of-way.

Curb Type Normal curb on development side, flush curb on trail side*

Right-of-Way Width 90 feet, expanding to 150 feetTraffic Lanes

(Pavement Width) 2 lanes, expanding to 4 lanes (10 feet each)Movement


Parking Lanes (Width) Parallel parking (7 feet) on development side, 30 degree diagonal parking (16 feet) on trail side

Bike Facilities Spanish Moss TrailSidewalk (Width) Development side (16 feet each),

Spanish Moss Trail (12 feet)Planter Type (Width) Tree wells (6 feet by 6 feet)


10: Regulating Plan


Bladen St. & Charles St. B(ST: 55 ft)

Specific Applicability • Bladen Street - entire length• Charles Street from Duke Street to Calhoun Street




Parking Lanes (Width) 2 sides parallel parking (8 feet each) - Pervious pavement

Bike Facilities SharrowsSidewalk (Width) 2 sides (9 feet each)

Planter Type (Width) Planters (5 feet by 5 feet)Street Trees 40 feet on-center average

Charles St. A(ST: 45 ft)

Specific Applicability • Charles Street from Bay Street to Duke StreetCurb Type None




Parking Lanes (Width) 1 side parallel parking (8 feet)Bike Facilities N/A

Sidewalk (Width) 2 sides (9 feet each)Planter Type (Width) Planters (4 feet by 5 feet)


10: Regulating Plan


Battery Creek Rd. B(RD: 56 ft)

Specific Applicability • Battery Creek Road from First Boulevard to Westvine Drive




Parking Lanes (Width) N/ABike Facilities Multi-use path, West side only

Sidewalk (Width) 2 sides (6 feet on East side, 12 feet multi-use path on West side)

Planter Type (Width) Planting strip (9 feet)Street Trees 40 feet on-center average

Battery Creek Rd. A(RD: 50 ft)

Specific Applicability • Battery Creek Road from Allison Road to First Boulevard

Curb Type Open swaleRight-of-Way Width 50 feet






10: Regulating Plan


Allison Rd.(ST: 50 ft)

Specific Applicability • Allison Road - entire lengthCurb Type Curb on South side, Open swale on North side




Parking Lanes (Width) N/ABike Facilities Multi-use path, North side only

Sidewalk (Width) 2 sides (5 feet on South side, 10 feet multi-use path on North side)

Planter Type (Width) Planting strip (7 feet)Street Trees 40 feet on-center average

Shanklin Rd. & Salem Rd.(RD: 60 ft)

Specific Applicability• Shanklin Road - entire length• Salem Road - intended to be used along

undevelopable land South of Moss StreetCurb Type Open swale



(Design Speed) Moderate (35 MPH)

Parking Lanes (Width) N/ABike Facilities Multi-use path, East side only

Sidewalk (Width) 1 sides (10 feet multi-use path on East side)Planter Type (Width) Planting strip (varied width)

Street Trees N/A

10: Regulating Plan


Jennings Rd. B(ST: 56 ft)

Specific Applicability • Jennings Road - intended to be used in the proposed Jennings Road neighborhood center near Battery




Parking Lanes (Width) 2 sides parallel parking (8 feet each)Bike Facilities N/A



Waddell Rd. & Jennings Rd. A(RD: 60 ft - 68 ft)


• Waddell Road - entire length• Jennings Road - intended to be used along the

portions of Jennings Road NOT located in the Jennings Road neighborhood center near Battery Creek High School

Curb Type Open swaleRight-of-Way Width 60 to 68 feet



Parking Lanes (Width) N/ABike Facilities Multi-use path, North side of Waddell Road only

Sidewalk (Width) 2 sides (5 feet and 12 feet multi-use path on Waddell Road, 5 feet each on Jennings Road)

Planter Type (Width) Planting strip (8 feet minimum)Street Trees N/A

10: Regulating Plan


Southside Blvd. & First Blvd.(ST: 66 ft - 70 ft)

Specific Applicability • Southside Boulevard - entire length• First Boulevard - entire length

Curb Type Open swaleRight-of-Way Width 66 to 70 feet




Sidewalk (Width) 2 sides (5 feet each)Planter Type (Width) Planting strip (varied width)


Hermitage Rd. & Mossy Oaks Rd.

