1. Regional Roads Committee
Carolyn Flowers
CEO Charlotte Area Transit System
August 27, 2010

2. Infrastructure investment is necessary for both
ROADS AND TRANSIT
Infrastructure investment is necessary for both
- Funding is needed to build and sustain both highway network and public transportation systems
Surface transportation is needed to improve regional travel
Good road networks are needed to connect people to places
Efficient road networks provide the backbone for efficient transit systems
Transit needs good roads for operations and to provide connectivity

3. Benefits of Roads and Transit
Both are economic engines for the region
Both create jobs and sustain jobs
Construction and maintenance of these networks and systems create jobs in the region
Both provide access in the region
Provide the means to connect people to jobs, medical, education, and arts and entertainment venues

4. Getting People to Jobs
Mecklenburg County is the major employment destination in the region.
Over 150,000 people commute to work each day to Mecklenburg county.
20% of the region outside
of Mecklenburg county work within Mecklenburg county.
A good road network and transit provide the means for commuters to get to their jobs
Charlotte is a destination for work both in the center city area and other business centers like South Park, Arrowood and the University area to mention a few. This translates to that 20% of the region travel into Mecklenburg County is for work

5. How Roads Benefit Transit
Infrastructure investments in roads provide increased mobility
Surface transportation amenities can improve the transit
Dedicated bus lanes can increase transit speed
Cut outs on highways and transit stations on or adjacent to highways can provide more access, convenience and safety for transit users
Access to park and ride lots from road networks can provide convenience to transit users

6. Benefits of Public Transportation
Improves mobility
- Provides transportation for non-drivers
- Provides options for drivers
- Provides access to jobs, schools, medical and entertainment venues
Reduces congestion on roads by providing options for solo drivers
- Reduces carbon emissions
- Reduces fuel consumption through carpooling and use of public transit
- Reduces idling, road usage and fuel consumed searching for parking
- Reduces the infrastructure needs for parking

7. Benefits from Transit Oriented Development
Development along LYNX Blue Line through 2013 is estimated to generate $16 million annually in property tax up from $6 million in 2003.
Acres Rezoned for TOD
Housing Units
Affordable Housing
Commercial
Investment
265
7,581
180
627,712 SF
$1.46B

8. Adopted 2030 Plan (Current Status)
LYNX Blue Line (LRT)
FTA considers very successful
Needs capacity for 3-car trains
Blue Line Extension (LRT)
Strong New Starts project
Funding schedule is now 2019
Red Line (Commuter Rail)
Tracks & 90% design
No clear funding plan
Streetcar Line (Modern)
City of Charlotte funding PE
Silver Line (LRT or BRT)
Transit Technology Decision in 2011
Corridor Land Use and Road solution
West Corridor
Enhanced Bus Service 2009
Convert to Streetcar
2030 Transit Plan:
Offers mobility choices
Supports mixture of land uses
Enhances quality of life
Supports sustainable growth
Enhances pedestrian safety
Reduces road dependence
Contributes to attainment of air quality standards
This slide shows our existing Corridor System plan adopted in The anticipated overall cost (capital plus operating) of this Plan is almost $9 billion dollars split about evenly between capital implementation costs and operating costs. The Plan includes the LYNX Blue line which opened in November We are currently in preliminary engineering on both an extension of the LYNX Blue Line up to UNCC and the Red Line Commuter Rail project up to the northern towns in Mecklenburg County. The Silver Line (Independence Corridor) is Bus Rapid Transit but the Metropolitan Transit Commission has requested a re-evaluation of the technology decision in that corridor. Streetcar is proposed for the Central Avenue and Beatties Ford Road corridors with an eventual extension out Wilkinson Boulevard to the Airport.
Approved by MTC November 2006

9. Funding Shortfalls
2006 Financial plan based on historic trends and consultation with financial experts
Revenues
Projected FY09 $74 million
Actual FY09 $61.7million
Projected FY10 $57 million
Reduced Revenues create funding shortfall
2030 System Plan schedule no longer feasible
I want to mention the sales tax revenue picture. Due to the economic situation, sales tax revenues are down. This is happening to transit agencies across the country. We are now projecting as much as a $349 million gap in local funding over the next 10 years. This impacts our ability to move corridor projects simultaneously as we anticipated in 2006.