(BLVD: 66 ft - 78 ft)Specific Applicability • Hermitage Road - entire length

• Mossy Oaks Road from Ribaut Road to Battery Creek Road


Traffic Lanes (Pavement Width) 2 lanes (10 to 11 feet each) Movement Slow (25 MPH)

Parking Lanes (Width) 1 sides parallel parking (8 feet)

Bike Facilities Bike lanesSidewalk (Width) 2 sides (5 feet each)

Planter Type (Width) Planting strip (4 to 6 feet)Street Trees 40 feet on-center average

10: Regulating Plan


Burton Wells Connector(BLVD: 75 ft +)

Specific Applicability• Future Burton Wells connector from Burton Wells

Park (extending from Burton Wells Drive) to Boundary Street




Parking Lanes (Width) 2 sides parallel parking (8 feet)Bike Facilities Multi-use path

Sidewalk (Width) Sidewalk on south side (5 to 6 feet), Multi-use path on north side (12 feet)

Planter Type (Width) Planting strip (5 feet minimum) & Planted median (12 to 14 feet)


Robert Smalls Pkwy.(BLVD: 84 ft +)

Specific Applicability • Robert Smalls Parkway - entire lengthCurb Type Curb



(Design Speed) Limited Access (45 MPH)

Parking Lanes (Width) N/ABike Facilities Multi-use path

Sidewalk (Width) 2 sides (5 feet and 12 feet multi-use path)Planter Type (Width) Planting strip (5 feet minimum) & Planted median

(14 feet)Street Trees 40 feet on-center average

10: Regulating Plan


Burton Hill Rd.(BLVD: 100 ft)

Specific Applicability • Burton Hill Road - entire lengthCurb Type Curb




Parking Lanes (Width) 2 sides parallel parking (8 feet)Bike Facilities Multi-use path

Sidewalk (Width) Sidewalk on west side (5 feet), Multi-use path on east side (10 feet)

Planter Type (Width) Planting strip (8 feet) & Planted median (16 feet)Street Trees 40 feet on-center average

Sams Point Rd.(BLVD: 100 ft)

Specific Applicability • Sam’s Point Road from Sea Island Parkway to Miller Drive




Parking Lanes (Width) N/ABike Facilities Raised cycle track (6 feet each)

Sidewalk (Width) 2 sides (13 feet each)Planter Type (Width) Tree wells (6 feet by 6 feet) & Planted median (14 feet)


10: Regulating Plan


Sea Island Pkwy. & Lady’s Island Pkwy.

(BLVD: 100 ft)


• Sea Island Parkway from Youmans Drive to Cougar Drive

• Lady’s Island Parkway from Sea Island Parkway to Rue Du Bois




Parking Lanes (Width) N/ABike Facilities Raised cycle track (6.5 feet each)

Sidewalk (Width) 2 sides (16 feet each)Planter Type (Width) Tree wells (6 feet by 6 feet)


11Project Implementation

KEY STRATEGIES

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11.1 Civic Infrastructure . . . . . . . . . . . . . . . . . . . . .254

11.2 Development/ Redevelopment Opportunities . . . . . . . . . . . . . . . . . . . . . . . . .264

We will continue our history of thoughtful, detailed planning and will include practical implementation elements to leverage our ideas with actions. Success is bred not from what we say, but from what we accomplish. - 2009 Vision Beaufort Comprehensive Plan

11: Project Implementation


Project Name: Bay & Ribaut Park AreaSection Reference: 4.7

Site Data: Approximately 0.3 acres

Project Schedule: Years 3-5 (2014-2016)

Estimated Cost: $73,8601-A

Project Name: Basil Green Park ImprovementsSection Reference: 4.4



Estimated Cost: $1,068,240

Project Name: Bay Street BoardwalkSection Reference: 2.5

Site Data: Approximately 3,300 LF


Estimated Cost: $$

1-B

1-C

In order to implement the recommendations in the Civic Master Plan, the City of Beaufort will seek partnerships with private organizations ready to invest in the future of the city. These organizations may include both developers interested in expanding the city’s economic base, as well as the non-profit agencies whose daily mission is to protect natural habitats, preserve historic neighborhoods, and improve social services.

This chapter is divided into two main sections: Civic Infrastructure and Development/Redevelopment Opportunities. Each section compiles all of the projects proposed in the Civic Master Plan by sector, and provides basic elements of the project – such as the site size and magnitude of cost – as well as a reference to the section in this plan where the project is detailed. Where project costs are known or can be reasonably estimated they are so noted. Otherwise, investments are estimated on an order of magnitude scale as follows:

$ - $0 to $250,000

$$ - $250,000 to $500,000

$$$ - $500,000 to $1,000,000

$$$$ - $1,000,000+

Taken in isolation, the civic infrastructure projects identified in Section 11.1 will maintain critical systems for the general health and well being of the City of Beaufort. When viewed in concert with the development and redevelopment opportunities identified in Section 11.2, these projects become the catalysts for a new generation of investment in the city.

11.1 Civic Infrastructure

The following maps begin to prioritize civic infrastructure investments by identifying active, pending, and future projects. The planning, management, and funding responsibilities of these projects are not meant to be undertaken by the city alone. Other partners may include – but are not limited to – Beaufort County, the Beaufort Open Land Trust, the South Carolina Department of Transportation, and other non-profit groups and governmental agencies.

Project Name: Beaufort MuseumSection Reference: 2.2

Site Data: Part of Marina Redevelopment


Estimated Cost: $$$1-D



S SECTOR 1 CIVIC INFRASTRUCTURE PROJECTS

1-A

1-B

1-C

1-D

1-E

1-H

1-K 1-L

1-T 1-N

1-S

1-R

1-Q

1-P1-M

1-J

1-I

Active

Pending

Future

Project Name: Bellamy Curve Civic Space EnhancementsSection Reference: 2.6



Estimated Cost: $$

Project Name: Bicycle Improvements- Dedicated Bike FacilitiesSection Reference: 5.3



Estimated Cost: $$1-E 1-F

Project Name: Bicycle SharrowsSection Reference: 5.3

Site Data: Approximately 19,250 LF with Marking every 230 feet (80)


Estimated Cost: $1,900 each = $152,000

1-G



Project Name: Downtown Parking GarageSection Reference: 2.2

Site Data: Approximately 2.32 acre redevelopment site


Estimated Cost: $$$

Project Name: Downtown Wayfinding SignageSection Reference: 3.9

Site Data: Approximately N/A


Estimated Cost: $-$$

Project Name: Duke Street Streetscape - Phase 1 (Bladen to Harrington)Section Reference: 5.6



Estimated Cost: $675,990

Project Name: Boundary Street (East of Ribaut) Road Diet Phase 1Section Reference: 8.4




1-H 1-I 1-J

1-K

Project Name: Boundary Street (East of Ribaut) Road Diet Phase 2Section Reference: 8.4



Estimated Cost: $$1-L

Project Name: Farmer’s Market Pavilion

Section Reference: 2.2

Site Data: Part of Marina Redevelopment


Estimated Cost: $$

Project Name: Greene Street StreetscapeSection Reference: 5.6




Project Name: Pedestrian CrossingsSection Reference: 5.3

Site Data: 21 Crossings


Estimated Cost: $1,500 each + $13.50/LF

Project Name: Port Republic Festival Street ImprovementsSection Reference: 3.3

Site Data: 640 LF of frontage along Port Republic Street


Estimated Cost: $$$

Project Name: Ribaut Road StreetscapeSection Reference: 5.8

Site Data: Approximately 1,400 LF (Boundary to Duke); Approximately 1,700 LF (Duke to Bay)



Project Name: Sycamore Street StreetscapeSection Reference: N/A




Project Name: Visitor CenterSection Reference: 2.2

Site Data: Either as Part of Marina Redevelopment or Downtown Parking Garage Development


Estimated Cost: $$$

Project Name: Washington Street Park

Section Reference: 4.2



Estimated Cost: $$

1-M 1-N

1-O 1-P 1-Q

1-R 1-S 1-T

Active

Pending

Future

Project Name: Duke Street Streetscape - Phase 2 (Ribaut to Bladen)Section Reference: 5.6



Estimated Cost: $$$

1-J

Project Name: Duke Street Streetscape - Phase 3 (Harrington to Carteret)Section Reference: 5.6



Estimated Cost: $$$$

1-J



2-C

2-D

2-I

2-L

2-M

2-P

2-D

2-E

2-B

2-O

2-T

2-S

2-Q

2-N

2-K

2-H

2-F

2-G

2-J

Project Name: Beaufort Memorial Hospital Fitness TrailSection Reference: 7.3

Site Data: Unknown


Estimated Cost: $


2-C

Project Name: Street Drainage ImprovementsSection Reference: N/A

Site Data: N/A


Estimated Cost: $$$

Project Name: TCL Campus Expansion/ImprovementsSection Reference: 7.2

Site Data: Unknown


Estimated Cost: $$$

2-A

2-B

Project Name: TCL/BMHS Parallel Street (Elliott to Allison)Section Reference: 7.2

Site Data: Approximately X

Project Schedule: Ongoing

Estimated Cost: $$

2-D

Project Name: Waterfront Access: General AccessSection Reference: 2.10

Site Data: N/A

Project Schedule: Ongoing

Estimated Cost: $$

2-E



Project Name: Spanish Moss Trail Trailhead: Depot Road Section Reference: 4.7

Site Data: N/A


Estimated Cost: $

Project Name: Spanish Moss Trail Trailhead: North StreetSection Reference: 4.7

Site Data: N/A


Estimated Cost: $

Project Name: Spanish Moss Trail Trailhead: TCL Section Reference: 5.2

Site Data: N/A


Estimated Cost: $

Project Name: Spanish Moss Trail: Depot Area Rail Trail Amenity CenterSection Reference: 4.9

Site Data: N/A


Estimated Cost: $

Project Name: BMHS Campus Expansion/ImprovementsSection Reference: 7.3

Site Data: N/A



Project Name: Burroughs Avenue Park ImprovementsSection Reference: 4.8



Estimated Cost: $$

Project Name: Depot Road Improvements (Sidewalks on South Side, Lighting, Bike Lanes)Section Reference: 9.1



Estimated Cost: $$

Project Name: Hermitage Road Improvements (Bike Lanes & Sidewalk on Both Sides)Section Reference: N/A



Estimated Cost: $$

Project Name: Heyward Street Improvements (New Street Section)Section Reference: 5.8



Estimated Cost: $$

Project Name: Heyward Street Improvements (Purchase of ROW for connection to Ribaut)Section Reference: 5.8

Site Data: Approximately 380 LF


Estimated Cost: $$

Project Name: North Street ImprovementsSection Reference: 3.7



Estimated Cost: $$

2-F 2-G 2-H

2-I 2-J 2-K

2-L 2-M 2-N

2-O 2-P

Active

Pending

Future

Project Name: Ribaut Road Complete Street Improvements-Phase 1 (Boundary to Bay)Section Reference: 5.8



Estimated Cost: $$

Project Name: Ribaut Road Complete Street Improvements-Phase 2 (Bay to TCL Campus)Section Reference: 5.8



Estimated Cost: $$

Project Name: Ribaut Road Complete Street Improvements-Phase 3 (Campus to Port Royal)Section Reference: 5.8



Estimated Cost: $$$

2-Q

2-R 2-S

Project Name: Roundabout at Ribaut Road & Bay/Depot StreetsSection Reference: 8.1

Site Data: N/A


Estimated Cost: $$

2-T




3-D

3-C

3-B

3-F

3-E

3-I

3-K

3-G 3-H3-J

3-A

3-L

3-M

3-M

3-N

3-O



Project Name: Arthur Horne Park ImprovementsSection Reference: 4.11



Estimated Cost: $

Project Name: Spanish Moss Trail Phase 3 (Allison to Port Royal)Section Reference: 5.2



Estimated Cost: $$

Project Name: First Boulevard Improvements (Sharrows/Bike Lanes & Sidewalks on North Side)Section Reference: 8.2



Estimated Cost: $$

Project Name: Mossy Oaks Road ImprovementsSection Reference: 5.6



Estimated Cost: $$

Project Name: New Fire Station HeadquartersSection Reference: 7.4

Site Data: Varies/Multiple Sites


Estimated Cost: $$

Project Name: Southside Park-Step 1 (Final Planning/Engineering & Interim Use as Urban Farm)Section Reference: 4.10

Site Data: Approximately 8 acres


Estimated Cost: $$

Project Name: Southside Park-Step 2 (Construction of Phase 1 Improvements)Section Reference: 4.10



Estimated Cost: $$$

Project Name: Southside Park-Step 3 (Construction of Final Phase)Section Reference: 4.10

Site Data: Approximately 20 acres (40 acres total)Project Schedule: Years 6-10 (2017-2021)Estimated Cost: $$

Project Name: Waddell Gardens Nature Preserve ImprovementsSection Reference: 4.12



Estimated Cost: $$

Project Name: Waddell Road ImprovementsSection Reference: 6.4



Estimated Cost: $$$

Project Name: Mossy Oaks Waterfront AccessSection Reference: 2.8

Site Data: N/A


Estimated Cost: $$

3-A 3-B 3-C

3-D 3-E 3-F

3-G 3-H 3-I

3-J 3-K

Active

Pending

Future

Project Name: Ribaut Road (South of Allison Road)Section Reference: 10.3

Site Data: N/A


Estimated Cost: $$$ 3-L

Project Name: Allison Road ImprovementsSection Reference: 7.3




Project Name: Battery Creek Road Improvements (Sidewalk)Section Reference: N/A



Estimated Cost: $$3-M 3-N

Project Name: Spanish Moss Trail Trailhead: Allison Road Section Reference: 4.7

Site Data: N/A


Estimated Cost: $ 3-O




4-D

4-C

4-B

4-F

4-E

4-G

4-A

4-H

Project Name: Spanish Moss Trail Phase 2 (Depot Road to Parris Island Gateway-SC 802/US 21)Section Reference: 5.2



Estimated Cost: $$$

Project Name: Spanish Moss Trail Trailhead: Beaufort PlazaSection Reference: 4.14/5.2

Site Data: N/A


Estimated Cost: $

Project Name: Boundary Street (west of Ribaut Road) ImprovementsSection Reference: 5.7



Estimated Cost: $$$$4-A 4-B 4-C

Active

Pending

Future

4-I

4-J



Project Name: Spanish Moss Trail-Phase 3 (Parris Island Gateway-SC 802/US 21 to MCAS/Clarendon)Section Reference: 5.2

Site Data: N/AProject Schedule: Years 11-20 (2024-2031)

Estimated Cost: $$$

Project Name: Commerce ParkSection Reference: 9.2




Project Name: Robert Smalls Parkway ImprovementsSection Reference: 8.4



Estimated Cost: $$

Project Name: Salem Road ImprovementsSection Reference: N/A Site Data: Approximately 3,737 LFProject Schedule: Years 11-20 (2024-2031)

Estimated Cost: $$

Project Name: Shanklin Road ImprovementsSection Reference: 9.2



Estimated Cost: $$4-H

4-D 4-E 4-F

4-G

Active

Pending

Future

Project Name: Belt Buckle ParkSection Reference: 2.9

Site Data: Approximately 3.25 acresProject Schedule: Years 11-20 (2024-2031)

Estimated Cost: $$$S4-I

Project Name: Battery Creek Marshes Viewshed and Waterfront AccessSection Reference: 2.9

Site Data: Approximately 13 acresProject Schedule: Years 3-5 (2014-2016)

Estimated Cost: $$$$ 4-J



Project Name: Sams Point Road ImprovementsSection Reference: 10.3



Estimated Cost: $$

Project Name: Lady’s Island DriveSection Reference: 2.7/6.6



Estimated Cost: $$

Project Name: Sams Point Road ParkSection Reference: 4.15

Site Data: Approximately 1 acreProject Schedule: Years 11-20 (2024-2031)

Estimated Cost: $$

Project Name: Vista II Civic/Open SpaceSection Reference: 2.7/6.6

Site Data: Approximately 1.34 acres to be acquired


Estimated Cost: $$


5-B

5-C

5-D

5-A

5-A 5-B

5-D

5-C

Active

Pending

Future



11.2 Development/ Redevelopment Opportunities

As the city undertakes significant civic infrastructure projects to improve the public realm, new development and redevelopment opportunities will arise. The plan drawings on the following pages show the areas where future opportunities have been identified in the Civic Master Plan. There is a corresponding table for each sector map with details about the potential project, as well as reference to the section of the Civic Master Plan where more detailed information can be found.

S SECTOR 1 DEVELOPMENT/REDEVELOPMENT OPPORTUNITIES

University of South Carolina -

Beaufort

MarinaRedevelopment

Higginsonville Artist Community Infill

Post Office Block Redevelopment

Northwest Quadrant Infill

Former Jail Site Infill

1403 Lafayette Street Infill

Pigeon Point Park Area Infill

Dixon Village Infill



Civic Master Plan References Sector 1 Development/Redevelopment Project Information

Sector 1 Project NameSection Reference

Civic Investment RequiredApprox. Site Acreage

Development Details

Marina Redevelopment 2.2 • Waterfront Park Expansion

• Downtown Parking Garage

3 acres • Multi-family Housing: 30 units

• Mixed Use: 30,000 square feet

• Civic: 5 buildings

University of South Carolina - Beaufort

7.1 • Boundary Street Road Diet,

• Bellamy Curve Improvements

5+ acres • Student housing: 300-500 units

• Classroom: 105,000 square feet

Post Office Block 6.2 • Charles Street streetscape improvements

• North Street streetscape improvements

3 acres • Civic: 20,000 square feet (school expansion)

• Mixed Use: 60,000 square feet

• Single Family Housing: 9 units

Northwest Quadrant Infill - Phase 1

6.2 • Greene Street streetscape improvements

• Duke Street streetscape improvements

3.5 acres • Multi-family housing: 6 units

• Single-Family housing: 4 units

• Accessory dwellings: 2 units

Northwest Quadrant Infill - Phase 2

6.2 • Greene Street streetscape improvements

• Duke Street streetscape improvements

3.5 acres • Single-family housing: 10 units

• Accessory Dwellings: 14 units

Former Jail Site Infill - Phase 1

6.2 TBD 5.5 acres • Multi-family housing: 32 units

• Single-family housing: 7 units

• Retail/Office (jail building reuse)

Former Jail Site Infill - Phase 2

6.2 TBD 5.5 acres • Multi-family housing: 82 units

1403 Lafayette Street Infill

6.2 City-owned land 1.75 acres • Multi-family housing: 24 units

Pigeon Point Park Area Infill

6.2 TBD 36 acres • Single-family housing: 48 units

• Multi-family housing: 108 units

• Office: 55,000 square feet

• Retail: 57,000 square feet

Higginsonville Artist Community Infill

6.2 TBD 19 acres • Single-family housing: 35 units


• Outdoor pavilion

Dixon Village Redevelopment

6.2 TBD 16.5 acres • Single-family housing: 24 units







Technical College of the

Lowcountry

Harvey Property

Depot Area

NorthEnd






Development Details

Harvey Property Development 6.3

• N/A17 acres


• Senior housing: 136 units

North End Infill 6.3

• Spanish Moss Trail Phase 2 (Depot Road to Parris Island Gateway - SC 802/US 21)

• Spanish Moss Trail Trailhead: North Street14 acres

• Civic: 2,000 square feet


Depot Road Area Infill 9.1

• Spanish Moss Trail: Trailhead at Depot Road

• Spanish Moss Trail: Depot Area Rail Trail Amenity Center

20 acres

• Civic: 800 square feet


• Mixed-use: 134,900 square feet

Technical College of the Lowcountry 7.2

• Ribaut Road Improvements

35 acres

• Main campus build-out: 512,000 square feet

• Polk Island - Civic: 10,000 square feet (Polk Island)

• Polk Island - Cottage housing: 12 units (potentially rental)




Battery Creek

Rogers DriveRedevelopment

Mystic Driveinfill

South Ribaut Road Infill

Southside

Brotherhood RoadNeighborhood

BeaufortMemorialHospital

Waddell Road Infill

Allison Road Infill/ Redevelopment






Development Details

Brotherhood Road Redevelopment 6.4

• Spanish Moss Trail Phase 3 (Allison Road to Port Royal)

• Mossy Oaks Waterfront Access 21 acres



Mystic Drive Infill 6.4

• Ribaut Road (South of Allison Road) improvements

27 acres

• Single-family housing: 65 units (attached)




Rodgers Drive Redevelopment 6.4

• Spanish Moss Trail Phase 3 (Allison Road to Port Royal) 6.5 acres



Battery Creek Road Redevelopment 6.4

• TBD15 acres


Southside Neighborhood Redevelopment 6.4

• Southside Park - Step 1 (Final Planning/Engineering & Interim Use as urban farm)

• Southside Park - Step 2 (Construction of Phase 1 Improvements)

• Southside Park - Step 3 (Construction of Final Phase)

• Waddell Road improvements

143 acres



• Office/Retail: 36,000 square feet


Waddell Road Infill 6.4

• Southside Park - Step 1 (Final Planning/Engineering & Interim Use as urban farm)

• Southside Park - Step 2 (Construction of Phase 1 Improvements)

• Southside Park - Step 3 (Construction of Final Phase)

• Waddell Road improvements

18.5 acres



South Ribaut Road Neighborhood Infill 6.4

• Ribaut Road (South of Allison Road) improvements

56 acres



• Live/Work: 14 units

• Office/Retail: 148,150

Allison Road Infill/Redevelopment 6.4

• Allison Road Improvements

• Spanish Moss Trail Trailhead: Allison Road

33 acres




• Multi-family/student housing: 205 units

• Senior housing: 176 units

Beaufort Memorial Hospital 7.3

• Ribaut Road Improvements

• Allison Road Improvements17 acres

• Hospital and Medical Offices: 370,000 square feet (5-story bed tower)




Battery Creek High School Area

Belt Buckle

Park

Beaufort Town Center

Burton Industrial Area

Gray Property

Bostick Property

Robert Smalls Parkway East

BeaufortPlaza

Robert Smalls Parkway/Parris Island Gateway

Trask PUD

Commerce Park Expansion Area

Burton Infill Area






Development Details

Battery Creek High School Area 6.5

TBD

205 acres




• Office/Retail: 26,000 square feet

Beaufort Plaza 6.5

• Spanish Moss Trail Phase 2 (Depot Road to Parris Island Gateway - SC 802/US 21)

• Spanish Moss Trail Trailhead: Beaufort Plaza

• Boundary Street (west of Ribaut Road) Improvements

130 acres

• Mixed-use/Office: 855,000 square feet




Hogarth Street Neighborhood/Belt Buckle Park Area Redevelopment

6.5


• Belt Buckle Park 35 acres





• Office/Mixed-use: 77,000 square feet

Beaufort Town Center Redevelopment 6.5


• TBD 64 acres





Robert Smalls Parkway/Parris Island Gateway 8.5

• Multi-Use Path

• Spanish Moss Trail Phase 3 (Parris Island Gateway SC 802/ US 21 to MCAS/Clarendon) 148 acres

• Single-family housing: 245 (95 detached; 150 attached)




Robert Smalls Parkway East 8.5

• Multi-Use Path

• Spanish Moss Trail Phase 3 (Parris Island Gateway SC 802/ US 21 to MCAS/Clarendon) 96 acres



• Mixed-use/Office: 185,000 square feet


Commerce Park Expansion Area 9.2

• Commerce Park Public Infrastructure Improvements

• Shanklin Road Improvements960 acres

• Expansion to 960 acres from existing 165 acre Commerce Park site

Burton Industrial Area 9.3

• TBD

212 acres




• Industrial: 370,000 square feet

Burton Infill Area 9.3

• TBD

266 acres




• Industrial: 128,000 square feet

Gray Property (Strategic Opportunity Site) 9.4 • Robert Smalls Parkway Improvements 100 acre • Office Campus: 800,000 square feet

Bostick Property (Strategic Opportunity Site)

9.4• Salem Road Improvements

100 acres• Office Campus: 760,000 square feet


Trask Property PUD N/A• Robert Smalls Parkway Improvements

115 acres• Retail: 228,300 square feet

• Office/Mixed-Use: 141,900 square feet




HamiltonVillage

Lady’s Island Village Center

Whitehall/Vista Area Redevelopment

Airport Junction PUD





Project Type


Development Details

Lady’s Island Village Center 8.6

Private • Lady’s Island Drive Improvements

• Sams Point Road Improvements

• Sams Point Road Park128 acres






• Office: 86,000

Whitehall/Vista Area Redevelopment 6.6

Private • Vista II Civic/Open Space

45 acres






Hamilton Village Area Infill 6.6

Private • N/A

7 acres




Airport Junction PUD N/APrivate • N/A

150 acres• Office/Mixed Use: 475,000 square feet


AAppendix

KEY STRATEGIES

IN TH

IS CH

APTE

R

MAPS

Map: Building Footprints . . . . . . . . . . . . . . . . . . . . .280

Map: 4% and 6% Tax Rates . . . . . . . . . . . . . . . . . . .282

Map: Existing Zoning . . . . . . . . . . . . . . . . . . . . . . . .284

Map: Floodplains . . . . . . . . . . . . . . . . . . . . . . . . . . . .286

Map: Soil Conditions . . . . . . . . . . . . . . . . . . . . . . . . .288

Map: Existing Walk Score . . . . . . . . . . . . . . . . . . . . .290

Map: Building Uses . . . . . . . . . . . . . . . . . . . . . . . . . .292

Map: Vacant and Abandoned Buildings . . . . . . . . .293

Map: Building Height . . . . . . . . . . . . . . . . . . . . . . . .294

A: Appendix


S BUILDING FOOTPRINTS SECTORS 1-3

RIB

OU

T RO

AD

BOUNDARY STREET

ROBERT SMALLS PARKWAY CA

RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S BUILDING FOOTPRINTS SECTOR 4

S BUILDING FOOTPRINTS SECTOR 5

RIB

OU

T R

OA

D

BOUNDARY STREET

ROBERT SMALLS PARKWAY

TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S 4% AND 6 % TAX RATES SECTORS 1-3 *As of March 2013

6% 4%

RIB

OU

T RO

AD

BOUNDARY STREET


RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S 4% AND 6% TAX RATES SECTOR 4*As of March 2013

S 4% AND 6% TAX RATES SECTOR 5*As of March 2013

RIB

OU

T R

OA

D

BOUNDARY STREET


TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S EXISTING ZONING SECTOR 1-3

RIB

OU

T RO

AD

BOUNDARY STREET


RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S EXISTING ZONING SECTOR 4

S EXISTING ZONING SECTOR 5

RIB

OU

T R

OA

D

BOUNDARY STREET


TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S SOIL CONDITIONS SECTOR 1-3

Poor Soils

RIB

OU

T RO

AD

BOUNDARY STREET


RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S SOIL CONDITIONS SECTOR 4

S SOIL CONDITIONS SECTOR 5

RIB

OU

T R

OA

D

BOUNDARY STREET


TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S FLOODPLAIN SECTOR 1-3

100 Year Floodplain 500 Year Floodplain

RIB

OU

T RO

AD

BOUNDARY STREET


RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S FLOODPLAIN SECTOR 4

S FLOODPLAIN SECTOR 5

RIB

OU

T R

OA

D

BOUNDARY STREET


TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S EXISTING WALK SCORE SECTOR 1-3*Based on data collected for the 2009 Comprehensive Plan

Car-Access Only Car Dependent Somewhat Walkable Very Walkable Walkable 1/2 Mile Radius

RIB

OU

T RO

AD

BOUNDARY STREET


CA

RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S EXISTING WALK SCORE SECTOR 4*Based on data collected for the 2009 Comprehensive Plan

S EXISTING WALK SCORE SECTOR 5*Based on data collected for the 2009 Comprehensive Plan

RIB

OU

T R

OA

D

BOUNDARY STREET


TRA

SK PARK

WAY

SEA ISLAND PARKWAY

LADY’S IS

LAND DRIV

E

A: Appendix


S EXISTING BUILDING USE SECTOR 1-3 AS OF 2011

RIB

OU

T RO

AD

BOUNDARY STREET


CA

RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S EXISTING VACANT LAND AND ABANDONED BUILDINGS SECTOR 1-3 AS OF 2011

Vacant Land Abandoned Building

RIB

OU

T RO

AD

BOUNDARY STREET


CA

RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

T RO

AD

A: Appendix


S EXISTING BUILDING HEIGHTS SECTOR 1-3 AS OF 2011

1 Story 2 Stories 3 Stories 4 Stories

RIB

OU

T RO

AD

BOUNDARY STREET


CA

RTER

ET STREET

SEA ISLAND PARKWAY

RIB

OU

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AD

A: Appendix

